I Bought my V-strom July 2017, it was used low km on it. I have ridden various motorcycles before, mostly twins, a Supersport Ducati 750, a Super Tenere 750, a Moto Guzzi NTX 650 and even an old Triumph 650, but prior to the Suzuki I had a Vespa PX 200 for a few years but eventually I started missing motorcycles after the cool and weird Vespa scene had faded off. So, I looked around a bit and was real hung up on the V-strom, it was rather cheap to buy, and looked the right choice of affordable transportation to the University. As far as I know, some components are more or less the same from gen 2 (2012–2016) to gen 4 (2020+), for ex the chassis geometry is similar, and the engine too is relatively the same power plant.
First Ride:
I felt right at home on the 2014 V-Strom. The seating posture is comfortable, though the handlebar feels a bit narrow for my taste. The engine pulls nicely from very low RPMs, delivering strong torque. The DL650 engine is a fine example of Suzuki’s engineering, smooth as butter, you can feel it alive without any bothersome vibrations or fatigue. Initially, fuel consumption was around 25 km per liter, but after getting to know the bike better, I averaged about 16 km per liter. Another thing that stood out immediately was its excellent straight-line stability, even on windy days.
Is the V-strom a touring bike? Adventure bike?
Depeche Mode wrote “Get the balance right” and Indeed the V-strom gives a balanced package. It’s has a strong road orientation, and going off-road isn’t fun, unless off-road means white trails. Deep sand? mud? gravel? rocks? You’ll sink like a stone or break the bike and yourself – if that’s your plan better get a Suzuki DR650.
The V-strom is heavy but on asphalt feels at home. It’s got a fairly good seat, high with an upright seating position, you have lots of room (I am 1.80, 90 kg). The straight line stability pays off in highways. On the twisties this stability also pays off, although you have to work a bit to get to flic it from side to side when the pace gets fast.
The 650 engine puts out about 65 horses. That may not seem a lot, but it’s very torquey and enough to keep you going fast. 0 to 140kph is quite fast. If you’re looking to accelerate in the 150-180 range, get the 1000 (Which I’ll mention later). Besides, these are not the bikes to ride ultra fast. Riding two up is fine. I heard some say that if you ride two up regularly, you might as well get the 1000. Again, it depends what you need from the bike. Just a note, I don’t know many people who like to ride 170 kph on the back of a motorcycle, not to speak wives.
The strong sides of the V-strom 650
- The V-strom is a well balanced versatile motorcycle.
- Engine is one of the smoothest, it gives lots of bottom end power. With a larger front sprocket (16 instead of 15) I often shift 1 to 3 to 5 and 6th gear.
- The gear box is fine, no mis-shifting or gear jumping and it’s fairly smooth.
- The clutch is actuated by a cable, but very progressive with lots of feel, with surprisingly easier pull than the 1000.
- It’s comfortable and spacey, it has a fair seat for short-medium trips (while longer trips will be uncomfortable).
- Fuel tank is large, about 20 litters which can give you a range of minimum 360 km in real life.
- The dual front lights are excellent. I really don’t understand why the switch to a single beam (New models) has been made.
- It’s not a small bike but still, it lets you ride in highly congested traffic as well as in highways with comfort.
- The engine is reliable and likely capable of lasting hundreds of thousands of kilometers. Valve clearances tend to stay within tolerance for a long time. On mine, at 72,000 km, four exhaust valves needed replacement, even though they were still within the lower limit of the acceptable range. It is fair to say the clearances hold well over time.
The weak sides of the V-strom 650
- The brakes could be better. It will stop but you will have to squeeze the lever to get that stopping power, but won’t have the 1000 stopping power. Braking will also cause the front end to dive dramatically.
- It does have ABS but no cornering ABS. IMO an experienced rider can live with that.
- No Traction Control but again, an experienced rider can live with that.
- Suspension is good for everyday riding but is less capable in sport riding or offroad.
- The V-Strom does not have a slipper clutch, and you notice it immediately through its strong engine braking. A slipper clutch prevents the rear wheel from locking during aggressive downshifts by allowing controlled slippage. This can enhance stability and safety in certain situations, especially in wet or slippery conditions, or when leaning into a corner and closing the throttle.
- The starter button tends to fail over time because the headlight current flows through it and burns the contact points. The solution is to use a relay: when current flows to the relay, it closes a separate circuit for the headlights using power directly from the battery. You can tap switched power from the connector on the right front side near the turn signal.
- Valve adjustment is a bit complicated, with twice the job to do for each cylinder of the V engine. You need to release the front radiator to get to the front valve case, and the rear cylinder cam chain tensioner is a bit hard to reach.
- Suspension is simple, damping adjustments are available, but only preload for the rear.
- No technology features are included: no keyless ride, no self-canceling turn signals, no cruise control, no heated grips, and no selectable riding modes such as rain, road, sport, or off-road.
- Wind protection is ok, but highway speeds of above 120 are not fun, even with a Givi Air flow screen.
V-strom 1000 vs 650
At one point I mistakenly thought the V-Strom 1000 would simply be a better version of the 650. I test rode a 2018 1000 and felt a bit disappointed. The brakes were noticeably better and the front suspension felt sportier, but it did not give me the adrenaline rush I expected from a 1000cc engine. In city cruising, the 650 did not feel much weaker, and I found the 1000’s engine vibrations always noticeable and not to my liking.
Being a participant in several V-strom groups, the 650/1000 “competition”, is probably 100% subjective. While some describe the 650 as a scooter compared to the 1000, I think the 650 will not feel like a “scooter” most of the time. Some also say that if you ride mostly 2 up, you are better with the 1000, while I think the 650 is more than capable for the job. I guess it’s a matter of what you expect from a motorcycle and how emotionally you get attached to it. In the end, engine displacement is a negligible factor in choosing between these two because, despite sharing a name, they are very different bikes.
