Slash 2/3 of the horsepower and mate it with cheaper but effective
components, and riders more often than not are presented with a
competent and fun mount to get along with on the street. One such ride
is the new 2012 Suzuki V-Strom 650.
The V-Strom models have generated cult followings since their debuts, with the Wee-Strom carving out a niche as a versatile middleweight. This year’s V-Strom 650 represents a welcome infusion of new blood in the Suzuki lineup (the larger V-Strom also returns to the U.S. lineup after a two-year absence)
Get behind the controls and the 32.9-inch seat still delivers an easy reach to the ground with its slim contours. This is despite the raised seat height of 15mm (owing to suspension adjustments). A high and low seat option are also available, which further raise or lower seat height 20mm. We prefer the high seat option, which provides as skosh more room to the pegs. Reach to the bars feels natural, and while the 650 isn’t a tiny bike, it remains a good match for the smaller statured. At 6’1” our legs splayed out from the tank, but we felt comfortable nonetheless rolling out of Charlotte headed up to the mountains.
While spec sheet may look almost identical to the 2011 model, the Wee-Strom engine is new as well. Instead of using the SV650 Twin, this bike sources the Gladius engine. The 645cc V-Twin maintains the same 81mm bore and 62.6mm stroke, but features new pistons, cylinders, valve springs and cams. This gives the new Wee-Strom more torque down low, with Suzuki touting particular improvement between 4000 and 6000 rpm. The new engine also promises some extra oomph up top. As a rule Suzuki doesn’t claim power numbers, but the last time we tested the Gladius it turned our dyno up to 67.12 rear wheel horsepower and 42.9 lb-ft of torque.
Fueling is smooth with a completely forgiving throttle. The ham-fisted rider need not fear, making the V-Strom ideal for beginner or intermediate riders. The same can be said of the six-speed transmission. The low first gear allows for creeping starts and easy launches. Sixth gear overdrive hums along at 70 mph with the tach holding steady at five grand. Clutch engagement is seamless, Suzuki having changed clutch release mechanism in the new model. We occasionally had to stomp when shifting from neutral to first gear, but once in motion the gearbox is well sorted and shuffles up and down without trouble. We also praise the prominent gear position indicator on the instrument panel – another personal favorite on bike interfaces.
After two days and 400-plus miles, we observed a steady 45-50 mpg efficiency from our test bike. Even considering the half-gallon smaller fuel load in the 2012 model, its 5.3-gallon tank still equates into well over 200 miles of range. That is a welcome trait for a bike with touring pretensions.
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The V-Strom models have generated cult followings since their debuts, with the Wee-Strom carving out a niche as a versatile middleweight. This year’s V-Strom 650 represents a welcome infusion of new blood in the Suzuki lineup (the larger V-Strom also returns to the U.S. lineup after a two-year absence)
Get behind the controls and the 32.9-inch seat still delivers an easy reach to the ground with its slim contours. This is despite the raised seat height of 15mm (owing to suspension adjustments). A high and low seat option are also available, which further raise or lower seat height 20mm. We prefer the high seat option, which provides as skosh more room to the pegs. Reach to the bars feels natural, and while the 650 isn’t a tiny bike, it remains a good match for the smaller statured. At 6’1” our legs splayed out from the tank, but we felt comfortable nonetheless rolling out of Charlotte headed up to the mountains.
While spec sheet may look almost identical to the 2011 model, the Wee-Strom engine is new as well. Instead of using the SV650 Twin, this bike sources the Gladius engine. The 645cc V-Twin maintains the same 81mm bore and 62.6mm stroke, but features new pistons, cylinders, valve springs and cams. This gives the new Wee-Strom more torque down low, with Suzuki touting particular improvement between 4000 and 6000 rpm. The new engine also promises some extra oomph up top. As a rule Suzuki doesn’t claim power numbers, but the last time we tested the Gladius it turned our dyno up to 67.12 rear wheel horsepower and 42.9 lb-ft of torque.
Fueling is smooth with a completely forgiving throttle. The ham-fisted rider need not fear, making the V-Strom ideal for beginner or intermediate riders. The same can be said of the six-speed transmission. The low first gear allows for creeping starts and easy launches. Sixth gear overdrive hums along at 70 mph with the tach holding steady at five grand. Clutch engagement is seamless, Suzuki having changed clutch release mechanism in the new model. We occasionally had to stomp when shifting from neutral to first gear, but once in motion the gearbox is well sorted and shuffles up and down without trouble. We also praise the prominent gear position indicator on the instrument panel – another personal favorite on bike interfaces.
After two days and 400-plus miles, we observed a steady 45-50 mpg efficiency from our test bike. Even considering the half-gallon smaller fuel load in the 2012 model, its 5.3-gallon tank still equates into well over 200 miles of range. That is a welcome trait for a bike with touring pretensions.
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