Suzuki V-Strom 650 2026 — Specifications

The 650 V-Strom’s career seemed untouchable. It has managed to coexist with its 800 sibling, share the terrain with the Tracer 7 and the 650 Versys, bear the weight of the years... and would still be around for a while if Euro5+ hadn't forced its hand. As a result, the “little Smurfette” will only be available in 2026 with its remaining stock.

Since the arrival of the 660 Tiger, the venerable V-Strom has taken another blow. More powerful, newer, better equipped, with an extra cylinder, the Triumph costs only a few hundred euros more. But the Suzuki can rely on its experience and long-standing presence. It has been alongside the sector for over 20 years.

In 2017, it was seriously shaken up to counter the Tracer and Versys. A desire to reinvest the terrain manifested – trail riding is defended at Suzuki. We all know someone who got a DR 650 after getting their license (or shortly after); and when you design a behemoth like the “Big” DR 800 S, you know how to do it.

Indeed, when a new family of trail bikes appeared with the V-Stroms, the market quickly understood that a friendly machine was entering the terrain. Alas, lacking sex appeal, a tendency to do everything but not raise the pulse, curves that are too sweet... In short, the DLs were pleasing without striking on first sight, and that’s a shame. Suzuki is trying to rectify this with the 650 V-Strom, which is gaining presence. Revised design, revised engine, revised equipment, weight reduction and electronics upgrade. Would the Suzuki trail bike become vindictive?

Forget the curves and the teddy bear face of the 2011-2016 model. The DL 650 asserts itself boldly with a style borrowed from the ex 1000. With its face of a foul-mouthed, cyclops-eyed creature, it seems to want to stir things up among mid-size trails. A bold choice for a clientele that mostly likes fun and novelty in this displacement range. There's no doubt that the V-Strom will be noticed. However, the harmony is far from equaling that of the competitors. It doesn't seem to care, quite the opposite, and is relying on equipment to assert itself.

The argument to put forward today is the electronic equipment. Suzuki is following the trend with a certain list of equipment. Injection, of course, with a dual butterfly admission and now 10-hole injectors for better atomization. Then the adoption of recent in-house aids. First, Low RPM Assist, which automatically increases engine speed when you engage the clutch to start riding or during low-speed maneuvers. Then, Easy Start: you press the starter once and it does the work until the engine starts. Now, something more substantial. For a modern bike, it’s almost impossible to do without traction control. The entire V-Strom family now has it. While its usefulness is undeniable on a large machine like the DL 1000, with its engine inherited from the TL 1000 S/R, we will be more doubtful on a 71 horsepower trail bike. But Traction Control is everywhere today, even on a Guzzi V7 with 47 hp. Let’s be fair and objective: we regularly see beautiful opportunities to slide; and the condition of our roads, increasingly eczematic, should regularly give work and relevance to this system.

How does it work? Let's keep it simple: by analyzing wheel speed, gear engaged, crankshaft and throttle position every 4 milliseconds, the TC is ready to react to any wheel slip. If it detects it, it acts on the ignition and air intake. 3 options are possible. Do you trust your right hand? It can be deactivated. In mode 1, the system acts later, to allow some drifts and playful or sporty riding. In mode 2, it intervenes more quickly, guaranteeing active safety on tricky terrain.

That’s not all. The V-Strom 650 adopts less sporty, more safety and comfort-oriented goodies. A 12V socket is embedded in the left side of the head tube. The higher-by-9mm bubble can be adjusted in 3 positions, without tools. And three details that change everyday life: Suzuki has retained the practical knob adjustment for rear damper charging, the luggage rack, and a pad now allows piloting of the dashboard and traction control from the handlebar. And the center stand? That’s an optional extra. And the integrated anchoring plates for the cases? Optional too. Briefly, there are still a few efforts to be made.

When the first 650 V-Strom arrived, we immediately smiled because it got the engine from the SV. And it’s still there to carry the crew. Beautiful longevity for this little V-twin. It’s been over 20 years since it appeared. It has propelled the first SV to this V-Strom, evolving with the seasons and models. It has been revised not only to adapt to Euro5 but also to ensure consumption and offer more torque at mid-range. 60 new parts, including pistons, exhaust camshafts, injectors and many mechanical parts, allow the 645 cm3 to continue its career. With 71 horsepower at 8000 rpm, we estimate a small gain of 2 hp over the old version, and almost half a mkg gained. In 2021, the transition to E5 did not change the maximum values in power and torque but the watts are available a little earlier. Thanks to a few adjustments to the intake and exhaust. The silencer accompanies the evolution, with a design also inspired by the orifice equipping the 1000. We gain 40 gr (wow..... on an 8.6 kilo trombon.....) but above all a low position less penalizing for the installation of cases.

Spectacular facelift for the 650 V-Strom. And underneath? We can salute the tour de force: the bike seems completely new while it rests on an identical chassis. Perimeter aluminum frame and swingarm are carried over without modification. We’re shedding some plastic on the sides of the tank to make it easier to place your feet on the ground by tightening the legroom. However, the spoked wheels have gained 100 gr. Not huge in absolute terms but a real plus for agility. As before, the little V-Strom is equipped with a 43 mm fork, 310 mm disc brakes with 2-piston calipers at the front and 260 mm with a single-piston caliper at the rear. We are far from the notable evolution that the GSR has offered by becoming the GSX-S 750. But the pretensions are not the same. Suzuki is relying on classic and proven solutions.

Except for the dashboard. There’s also a major cleanup with instrumentation borrowed from the ex large V-Strom. A compact, almost sporty block, with a needle-type tachometer and two digital windows. The first dedicated to speed and gear ratio, the second for informing trips, TC level, fuel, water temperature, outside air temperature, consumption calculation, etc... As for its 20-liter tank, it will allow for a beautiful range.

Revised seat, weight reduction of 1 kilo and Bridgestone A40 tires complete the list of improvements to this 650 V-Strom. Suzuki is unifying the style across its entire trail range, with a necessary stylistic boldness that will not be to everyone's taste. Under the hood, the evolution is less spectacular but notable, allowing this 3rd generation to provoke the sector. For a more adventurous side, a XT version accompanies the V-Strom in the catalog. With the same face, spoked wheels, an engine guard and handguards. There has also been an 800 V-Strom since 2023, a little more powerful, more adventurous than the XT and equipped with a completely new engine.

M.B - Photos constructeur