Suzuki V-Strom 650 XT ABS First Ride Review

Quality

The V-Strom 650 XT costs just under Rs 9 lakhs on the road in Mumbai. So, it’s not what we’d term cheap. And neither is the stuff that Suzuki uses to put it together. The plastic all round – and there’s plenty on the 650 – is quality stuff. It doesn’t seem like it would fade too much over time, or crack, or even come loose. The paint quality is spot on, and everything from the piping to the wires to the seat fabric and the metal used, all exude a quality feel. 

Operability is good too. The switchgear has a crisp feel, the grips feel good to the touch, the chunky preload dial is easy to use, and the adjustable hand levers and the footpegs, all have that skilled-machined look to them, which adds to the V-Strom’s upmarket aura. 

Comfort

One of the first things that strikes you about the V-Strom is the ease of accessibility. The rider seat height is low, and the pillion’s perch isn’t up in the sky either. So, swinging a leg over to get astride, even in tight riding gear, comes easy. That’s one fear regarding ADVs now out of the way.

Next up, if you are the average Indian height or taller, you will get at least one foot firmly on the ground courtesy the relatively low seat height, and the 650’s narrow waist. Also, the rider’s seating triangle is well sorted. The handlebar is high but not far; the footpegs are a bit rearset, but not high; and the seat, as we mentioned, is low but it is also wide and comfy enough even to hold heavy-set people.

It’s also got a good low speed ride, does the V-Strom 650. Now, it runs basic suspension – non-adjustable telescopic forks upfront and a linked type monoshock with preload adjustment at the rear. And the setup is on the softer side. So, the V-Strom glides effortlessly over mild undulations, road joints, small bumps, and through shallow potholes, making it lovely to ride in the city. 

But, pick up speed, or encounter a deep pothole, or even ride over ruts in the road, and that front tends to bottom out quite easily. Moreover, even though it has travel, the front does tend to skip over a longer and uglier broken patch of tarmac, which might be unsettling to a few, especially given this is the XT.

Performance

That soft front affects the way the V-Strom handles around the twisty stuff as well. That, and the fact that it uses a 19-inch front, weighs in excess of 215kg, and sits on a wheelbase that’s longer than 1550mm. The turn-in on the bike, as a result, is slow. And, it takes effort to get it to change directions. Thankfully, it has a wide-enough handlebar, which helps with leverage.

But, even when leaned over, the front doesn’t lend a lot of feel. And as soon as you start getting on the throttle that feel begins to diminish. It’s best then to be progressive and not aggressive when riding the V-Strom around the twisty stuff. It also helps to trail brake a bit to keep that front from moving too much on its right side up forks.

Off-road, the V-Strom is friendly. Now even though we won’t call ‘dirt’ its natural preying ground, it’s happy taking on small jumps, sliding its rear on power, and even negotiating through some tight and tricky stuff at slow speeds. It’s got good balance; it feels natural to stand up and ride; and there’s no abruptness in the functioning of the throttle or the brake or even the clutch, which makes it predictable and stable on the loose stuff.

Then there’s the engine. A torquey, friendly, and excitable V-Twin, which has a good aural note going for it too. In terms of output figures – max power is around 70bhp, while the peak torque is rated just under 70Nm. With the latter peaking at 6,500rpm, it does give the 650 a handsome low and mid-range oomph. 

You can open the throttle from as low as 3,000rpm, and even then you wont find the 650 struggling to gather pace. And because there’s so much grunt in the mid range, one can keep the V-Strom between 4-6k rpm all day long, no matter what gear, and have an effortless ride all day long. And if you are interested, courtesy its tall geared, slick shifting 6-speed gearbox, the V-Strom is only sitting at 4,000rpm in 6th when doing 100kmph. 

Technology

The Suzuki V-Strom 650 packs in decent technology for its price. For starters, it is one of the very few ADVs on sale that offer tubeless tyres on spoked wheels. It also gets a two-stage traction control system. And a smart and handy thing called Low RPM Assist, which essentially makes it more difficult to stall the bike at slow speeds. It’s especially helpful in the city, and off-road as well. 

Other bits include an adjustable brake lever, a 12V-charging socket, and an adjustable front windscreen. The latter can’t be adjusted on the fly though. The V-Strom also has a decent array of rider information. It shows instantaneous and average fuel economy, range on a tankful, the gear selected, ambient temperature, and of course, your regular readouts including trip, tacho, and speed.

Fuel Efficiency

The V-Strom 650 returned 23.7kmpl on our test route, which, honestly, isn’t good or bad, just average for the engine capacity and weight the bike hauls around. But, with a 20-litre fuel tank, you’d probably tire out before the fuel runs out, making you the weak link when it comes to taking breaks on a ride. 

Fitness of Purpose

The V-Strom 650 is an ADV. Or an adventure tourer. And an ADV has a very simple purpose. It’s your go-to-tool for all your travel needs. Straight, boring roads? Check. Adventurous trails? Check. No road? Check. Endless twisties? Check. An ADV must ‘check’ anything and everything that comes in your path.

The V-Strom can do it all. It might do some things really well, and some things without finesse, but it isn’t going to stop unless you hit a wall or drop off a cliff. And in that sense, this bike has got its purpose bit well sorted. 

Our take

Yes, the V-Strom is an ADV. And it serves that purpose to the tee. It might not be the best at its job, especially off the road, but it does get the work done. It has an agreeable engine – torquey, aurally good, and refined for the most part. It is comfortable – upright seating ergos, plush low speed ride, and decent wind protection. And it’s accessible – low seat height, manageable power, and easy to ride, even in the city. If anything, we’d say that it could have been priced a little lower.

Photography by Kapil Angane