Issue 135 : June - July 2004
SV to DL
Triumph Speedmaster
Into the Valley
Retro Rule
Where Eagles Ride
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SV to DL
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SV to DLContinuing the 'Mark & Cathy season' StreetBiker looks at the couple's modified collection as they've have traded their 'him and hers' SV 650s for her SV and his DL aka Vstrom...  About 5 years ago I sold my GSX750F to Cathy (there's a pattern here..), and bought a new RF900R. This bike was a revelation, and felt great from the start. For more than 2 years it dealt with a daily urban commute, taking silly amounts of luggage to rallies, trips out of Central London traffic on Fridays to MAG National Committee meetings, etc, all without any great problems. However, it was clear that 30-ish mph wasn't really what it was intended for, this being barely fast enough for 2nd gear. Along with being something of a continual exercise in self-control and speedo-watching, the cooling fan would stay very busy in traffic. Prior to the RF900 I'd always run multiple bikes, aiming to keep at least two roadworthy so that I always had a backup. I'd never had the need for a backup with the RF900, but with it approaching the sort of mileage where chains and head-bearings might need replacing, I was starting to feel like a reliable second bike would be a good idea. It seemed silly to restrict myself to a bike that wasn't ideal for a lot of what I used it for. Then again, a second bike would need to be able to cope with everything I used the RF for. Enter 'Grumpy Nick', who was considering selling a 2 year old SV650S for a reasonable price. Being a trusting sort, he let me borrow it for an afternoon, and play around East London and the outskirts. This was rather different... Much smaller, much lighter, lower bars, 70 RWBHP compared to 120 RWBHP, and a totally different power delivery. While SV650 engines are quite revvy compared to some V-twins (peak power around 9kRPM, peak torque around 7k, with a 10k5 red-line), there was good torque available from about 3kRPM. Coupled with the relatively low gearing, this meant that good power was almost always readily available, giving good drive out of corners (even if you got it a bit wrong), and it was great off the line. This bike was a laugh, particularly at the price, and I wanted it. Except Grumpy decided he didn't want to sell it.
So, I looked in the comics to see what SV650Ss were going for. It turned out that new ones were being discounted quite a bit. Obviously this still made them a lot more than Grumpy's pre-enjoyed example, but they'd come with a warranty, be unsullied, and (most importantly, according to Cathy) come in blue. Ringing around, we found several franchised London dealers were selling the current UK model for £4650 OTR. I bought one. While obviously limited by being run-in, it was a laugh from the start. Perhaps more so because of the rev limit. I remember going up through 3 gears while overtaking a car around town, before dropping 3 gears again to negotiate a T-junction - while giggling like a kid on a 125. All without doing anything particularly illegal. Once run-in it was a lot faster. I've heard people suggest SVs work best if short-shifted. I'm not convinced. While they don't go banzai at high revs - like some fours do - they still make most power above 7k RPM. And this power, combined with the shape of the torque curve, was quite capable of showing up a number of 600 supersports riders, whose loud-piped bikes weren't as fast away from the lights as they apparently thought they were - at least not in an urban environment. I was alternating between the RF & SV, riding each for a couple of weeks at a time before swapping. Getting off one onto the other was always entertaining, because they were so different. The SV being so small & thrashable, and the RF having so much more power. What wasn't so entertaining was that the SV was showing up the RF's handling shortcomings. Part of this is probably down to the RF being a heavier and earlier design; but I suspect part of it was due to some components on the RF being a bit tired. I fitted a SW-Motech quick-release rack to the SV. These allow a pair of Givi boxes to be fitted, but can be removed in about one minute to leave the bike without much of a trace. This rack meant the SV was capable of doing rallies, but in practice I only did one on it, as I could get far more luggage on the RF. Other than that, they were pretty much interchangeable, with the SV being better around town and a better twisty road toy. The two things commonly criticised about pre-2003 SV650s are the brakes and suspension. Although the brakes are fairly basic - especially compared to a contemporary Fazer - I never really had any problems with them. On the other hand the suspension seemed to manage to combine the worst of both worlds, being both bouncy and a bit harsh. I've heard of people replacing the rear shock, and having work done on the forks to improve this. I'm not sure I'm a good enough rider to make this worthwhile. What I did find though, was that the harsh ride, coupled with the riding position for someone my height, and the general poor state of our roads meant it could be uncomfortable at times. From time to time I wondered what I could do about this. While it might be possible to make the suspension more compliant, I couldn't raise the bars because the fairing was in the way. That aside, I'd still be left with a relatively cramped position because of the high-ish footpegs. Besides, it wasn't bad enough to stop me enjoying riding it, I just wondered what a bike like a DL1000 V-Strom, but based on the SV650 engine and frame would be like. About 2 years ago, Grumpy Nick decided he did want to sell his SV650S after all, and at a good price. Cathy jumped at the idea, and in true GN style he suggested she borrow it for a while, and buy it if she liked it. We picked it up and went for a ride. We'd just arrived home when the bike died with a flat battery. That's not so good. We knew this bike had something of a history of this, but GN reckoned it had been resolved. GN was as mortified as we were disappointed, but was as decent as ever about things. After quite a lot of messing about with a multimeter, and a wait for a new regulator/rectifier to arrive, the bike was working again. GN paid for the part, we paid for the bike, and everyone was happy. [This replacement regulator/rectifier failed after about a year, and was replaced by a pattern one which was significantly cheaper than the Suzuki part. I've got no explanation for these failures, except that possibly the original and replacement parts were from a batch with problems. I've heard of other SV650s having similar problems, but my SV650SK1 was fine.] Towards the end of last year a DL650 (650 V-Strom) was announced.
Cathy, my brother and myself had already come up with this plan where he'd buy her (ex-Grumpy) SV, she'd buy mine, and I'd buy a new DL650. That way everyone got an upgrade, without too massive a cost, or paying loads to middlemen. The trouble was I wasn't sure I wanted to give up the SV650SK1, which had been a very good bike, for a very different style of bike that I wasn't really sure I'd get on with - and that was slower on paper. Technical box
The DL650 also has a heavier starter clutch assembly for more crankshaft inertia, a lower final drive ratio, and an oxygen sensor in the exhaust to reduce emissions. I've not seen any dyno figures for a DL650, but Suzuki seem to claim 66.6PS for it, compared to 72PS for the SV650 (which is 70BHP at the rear wheel according to 'Bike') - so it seems about 5BHP down on an SV650, but likely to be at least 60RWBHP. The DL650 also has a lower final drive ratio than an SV650S, due to a larger (47 v 44 tooth) rear sprocket. Coupled with the extra midrange torque, this would be expected to give ~10% more thrust in this range. Allowing for weight difference, weight of rider, etc, this should mean it accelerates as least as well as an SV650S in this range. Outside this range may be another matter, and the DL will need to change up sooner. Not surprisingly, the service schedule is pretty much common to both the DL650 & SV650. The valve clearance check interval is 14k5 miles, and is probably best left to a dealer. Replacing the plugs (7,500 miles) was a little fiddly on my SV due to having to remove some of the fairing and pull the radiator forward, but not too bad. Getting to the air filter was pretty easy. Overall, way better than some bikes I've had. So, what's a DL650 like compared to an SV650S, and more importantly to ride ? Firstly, let's emphasise that in 2003 the SV650/S got a total redesign, adding fuel injection and a few BHP, plus a totally new chassis and body shape. Mine was the older 2001 model. The DL650 feels, in many respects, like a totally different bike. Aside from the style and riding position, things have moved forward. The fuel injection works better than any carburetted bikes I've ridden, being 'glitch-free' at low speeds and throttle settings. The clutch action is great, whereas my SV verged on 'grabby'. The instrumentation (electronic, analogue speedo & tacho (with illuminated pointers), clock, fuel gauge, temperature gauge, odometer & twin tripmeters (plus diagnostic displays) is more comprehensive than my SV's. Even the twist grip feels more hi-tech. It also has a remote hydraulic pre-load adjuster for the rear shock. For the first time ever, I've actually adjusted the pre-load to carry a passenger - as it can be done quickly and without tools. I was initially a bit disappointed that the suspension didn't laugh in the face of speed ramps as I hoped it might - though it's definitely better over them than the SV, partly due to the riding position as well as the longer suspension travel. The larger 19" front wheel and the wide bars makes the bike feel better over damaged surfaces, feeling more like the bike is going were you wanted instead of getting taken off course by the surface. The bike feels really at home around town and on tight roads and roundabouts, largely because of the riding position and engine. I always felt that the SV's sporty riding position worked best when you made an effort to get into a crouch as only then were you actually pushing the bars the way they turned when you counter-steered, as opposed to pushing down on them. However, if you're tall and negotiating junctions, etc, you're not likely to be in that position. By contrast, the DL's higher, wider bars are in a more natural position for that kind of riding, and it seems much easier to chuck the bike around. The lower gearing also means the engine can feel much happier without resorting to clutch-slipping or feeling like you're in the wrong gear. Unless you've got things really badly wrong, you always get good throttle pick-up and drive. The other big advantages of the upright riding position is that you have a better view, particularly coupled with the decent mirrors, so tend to have a better idea what the traffic is doing around you; and it's generally more relaxed. These mirrors are way better than those on the SV; but, because they're higher and bar mounted, aren't a liability in tight spaces. Fairly early in ownership, Cathy & I took a trip to Dalston Argos on a Saturday afternoon on it. Two-up, with an electric shower on the integral luggage rack, it was really happy picking its way through heavy traffic, mini-roundabouts, tight junctions, and negotiating a congested hill. Doubtless any of our other bikes could have done this, whereas the DL made it easy and fun. Incidentally, the luggage rack is set level with the pillion seat, with the grab rails at the side - so there's a big space for large items. One thing that has surprised me is that in spite of being 'detuned', it's still quite revvy. For example, 30mph is 3kRPM in 4th gear, and it's perfectly comfortable there. However, you only get good acceleration at those revs in 1st or 2nd gear. It's above 4k that things start to happen, and in general this engine seems to work far better if revved. This is no problem at all, as it feels perfectly at home and comfortable if you do - much more, I'd guess, than a similar capacity single. What I haven't found yet, is to what degree it drops off nearer the 10k5RPM red-line. Partly because I've only recently done enough miles to raise the rev-limit above 7k5; and partly because there's not really been a need or opportunity. I've only made one decent length out of town trip since the DL's been run-in. At legal-ish speeds on 60 & 70 mph roads, it was fun and worked well. Roundabouts on unrestricted A-roads felt good, and weren't any slower than Cathy on my old SV. An indicated 70 mph is about 5000RPM in top (6th), and it pulls nicely there - but definitely better in 5th. 80mph is 6000RPM in top, and it felt very lively there. Kevin Ash (MCN) reported seeing an indicated 125 mph on an autobahn - as he's very tall indeed, this seems quite 'adequate'. The fairing and screen seem to work pretty well at motorway speeds - much better than the SV for someone my size, but I have found it quite noisy. Hopefully this can be fixed by raising the screen to one of its two higher positions. Another area where it scores over the SV650 is the fuel tank size. The DL has a 22 litre tank compared to the SV's 16. This should easily be good for 200 miles between fuel stops, or 150 miles around town - possibly rather more if I wasn't treating it like a new toy. This really does seem to be a practical bike. If I didn't also have an RF900 in the garage, I think I'd somehow feel incomplete not owning a 100+BHP bike. I guess there are those times when what you need is a lot of power, and nothing else will do. All the other times, I reckon the DL650 will be more fun and usable - and quite possibly quicker. Cathy's Bit
I was fairly happy with the GSX750F (also known as Black Bess) but had also started to find that it could be a bit of a struggle around town - especially with all the 20 mile an hour limits and traffic calming being introduced. Anyway, I found the SV far easier to ride in traffic and to negotiate the plethora of mini roundabouts we have to cope with than any bike I have had for the last 10 years. I bought it, immediately named it Svetlana (what other names can you think of that begin with SV??), and enjoyed it immensely. Mark's brother Tim and I had to work quite hard to persuade Mark he really wanted a DL, so that I could have the blue SV and Tim have Svetlana. Finally, in case you are wondering, what is the name of my sparkly blue SV? Sieglinde (of course!) partly after Glinda the good witch in the Wizard of Oz and partly after my domestic science teacher from school: Sieglinde Ely who although retired now and no longer riding, used to ride a Zundapp in Germany when she was younger and to take her mother shopping on it (what a fantastic role model!). Mark and Cathy |
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