Suzuki SV650 (2000), $3800 — rides great in the city and in the twisties, with some nice add-ons
The SV650, a favorite motorcycle for all levels. One of the alltime best selling bikes in the standard-sport class. Easy and fun to race, ride or commute, with a bevy of aftermarket parts. Muzzy exhaust, Factory Jet Kit, K&N air filters, Ohlins fully adjustable rear shock, steel braided brake lines, aftermarket handlebars with "bar end" mirrors, new tires. And, to keep the wind at bay, a short aftermarket wind screen. WOW!
Links:
SVRider - theDefinitive Resource for Everything SV
Suzuki SV650/SV650S model history
1999-2007?
http://www.suzukicycles.org/SV-series/SV650-SV650S.shtml
I have tried to tell the SV 650 and SV 650 S model histories on this page as I know it. I would be grateful of any contributions — sales brochures, magazine ads, magazine articles, pictures, specs, facts, corrections etc. Please scan the material in JPEG format (large enough that all the details are visible) and send them to me. Please tell me the source and the publication date if possible. If you send me pictures of your own bike, please follow these instructions.
Although it's not incorrect to describe the SV650 as a naked, downscale TL1000S, it's not entirely accurate either. True, the 645cc liquid-cooled, 90° V-twin engine borrows more than a few bits and pieces from Suzuki's high-performance TL bikes such as lower exhaust cams and triangularly arranged crank and transmission shafts to reduce engine height and length, a rear cylinder head pipe that routes through the swingarm, an internal water pump, and all-electric instrument gauges. But the SV650 also receives a few new tweaks of its own, such as an oil guide that sprays oil directly on the gear faces.
The SV650 also receives two 39mm Mikuni downdraft carburetors instead of fuel-injection, but considering the glitches we've experienced in the past with Suzuki's EFI, carburetion isn't that bad of an idea. The rear carb is fitted with a throttle position sensor that can be used to adjust ignition timing to suit riding conditions. An adequate space to smuggle, er, transport your valuables. Certain design elements were incorporated to make maintenance easier. The air filter can be removed with a Phillips screwdriver.
The outer clutch cover is plastic, which also helps reduces noise. Another design trick to assist in simplified maintenance is a 4.2 gallon gas tank that, similar to the hood of an automobile, pivots up and stays put with the help of a small prop stand. And, as on many Suzuki motorcycles, the passenger seat is easily removed with a key and has enough room to fit a small tool kit and a U-lock.
"This bike was designed to be an urban commuter that can do everything," the MO Editor remembered the Suzuki Press Rep saying. As a sporty urban commuter, the SV has little competition. With its less-than-intimidating styling and rider-friendly ergonomics (handlebars and relaxed footpeg position), the SV practically begs to be hopped on.
Despite the relaxed riding position ground clearance was excellent. Unfortunately the suspension could be better. The front forks are old fashioned non-adjustable fork oil damper rod types. The rear shock is a single, link-type progressive linkage with seven-way adjustable spring pre-load. Clearly these were incorporated into the design in order to keep the cost down.
Suzuki also didn't cut corners while developing a chassis to hold the excellent engine. Although the aluminum-truss style frame looks as thought it was borrowed from the TL1000S, it has been designed specifically for this bike. According to Suzuki, the truss-style frame, with its low weight and high torsional rigidity, takes better advantage of V-twin power delivery characteristics as opposed to the heavier twin-spar frames found on in-line fours. Although Suzuki wasn't confident enough in their design to incorporate it into the TL1000R, the truss frame is a great fit for the 650 engine. It's lighter and 20 millimeters shorter than the TL1000S frame, and it places the front wheel closer to the center of the motorcycle to produce quicker steering characteristics. folding, aluminum footpegs are mounted directly to the frame as well.
The SV650 is quick turning, to say the least. Because it's so light, 395-pounds measured wet, and the chassis is so tight, the SV flicks into turns almost effortlessly and holds its line. Remember that this is an unfaired motorcycle and the front end will feel a little loose when compared to a fully-faired sportbike, but it's still very stable. The SV650 flicks over so easily that at times the MO Editor had to ease up after going too far inside during a few turns. Increasing radius turns are a breeze on the SV. However, the suspension begins to feel mushy and the bike tends to wallow as it's pushed closer to a ten-tenths pace. Even so, the progressive dual front and single disc brakes rule and they'll slow you down if you find yourself a little overwhelmed.
Despite its entry-level price, the SV isn't necessarily a beginner's bike. It's an extremely light and quick turning motorcycle and throttle response is immediate and strong. But it's also forgiving and easy to ride.
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