Cw First Ride 2017 Suzuki Sv650
Ignition
RETURN OF A CLASSIC The sporty and agile SV6S0 is an affordable and versatile machine certain to attract a new generation of fans.
CW FIRST RIDE 2017 SUZUKI SV650
BY THE NUMBERS
three CHANCES TO WIN: Number of race classes you could enter an SVG50 in with CVMA, our local club racing organization
1999 BIRTH YEAR: Year Suzuki first introduced the SVG50
60 NEW ITEMS: Number of new parts utilized in the 2017 SVG50 engine
Return former greatness
Don Canet
A bike with a cult following leaves an empty void when absent from a manufacturer's model lineup. Such is the case for Suzuki's beloved SV650 middleweight sport twin. Since its inaugural launch in 1999, the versatile and affordable platform has been produced in a variety of faired and naked versions that have appealed to entry-level and experienced riders alike.
In 2009, however, Suzuki took the proven SV concept into a different styledriven direction with the SFV650 Gladius. Be it the untimely global economic crises or simply an overly flamboyant and polarizing fashion esthetic, the SFV (as it was later called) never rivaled the sales success of its predecessor. Suzuki hopes the newfor-2017 SV650 signals a return to greatness with not only what it calls “timeless styling” but also a host of engine and chassis updates that have elevated performance.
The 645CC 90-degree V-twin engine has been refined and claimed to yield four more peak horsepower, as well as improved fuel efficiency. Highlights include new pistons with resin-coated skirts and L-shape rings for less friction and improved sealing. A new airbox and staggered-length velocity stacks have boosted midrange output along with new 39mm dual-throttle-valve throttle bodies, employing long-tip, 10-hole fuel injectors for better economy and emissions. The revised 2-into-i exhaust system is also said to contribute to improved midand topend delivery.
An SV feature our hosts made an especially big deal about is Suzuki’s low rpm assist. With the bike in gear, engine revs automatically pick up a few hundred rpm off idle, without any rider throttle input needed as the clutch is engaged. This effectively makes pulling away from stops less problematic for a novice rider. The good news is the strategy works and does so without being intrusive for seasoned riders.
The first thing I noticed straddling the SV was its slimmer fuel tank and reduced seat height that is claimed “lowest in class” at 30.9 inches. While novice-friendly, the dished saddle forfeits generous tush cush and proved quite firm. I did find the bike’s ergos a very nice fit for my 5-foot-io stature, offering ample legroom and a relaxed reach to the tubular handlebar.
Tapping the starter button initiates an easy start system (à la Suzuki’s GSX-S) that cranks the motor until lit. Riding the SV on city streets en route to a freeway and nearby mountain roads, I not only found traffic-light departures easy but for the bike to be very user-friendly, with perfect fueling, sweet gearbox action, and an easily managed throttle response. Engine vibes from the non-counterbalancerequipped twin were very subdued at our 5,500-rpm, 75-mph (indicated) freeway pace too.
Riding at a sporting clip up Glendora Mountain Road, I noted a fine-pitch buzz builds in the grips and frame at revs beyond 7,000. Fortunately, in practice, pushing the SV near its 10,70o-rpm redline wasn’t necessary, as there’s plenty of midrange grunt to handle the job.
Weighing a claimed 430 pounds ready to ride (15 pounds below that of the SFV), the SV feels very agile. Its all-new steel trellis-style frame and Showa suspension deliver a fairly firm and sporting ride with the only adjustment provision being shock spring preload. Steering is neutral in feel and provided a very trustworthy sense of stability when encountering some rough road surface at speed. Flicking through side-to-side corner transitions just doesn’t get much more intuitive than this. Making midcorner line adjustments to avoid the many rocks and debris we snuck up on in blind corners was never an issue either.
An area the SV650 feels lacking is in bite from its dual front brakes. On the non-ABS model (ABS version for $500 more), a firm squeeze on its position-adjustable lever does get the job done, but a change to a more aggressive pad compound and Suzuki’s accessory Café seat top my list of mods.
Whichever version you choose, you get a reborn cult classic offering more performance, practicality, and modern refinement than ever. Time will tell the SV magic is back to stay.
2017 SUZUKI SV650
ENGINE TYPE liquid-cooled, DOHC, 90-degree V-twin
DISPLACEMENT 64SCC
SEAT HEIGHT 30.9 in.
FUEL CAPACITY 3.8 gal.
CLAIMED WET WEIGHT 430/434 lb. w/ABS
BASE PRICE $6,999/$7,499 w/ABS
