SUZUKI V-STROM 650 XT (2017-on) Motorcycle Review

Overall rating

Suzuki have taken an already good bike and made it great - not because it boasts all the latest tech, but because it does the simple things even better - and that's all that really matters.

Suzuki have unveiled the new colour options available on their V-Strom 650 and SV650 for 2021. The models’ long-lived V-twin engine has also been tweaked to make it through Euro5 emissions regulations.

The more off road focused XT version is still available in the classic bright yellow with gold rims and grey with blue rims but both have been slightly tweaked for the new year. There is also a new red and black variant with black rims and a white, gold and black option with gold rims.

For 2022, Suzuki added some extra colours to the mid-sized V-Strom 650 and V-Strom 650XT adventure machines. If you want the fancy yellow paint, which is arguably Suzuki’s trademark colour for off-roading, then you’ll need to plump for the spoked wheel XT.

Also available for the XT in 2022 are white with blue and an all-black option. Both bikes come with Suzuki’s 645cc v-twin as well as simple electronics such as ABS and traction control.

The biggest draw to the 650 though is really the price, with the with its wire wheels, handguards and lower cowling priced at £8299.

For 2023, Suzuki added a new V-Strom 800 DE to the range. This parallel-twin version of the bike will sit alongside the 650 as a more powerful version that stops short of the range-topping 1050.

Ride quality & brakes

The rear suspension is preload adjustable, with no adjustment available on the forks, but Suzuki have done a great job dialing in the standard settings, which sit on the slightly soft side of plush. On motorways the suspension soaks up the bumps with ease, and isn’t troubled by bigger bumps.

When it comes to the cornering the suspension copes just as well, soaking up any bumps and doing a great job of keeping you on your desired line. There’s no dramatic fork drive when you hit the brakes, and the rear shock doesn’t immediately compress when you get on the gas, the bike just remains level and balanced and leaves you to concentrate on the job of riding.

Engine

The SV650 engine remains as fun and flexible as ever. Making 71bhp it's right at home up near the redline as it is driving out of corners from 3000rpm. On the twisty mountain roads in Tarragona, Spain the V-Strom almost turned into a scooter thanks to the flexibility of the engine.

Stick it in third gear and it'll drive out of tight 20mph hairpins without bogging down. There are a few tingles through the bars and seat at around 7000rpm, but nothing too intrusive. The V-twin engine used in the V-Strom should go down as one of the best engines of all time.

First used all the way back in 1999 in the 'curvy' SV, the liquid-cooled lump in the V-Strom has barely changed over the years and is a no-nonsense, torquey motor you can't help but love.

It's one of the last remaining middleweight V-twin engines in production - most have been replaced by parallel cylinder configurations - and many have assumed it would disappear from Suzuki's line-up years ago.

It sounds great with a fruity end can fitted, too.

Reliability & build quality

The SV650-based engine has been around since the nineties and is pretty bulletproof. Not only have Suzuki built millions of the things, but for many years they were the engine of choice for mini twin racers who tuned and revved the nuts off them. So they should run and run on the road, no problem.

Suzuki used to have a slightly iffy reputation when it came to finishing, especially on their more budget models, but that's no longer the case. That said, have a really good poke around for rust - especially if it looks like a previous owner enjoyed a greenlane or two.

There's not much in terms of tech to go wrong either so if the service history is good, you shouldn't run into any problems. A can of ACF-50 wouldn't hurt if you ride through winter.

Value vs rivals

If you told me the V-Strom 650 XT cost just shy of £9000 I wouldn't be entirely surprised, nor would I turn my nose up. At £7899 it's great value for money, and if you're being honest with yourself it's likely all the bike you'll ever need.

We put the V-Strom through its paces on the UK's toughest test route, the MCN250 against the Honda NC750X and Yamaha Tracer 7 to see which would come out on top.

They may all be middleweights but each has its own approach. The Suzuki is a workhorse of a bike that would make a fabulous commuter as it just gets on with the job.

It has the best range, the biggest tank, the most protective fairing (aside from its screen’s irritating adjustability...) and the squishiest seat – but it also has the least impressive motor.

The Honda is also a workhorse but it is one with a bit more style, tech and practicality. The storage compartment is a genius idea, the DCT gearbox will split opinions but for mundane rides it certainly reduces the strain while its handling is sporty yet still nicely safe and secure.

It’s not sexy but it is remarkably efficient and fun to ride briskly within its chassis’ parameters. But for us it feels too much like a ‘tool’ rather than a bike to be enjoyed, making it a bit too car-like when compared to the entertaining Tracer 7.

The Yamaha isn’t perfect and taller riders will find it cramped but it is most fun to ride, has the best handling and also the most spirited engine. It’s a bike that, while it can handle a commute, is much better deployed for enjoyable weekend rides rather than a rush-hour slog.

If that sounds like your motoring then buy the Tracer, if you are looking to hack through the traffic, we’d pick the Suzuki (and haggle a bargain price on it), while if you want the best of both worlds it’s the Honda.

You might also consider the Kawasaki Versys 650, Yamaha Ténéré 700 or Triumph Tiger Sport 850.

Equipment

The V-Strom 650 XT certainly isn't in the same league as the top adventure bikes when it comes to gizmos, but it doesn't need them.

You get ABS and traction control as standard and the screen is adjustable with allen keys. A 12V socket is now standard but heated grips (a £270 option) and cruise control are absent and would make sense on a bike that's likely going to be used on long trips and in all weathers.

The LCD/analogue combination screen is easy to read and there's a certain satisfaction to be had from watching a physical needle climb with your revs - a rarity in these days of TFT ubiquity.