2017 Suzuki SV650 - FIRST RIDE REVIEW

A bike with a cult following leaves an empty void when absent from a manufacturer’s model line up. 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, Suzuki took the proven SV concept into a different style-driven direction with the SFV650 Gladius. Be it the untimely global economic crises or simply a too flamboyant and polarizing fashion esthetic, the SFV never rivaled the sales success of its predecessor. Suzuki hopes the new for 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.

This comes as welcome news for riders looking for an economical commuter and for cash-strapped sport-minded enthusiasts.

As an offspring of Suzuki’s TL1000R V-twin that saw action in AMA and World Superbike competition, to this day the original SV650 fuels the aspiration of many amateur club racers. The new 645cc liquid-cooled, dohc, eight-valve, 90-degree V-twin engine has been refined with more than 60 new parts said to yield four more peak horsepower and improved fuel efficiency. Highlights include new pistons featuring resin-coated skirts and L-shape rings for less friction and improved sealing.

A new airbox and use of staggered velocity stack lengths has 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 two-into-one exhaust system is also said to contribute to improved mid- and top-end delivery. Its mid-pipe catalyzer and O2 sensor location allow for simple aftermarket muffler mods, such as the sweet-sounding carbon-canister Yoshimura slip-on fitted to the bike ridden by one of our Suzuki hosts at a recent press ride staged in Pasadena, California.

An SV feature our hosts made a big deal about is something Suzuki calls 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 “new” feature (which I believe is already present on the GSX-S1000) effectively makes pulling away from stops less problematic for a novice rider. The good news is that the strategy works, and does so without being intrusive for seasoned riders.

Another GSX-S adoption is the all-LCD dash featuring a bar-graph tachometer, digital speedometer, gear-selection indicator, clock, temp, fuel gauge, and usual host of trip computer functions. 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 standard saddle forfeits generous tush cush and proved quite firm. I did find the bike’s ergos a very nice fit for my 5-foot 10-inch stature, offering ample legroom and a relaxed reach to the tubular handlebar.

Tapping the starter button initiates an easy start system (à la the GSX-S) that cranks the motor until lit. Riding the SV on city streets en route to the freeway and nearby mountain roads, I not only found traffic-light departures easy, but it displayed the epitome of perfect fueling, sweet-gearbox action and easily managed throttle response. Engine vibes from this non-counter-balancer-equipped twin were very subdued at our 5,500 rpm, 75-mph (indicated) freeway pace.

Riding at a sporting clip up the serpentine Glendora Mountain Road, I noted a fine pitch buzz builds in the grips and frame at revs beyond 7,000. I experienced a hint of finger numbness after several miles of sustained high-rev operation working the middle gears of the six-speed box. In practice, pushing the SV near its 10,700 rpm redline wasn’t necessary as there’s plenty of mid-range 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 trusting 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 mid-corner line adjustments to avoid the many rocks and debris we snuck up on in blind corners was never an issue.

An area the SV650 feels lacking is a want for more 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.

With an early June arrival in stateside dealerships, the $6,999 SV650 will be available in Pearl Glacier White or Pearl Mira Red with the $7,499 SV650 ABS model available only in red. Whichever color or version you choose, you get a reborn-cult classic offering more performance, practicality and modern refinement than ever. Time will tell if the SV magic is back to stay.