The middleweight adventure bike segment is brewing like a cup of tea someone forgot to take off the stove. In other words, it is properly bubbling. Rightly so, as these bikes are highly capable, agile, and can really handle both the wild and the streets alike. Of these awesome mid-weight ADVs, there is one old-school adventure bike that stands out in the segment. Unlike its newer rivals, this one still runs a tried-and-tested V-twin engine, hung in a twin-spar frame. And despite its age and a seemingly ordinary spec sheet, this Japanese ADV continues to sell. Here’s all you need to know about this ADV that undercuts the rivals while being old-school cool.
The Middleweight Adventure Bike Segment Is Where The Game Is
We might as well be living in the golden era of adventure bikes. We have so many options on the market that there is something for everyone. For those with a deep desire to explore the world and deeper pockets still, there are the flagship ADVs, like the BMW R 1300 GS and Ducati Multistrada V4. These bikes push the boundaries of performance and luxury, offering serious power figures, off-road chops, and plenty of tech to keep you safe and comfortable.
On the lower end of the spectrum are the small-displacement ADVs, which are having a moment of their own. These bikes blur the lines between ADVs and dual sports by offering serious off-road capabilities packed in a lightweight, easy-to-manage package. And some of these bikes, like the KTM 390 Adventure or the Royal Enfield Himalayan 450, can even handle highway rides all day long.
But for most riders, the best balance exists in the middle with the middleweight ADVs. This is where you get the best of both ends of the spectrum, including plenty of performance in a relatively lightweight package. Some bikes even offer some premium features, like electronic suspension and creature comforts of flagship ADVs. And in the past few years, this segment has really grown. Yet there is one old ADV that still stands its ground against much newer and more capable rivals: the Suzuki V-Strom 650XT.
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The Suzuki V-Strom 650XT Refuses To Change And Back Down
Suzuki launched the V-Strom lineup back in 2002 with the V-Strom 1000, which was soon followed by the V-Strom 650 in 2004. Since then, the V-Strom 650 has seen three generations of changes, with the last one being in 2017. Today, nine years on, the V-Strom 650 still soldiers on in its third-generation avatar, especially in the face of newer and seemingly better rivals. In fact, it’s still relevant enough for Suzuki to keep it in production despite there being a newer Suzuki middleweight, the V-Strom 800.
It’s still known for being manageable in traffic, thanks to the SV650-derived powerplant, and owners also praise it for being fun on the open road. Additionally, the V-Strom 650 has proven to be quite reliable and easy on the pocket when it comes to maintenance costs. Unlike its parallel-twin rivals that are now taking over the segment, the V-Strom 650 offers a genuine V-twin experience that’s hard to beat for many.
The V-Strom 650 comes in three variants, but the one we want to talk about is the mid-level XT. This bike is mechanically identical to the base V-Strom 650, but it builds on that with wire-spoked wheels with tubeless tires compared to the standard model’s cast aluminum wheels. It also features hand guards and an engine bash plate, which make it easy for light off-roading. All of these qualities make the V-Strom 650XT an amazingly balanced purchase today.
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The V-Strom 650XT Undercuts The Rivals, Too
The Suzuki V-Strom 650XT starts at $9,799. It may seem like a lot for what the bike offers on paper, but in the real world, it’s one of the most value-for-money middleweight ADVs you can buy today. The 650XT offers an unmatched balance of versatility, long-distance comfort, bulletproof reliability, and value for money. And while it may not be a hardcore off-roader, it can still handle rough roads all day long.
V-Strom 650XT’s Rivals
The V-Strom 650XT’s closest rival is the Kawasaki Versys 650, starting at $10,399. It’s comparable to the 650XT for its stress-free ownership and dependability, but it is strictly road-focused. If you want something affordable for off-roading, the Yamaha Tenere 700, starting at $10,999, is a good option, too. However, enthusiasts often criticize the Tenere 700 for lacking the long-distance comfort of some of its rivals.
Other than these two, the only proper competition to the V-Strom 650XT is the Honda Transalp E-Clutch, starting at $10,199. It does pretty much exactly what the V-strom does, but it’s slightly more expensive and has a confusing placement, due to its road-focused approach, with 21-inch front wheels. The CFMoto Ibex 800E has a few surprising features, but CFMoto’s reliability is yet to be proven, and the lack of a service network doesn’t help its case, either.
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The Last Of The Middleweight ADVs With A V-Twin Engine
While most of the rivals run a parallel-twin engine, the V-Strom 650 stands true to its name with a 645cc 90-degree V-twin, which is also the smallest displacement V-twin Suzuki produces today. This engine is shared with the legendary SV650 and produces 69 horsepower and 50.9 pound-feet of torque. Suzuki says this engine delivers a strong rush of high-RPM performance that should benefit any riding condition.
Since it’s the same SV650 powerplant, you can rest assured that this V-Strom will run for years to come with nothing but routine maintenance. It’s one of the most reliable engines ever built. It’s only made better with the 90-degree crank, which is said to offer perfect primary balance for traction at all speeds and a pleasant exhaust note. It’s mated to a six-speed transmission, with short first through fifth gears and a tall sixth gear for highway cruising.
The engine’s fuel injection system features Suzuki Dual Throttle Valve (SDTV) on dual 39 mm throttle bodies, with the secondary throttle valves being controlled by servo motors for a smoother power delivery. This is paired with Suzuki’s Throttle-Body Integrated Idle Speed Control (TI-ISC), which helps stabilize engine idle speed to reduce emissions and improve fuel economy.
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The Underpinnings Reflect Sports Bike Roots
Like its unique engine, the V-Strom 650XT also runs a twin-spar frame like a sports bike. It sits on long-travel suspension with preload and rebound damping adjustments, with enough ground clearance for a do-it-all experience. The front forks, however, aren’t inverted, but that isn’t a bad thing; the forks should work just fine for the kind of performance V-Strom 650XT is intended for. The same forks also keep the costs down, as they are a heck of a lot cheaper than inverted ones.
Unlike the standard V-Strom 650, the 650XT swaps out cast aluminum rims for aluminum wire-spoked wheels, though the sizes remain the same at 19 inches front and 17 inches rear. These wheels support tubeless tires; they should handle off-road abuse without the hassle of getting a puncture on tubed tires. Braking is taken care of by a simple setup, with twin 310 mm discs up front worked on by two-piston floating calipers. It’s nothing extraordinary, but it should get the job done.
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Comfort-First Ergonomics And A Thin Tech Package
From a distance, the V-Strom 650 is easily identifiable, thanks to its unique front fascia and beak structure. But this front is also said to offer strong wind protection, especially thanks to the three-way height-adjustable windscreen. Suzuki says the fairing is braced by a stronger internal structure, which should make it survive drops on off-road trails. And at the rear, there’s a lightweight resin luggage rack that doubles up as grab handles.
Upright Ergonomics For Long Hours In The Saddle
Ergonomically, the V-Strom 650XT offers upright ergonomics and a manageable seat height of 32.9 inches. Add to that its relatively light 476-pound weight, and it should be easy to manage at low speeds by both shorter and newer riders. Suzuki has also designed the generous 5.3-gallon fuel tank to be thin where it meets the seat, which should make it even easier for you to get your feet to the ground.
A Limited Tech Package Is A Good Thing
The features side is where the V-Strom 650XT shows its age. It features an LCD readout, traction control, and non-switchable ABS. There are also the Suzuki Low RPM Assist and the Suzuki Easy Start System, but that’s about it. It may not satisfy tech-savvy buyers, but fewer tech features mean fewer things to go wrong.
More importantly, that translates to fewer distractions on the road. And that’s exactly why the V-Strom 650XT has managed to survive in the face of such competition. It focuses on the pleasure of riding and exploring without trying too hard. For those who like to explore the world in comfort and have some fun along the way, they don’t need anything more than what the V-Strom 650XT offers.
Source: Suzuki Cycles