Suzuki DL 650 V-STROM 2024 — Specifications

Twenty years in service and still in the lineup. Few mid-size motorcycles can boast such longevity, and the Suzuki DL 650 V-Strom belongs to that very exclusive club of machines that endure through the ages without ever truly falling off the radar. Born in the early 2000s with the L-twin engine inherited from the SV 650, it has reinvented itself through successive subtle refinements. The 2024 version continues this philosophy of measured evolution, priced at €8,999 new, in a segment where the Triumph Tiger 660 and Kawasaki Versys 650 are now jostling for position with compelling arguments of their own.

At the heart of the machine lies the same 645 cc V-twin set at a 90° angle, fed by dual-throttle-valve injection and 10-hole injectors. Its 71 horsepower at 8,000 rpm and 62.8 Nm of torque at 6,500 rpm won't intimidate anyone on paper. But this engine cannot be reduced to its numbers alone. Its strength lies in mid-range availability, right where the daily life of a road-oriented adventure bike actually happens. The transition to Euro 5 required the redesign of around sixty components, including pistons and camshafts, without sacrificing the smooth character that built this engine's reputation. The 6-speed gearbox does its job without fuss, and the 20-liter tank promises comfortable stretches between fuel stops.

On the electronics front, the Suzuki DL 650 V-Strom has caught up with the times. The traction control, adjustable across two modes or fully deactivatable, monitors wheel behavior every 4 milliseconds. On a 71-horsepower adventure bike, you could debate its pure necessity. But on French roads where surface quality deteriorates season after season, it's a welcome safety net, especially in the rain or on loose gravel. The Low RPM Assist system eases low-speed maneuvers by automatically raising engine speed, and Easy Start eliminates the need to hold down the starter button. Small details that matter in everyday use, particularly for riders discovering the adventure segment or returning to motorcycling after a break. The windscreen, adjustable to three positions without tools, the 12V socket, and the handlebar-mounted control pad round out the package. On the other hand, the Suzuki DL 650 V-Strom center stand remains an option, as do the pannier mounting plates. A frustrating choice for a machine that claims to be versatile and built for touring.

The aluminum twin-spar frame and swingarm remain unchanged, and that is Suzuki's bet: capitalize on a proven platform rather than reinvent everything. The 43 mm telehydraulic fork and monoshock each offer 150 mm of travel, an honest compromise between road and light off-road use. The braking system, with dual 310 mm discs up front and a single 260 mm disc at the rear, remains conventional. No radial calipers, no axial-mount fittings. This is a far cry from the sporting ambitions of a GSX-S. But the V-Strom has never claimed to play on that field. At 213 kg wet and with an 835 mm seat height, it's destined for touring riders who want to devour miles without fatigue, not track enthusiasts chasing thrills. For those seeking a more rugged character, the Suzuki DL 650 V-Strom XT variant adds spoke wheels, a skid plate, and handguards.

On the used market, the Suzuki DL 650 V-Strom remains a safe bet thanks to its engine's proven reliability and the wide availability of accessories. Previous generations, from the 2004-2005 vintage through to the 2012 or 2020-2021 versions, trade at reasonable prices and make excellent entry points into the adventure riding world. The 2024 version, with its aesthetic facelift borrowed from the former 1000 and its modernized instrument cluster, asserts a sharper style that divides opinion. It won't win a beauty contest against a Tracer 7 or a Tiger 660. But it counters these rivals with an argument no one can dispute: two decades of maturity, a solid parts network, and that rare ability to satisfy without ever disappointing.