Suzuki V-Strom 650 v Kawasaki Versys

WHAT WE LIKE

NOT SO MUCH

Kawasaki Versys

RATINGS

Kawasaki Versys:
Overall rating: 4.0/5.0
Engine/chassis: 4.5/5.0
Price, packaging and practicality: 5.0/5.0
Behind the bars: 3.5/5.0
X-factor: 4.0/5.0

Suzuki V-Strom 650:
Overall rating: 4.0/5.0
Engine/chassis: 4.5/5.0
Price, packaging and practicality: 5.0/5.0
Behind the bars: 4.0/5.0
X-factor: 3.5.0/5.0

OVERVIEW
Kawasaki's Versys and Suzuki's V-Strom 650 may be something of an 'odd couple' as far as motorcycle comparisons may go, but once you look a little deeper you realise the two share far more than similar engine capacities.

The Versys is the relatively new kid on the block. Around since mid 2007, it shares much with Kawasaki's naked ER-6n and faired ER-6f. All three bikes share the same basic engine format and chassis, although it'd be a mistake to think of the Versys as a parts bin special.

The V-Strom 650, on the other hand, has been with us since the start of 2004. It was launched two years after its bigger sibling, the V-Strom 1000, with which it shares plenty, engine aside. Billed as a mid-capacity adventure tourer - a 'dual sport' - the V-Strom 650 has remained relatively unchanged since its inception, and has established a solid reputation as a value-packed all-rounder.

We pitted the unlikely pair head to head over 1800km of some of the best roads Victoria and New South Wales have to offer, and our route included a bit of everything. We headed east from Melbourne, then north from Bairnsdale along the Tambo River to Omeo. Then it was over the dirt dissecting the Alpine National Park on the way to Corryong - an undulating track requiring some degree of care due to persistent rain - before enjoying the wonderful hospitality at the great old pub at Tintaldra. Day two saw us traversing the roof of Australia via the Alpine Way to NSW's Thredbo ski resort, then Jindabyne, before dropping southeast to Dalgety and Bombala, finally ending up at Genoa. A further day of brilliant roads in Victoria's far east followed, with the run along the Princes Highway (plus several deviations) seeing us home to Melbourne the day after.

At the end of the four-day run it was clear both mounts were nothing short of superb all-rounders, and while their on-paper specs are fairly close, it didn't take too long for the different characters of each machine to emerge.

PRICE AND EQUIPMENT
The Versys doesn't naturally scream 'dual sport', but with wide, leverage-affording 'bars and an upright ride position, it's just as easily managed on a decent dirt road as it is on the tar.

Powered by a 649cc, liquid-cooled, eight-valve, fuel-injected parallel-twin, Kawasaki claims it's good for 64hp at 8000rpm and 61Nm at 6800rpm. That engine is slotted into a tubular steel diamond frame, with a distinctive offset rear shock and an underslung muffler. Kawasaki says the Versys tips the scales at 181kg dry.

A generous specification of suspension is provided, with both the 43mm inverted fork and the rear shock being adjustable for preload and rebound. All adjustment is carried out with relative ease, in particular the rear preload - adjustment made via a remote wheel. The Tokico brakes, too, look to be a cut above average, with petal discs all round, and twin dual-piston front calipers.

Behind a small, non-adjustable screen you'll find a digital LCD display, providing you with fuel, two trips, an odometer and a clock. The pillion pad comes with two decent grabrails - making it easy to tie down a bag on the back. There's no centrestand.

An LED taillight caps off a modern package with striking lines, which is only available in Candy Lime Green. The Versys is priced at $11,499 plus ORC, which gives you a tidy little package for a fairly modest outlay.

In the opposite corner, the V-Strom 650 is pitched as a dual sport, albeit one that errs on the side of bitumen rather than, say, the Australasian Safari. Also with wide 'bars and an upright ride position, it's powered by another middleweight twin, but this time a 645cc, liquid-cooled, eight-valve, fuel-injected V-twin - which it shares with Suzuki's top-selling SV650 roadster.

Suzuki doesn't quote power and torque stats, but suffice to say the performance of both these steeds falls in the same ballpark. Suzuki has slotted the V-twin into a twin-spar aluminium frame, with the entire package coming in at a claimed 194kg (dry) - 13kg heavier than the Versys.

The V-Strom's suspension is more basic - you get a conventional fork and a rear monoshock, and adjustment is limited to preload only at the rear (also via a wheel-type adjustor). The brakes are similar to those found on the Versys. They're also Tokicos, but they come with standard rotors instead of 'fancy-pants' petal discs. An ABS option is also available (not present on our test bike) for a $500 premium.

Behind a two-position, manually-adjustable screen lies an analogue speedo and tacho, with an LCD display. The layout is easy enough to read, and it provides all the same basic info as found on the Versys.

The V-Strom also had good pillion grabrails, and tying down gear is even easier thanks to the larger, broader pillion perch. Our test machine came fitted with a Givi topbox - it swallows up to 46lt of gear, mounts and unmounts in seconds and adds a further $688 to the V-Strom's asking price. You'll find a standard bulb-type taillight at the rear, while a large and rather unsightly muffler lurks beneath a sizeable heat shield on the right side of the bike.

The V-Strom retails for $10,290 plus ORC, or $10,790 plus ORC with the ABS option. That puts the non-ABS machine a good $1200 below the Versys, which seems about right when you consider the higher spec of the Kawasaki's suspension and brakes.

ON THE ROAD
The Versys is definitely the sportier of the two machines - and it feels it even before you've turned the key in the ignition. The Versys has the higher of the two seats - 840mm versus 820mm - but it shouldn't prove too much of a stretch for most because the seat is relatively narrow, tapering significantly towards the rear of the tank. There's good legroom on both, even for taller riders, but the Versys cockpit feels smaller - it's an upright ride position, but your weight is carried further forward. Combined with a lighter weight, the Versys places you in a commanding position, ready to attack any hapless bend that may swing your way.

The V-Strom, on the other hand, feels roomier, with more of a stretch to its bars and a broad seat you can stretch out on. It's still an upright ride, but the V-Strom feels a little heavier and bigger. This is backed up by its wheelbase, which, at 1555mm, is considerably rangier than the Versys' sporty 1415mm equivalent.

This contrast is borne out when underway, with the Versys displaying the more frenetic of the two characters. Where the Kawasaki chirps 'no messing around, let's get down to business', the Suzuki drawls, 'what's the rush - let's just take it as it comes'… This is also reflected in the two twin-cylinder powerplants, despite them being so similar in so many ways.

Separated by only 4cc, both the Kawasaki's parallel-twin and the Suzuki's V-twin are both fuel-injected, DOHC, eight-valve four-strokes. Both these flexible units deliver power and torque in a no-fuss, linear manner. There's good low-down and mid-range punch, and they'll both happily rev to their upper limits too - indicated redline is set at 10,500rpm for each.

However, they do have a slightly different feel. The Kawasaki is the 'buzzier' of the two, despite its balancer shaft. There's a noticeable tingle through the footpegs towards the lower end of its mid range, and the mirrors tend to blur a little when you're winding it on. The plastic fascia surrounding the instrument display buzzed at around 3000rpm - it's only a little thing, but it's annoying, although it wouldn't arise in open road riding.

The V-Strom instantly feels more relaxed, even though it eats revs with just as hearty an appetite. There are no unwanted vibrations here, just a pleasant V-twin beat. Both emit a sanitised but enjoyable rasp in stock trim - especially when you're punching out of a corner - but we all know just how good a twin, both V or parallel, can sound with a little less restriction.

Cruising along at 100km/h in top of these six-speeders sees the Versys pulling 4500rpm and the V-Strom 4600rpm. However, both engines feel entirely comfortable at this pace, and also at speeds considerably higher. We had three other bikes along on this run - a BMW R 1200 GS, a Triumph Tiger and a Yamaha TDM900 - and at no stage did the middleweights struggle to keep up with the big boys.

They're both capable off-roaders, but we're talking decent quality dirt roads, not tight singletrack. Here the V-Strom comes into its own, with Bridgestone TrailWing tyres, a skinnier 19in front wheel and a 150-section rear hoop. This is in contrast to the Versys' more road-oriented Dunlop Sportsmax D221 rubber, 17in wheels and more sports-oriented rims. Having said that, the Versys is still an easy proposition on the loose stuff, if a tad more skittish.

Both are excellent city machines, having enough pep to lunge for gaps in the traffic, and being narrow and light enough for lane-splitting. The smaller Versys has the edge in the urban jungle, but only just.

For all-day touring, however, the favour swings back to the V-Strom. This is because it's a little roomier behind the bars, its seat is bigger, its two-position screen offers just a little more protection from the wind's blast, and it's a bit easier to strap gear on. Both screens work remarkably well, allowing even taller riders to comfortably remain bolt upright even when approaching indicated top speeds - 170km/h for the Versys and 190km/h for the V-Strom.

Both bikes kick a goal in terms of fuel economy, too. Over the course of the 1800km loop the Versys sipped 19.6km/lt, while the V-Strom managed 17km/lt. The test took in considerable stretches where the bikes were worked hard - with a more restrained right wrist I wouldn't be surprised if you could improve these figures by another one or two kilometres per litre. Even so, as it stands this data equates with a workable range of around 340km for both machines, before you look for a servo. That's impressive, and a big plus when touring.

For slicing and dicing a winding road - and we had no shortage of them over the course of this trip - the Versys gets top billing, but perhaps not by as much as you might think. Sportier suspension, less weight, a shorter wheelbase, and sportier wheels and rubber mean the Versys is in its element here, but the V-Strom also displays incredible road holding ability. Clutches and gearboxes are both light, although the V-Strom 'box isn't quite as refined as the Kwaka's, and throttle response is crisp, but not overly sensitive - both run well on a steady throttle without any sign of hunting or surging.

The two bikes' brakes turned up some interesting points. You'd think the Versys would be top dog here, with less weight to arrest and, care of those petal discs, what initially appears to be a superior package. In reality, the Versys brakes seemed a little too soft for its otherwise sporty nature, and the V-Strom appeared to have the stopping edge, by a hair. There's nothing wrong with the Versys brakes per se, but if I owned one I'd be experimenting with some different pad compounds, and maybe braided steel lines. As it stands, both braking systems lack anything in the way of initial bite - great for newcomers to biking and good when off-road - but they're progressive and offer adequate power for any role into which either machine may be pressed.

Forget the size of the engines on offer here - the way these bikes cut through a bend will take your breath away. On a tight road and in the right hands they'll easily keep up with far more powerful machines, with ground clearance and decent suspension that will put the odd sports rider to shame. Best of all, when that winding mountain road turns to dirt, you can then clear off, leaving the rest in a cloud of your dust.

So, do we have a winner? If you glance at our ratings, you'll see we struggled. Both machines are truly very impressive, and both are excellent all-rounders - but the V-Strom is the better machine off-road and on the long haul, while the Versys is the better sports bike and city tool. Look at how you spend the bulk of your own riding time, choose the appropriate machine, and make room in the garage for one rewarding ride.

SECOND OPINION

Kawasaki says Versys is a contraction of versatile systems, without saying what they are, but essentially, the Versys is a taller version of the ultra-compact ER6 wannabe sportsbike.

The two bikes share the 649cc vertical twin engine, fuss-free fuel-injection, offset rear shock, humpy swingarm and weird-Harold underslung exhaust.

But for all of its upright stance and tall seat height, the Versys is no dualsport bike -- it fails at the first hurdle, having a handlebar too low for standing on the pegs. In addition, forays onto unmade roads showed some fidgetiness in the steering, lack of suppleness in the suspension and general nervousness -- mostly in the rider.

It's also a reluctant tourer -- the Versys' tight dimensions make luggage-toting a challenge (although the stubby, underslung exhaust is a huge bonus in this regard), and firm suspension quickly makes droning down the super slab into hard yakka.

Rather, the Versys would seem to be a single-seater commuter and semi-sportster; it's short wheelbase, overall nimbleness and generous power make it a handy rapier for carving up the rush-hour or punting through the twisties.

Unless they are the dimensions of a 10-year-old, any passenger on the Versys will likely very soon hate you -- a tiny, curved and sloping rear seat and preposterous rear footpeg position may even be seen as legitimate grounds for divorce in many states, and an acceptable excuse for homicide in a few more.

On the plus side, fuel consumption is frugal -- consistently the lightest of the group --instrumentation is clear -- although some riders railed at the digital speedo -- and there always seems to be a reserve of everything.

There always seems to be another gear (there are only six, but it often feels like there at least eight). It was rare the throttle was held to the stop for more than a few seconds -- 185km/h is, let's face it, quick enough for all but a tiny proportion of the average daily commute.

Ground clearance is sufficient to deny us the satisfaction of grazed hero-bumps on the footpegs, and while the brakes aren't supersport-sharp, a snatch of the front lever is always able to pluck the rear tyre well off the ground.

Less panicky use saw ample retardation. The rear disc is pretty feeble, however - think of it as little more than a hill-holder.

Power delivery benefits from a generous level of revs being maintained, with not a lot of grunt available low down in the range, but gearing is well-suited to the bike -- a full-throttle take-off in first gear (with some ballast on the back seat, it must be said) will see the front wheel lifting off the ground just on power alone.

While the frontal styling of the Versys is polarising, the small screen does a surprisingly good job of deflecting windblast from the torso, although the helmet still cops bugs -- but at least it doesn't rattle and buffet.

On the downside, the two vestigial body-coloured side covers under each flank of the seat -- loose and rattling on a nearly-new bike and the top edges of the fairing emitting fine paint-coloured dust -- do not bode well for longevity.

And then there's the tingling vibration through the bars and seat - depending you're your proclivities, a scrotum-buzzing vibe could be either a minus, or a plus….

In comparison, the Suzuki DL650 V-Strom is a comfy whale of a bike -- much bigger that the Versys, with more generous accommodation. It is more comfortable on the gravel, and while perhaps less pin-sharp in response and delivery, it nonetheless got the job done just fine.

The Strom's V-twin engine is more languid and less frenetic and, while higher fuel consumption suggested that it was operating higher in its performance envelope, on the boring bits its metronomic pulse-beat was soothing.

Perhaps what impressed the most was that both machines did what was asked of them so well -- with camping necessities strapped on board, there were droning highways, varying unsealed sections from undulating wide and flat country gravel roads to winding single-lane forest tracks and logging trails, plus a goodly selection of sweeping black-top, both wet and dry.

On the Strom, there was more room to move, no tingling vibes and adequate power in a broader spread than the Versys. The ergonomics also fitted a greater cross-section of humans, and it was capable of hanging on to much bigger bikes on winding roads without being flogged to death.

And although the V-Strom's vast and vulnerable-looking plastic panels suggest this is only a downtown dualsport and its lack of multi-adjustable widgits mark it as down-market, in reality, it handled all aspects of the ride with versatility and aplomb -- and for the money, it's sensational value.

- Steve Kealy