Kawasaki KLR650 still makes a compelling

“The engine could certainly do with an update and a move to fuel injection would certainly help matters, but overall the Kawasaki KLR650 still makes a compelling case in its favour. A jack of all trades but master of none, the KLR650 is a reliable and versatile machine that out of the box is ready for any adventure and suitable for all skill levels.” – mcnews

"With the high seating position and mucho leverage offered by the dirt-style handlebars, the KLR carves through corners with minimal input. Thankfully, the dual-sport tires offer a surprising amount of grip." – amadirectlink

"They’re genuinely horrifying for anything but relaxed skidding around in the dirt, which is no great hardship considering "432-pound dirtbike" is the same potentially painful oxymoron it was 20 years ago." – motorcyclistonline

"On the street, handling is about as neutral as Switzerland. The KLR is a wonderfully intuitive bike, which put me in the position I found myself at the beginning of this story—daydreaming about my surroundings, rather than concentrating on the task of riding."

But was it always that way? Not quite, because the first ever Kawasaki KLR 650 was introduced back in 1987 as a heavy duty piece of machinery powered by the same liquid-cooled, four-stroke, DOHC, 4 valves engine that developed 44bhp. The fork was a 38mm unit and there was also the Uni-Trak swingarm. Looks weren’t that important and yet, wind protection was sufficiently good to ensure comfortable riding conditions even at a top speed of 108 mph.

The bike was highly reliable and dependable, so it carried on being produced with no significant change for no more or less than two decades. Last time I checked, the previous generation model was still going strong on and off the road and appreciation from riders didn’t lack at all.

Kawasaki updated the KLR 650 for 2008 and the new generation model is overall more refined and offering different power and torque figures (37bhp at 6,200rpm and 45.3 Nm of torque at 4,950rpm). The bike’s exterior appearance was totally renewed by a new half fairing, headlight and windscreen. This makes it more adequate for street riding and, as we mentioned, it helps hide that very low MSRP.

READ MORE - Kawasaki KLR650 still makes a compelling

The DL650 uses much of the mechanical and running gear

The DL650 uses much of the mechanical and running gear from the SV-650, but it's wrapped in adventure touring bodywork and graced with upright bars, and a long travel suspension like the original DL1000. The original V-Strom has earned a reputation for being surprisingly nimble and easy to ride for a 1000cc bike. This would lead one to guess that the lighter and lower 650 version would be one of the most nimble and easiest to ride bikes you could possibly create. Does reality meet expectations? Yes and No.

In the twisty stuff, or on dirt, gravel and other unimproved roads, the DL650 V-Strom is even better than I expected it to be. It changes direction effortlessly, while maintaining good stability and inspiring a feeling of confidence. I was afraid that it might be a little flighty or twitchy, but even after riding the thing like a loon, my fears turned out to be entirely unfounded. On highways and interstates, the 650 offers good wind protection and the adjustable windscreen allowed me to create a cruising environment that was free from the annoying buffeting that often plagues faired bikes.

Suzuki gave the 650 the same beefy 43mm fork tubes from the V-Strom 1000, but they dropped the cartridge internals, in favor of less expensive "free valve" damping. The stiffer forks help the 650 feel planted and to my surprise the damping and overall suspension action worked well in every type of riding that I could throw at it. The 110/80 R19 front and 150/70 R17 rear Bridgestone Trail Wing tires proved quite sure footed on tarmac and surprisingly competent off-road, as long as you don't get carried away with the lean angle. I think they're a good match for the DL's suspension and would be inclined to replace them with the exact same tire, once they're worn-out. How many OEM tires can you say that about?

Unfortunately, there are a couple of issues that stand in the way of this neat Suzuki becoming the perfect do-it-all bike. First and foremost, Suzuki decided that it would be a good idea (I don't think it really ever is a good idea) to retune the SV-650 based motor, "to fit the V-Strom 650's character as a Sport Enduro Tourer". This involved swapping-out the SV-650's cams, for a set with significantly milder intake and exhaust timing. They also increased crank inertia (flywheel effect) by 4% using a redesigned starter clutch. When you couple this milder state of tune with a bike that weighs a claimed 417Lbs (about 54Lbs more than claimed for the SV-650), you get a noticeable decrease in straight-line performance. Another annoyance was that in parking lot maneuvers, the new fairing lends a slightly more top-heavy feeling to the DL650, I'm not sure if this is actually from added weight, or merely a sense of awkwardness imparted by the acres of plastic in your field of view. Softened engine aside, I'm simply picking nits. Please don't get the impression that the bike is anything other than nimble and friendly to ride. It has plenty of power for cruising, exploring and canyon strafing. On the open road, I was able to coax and indicated 130Mph out of my test bike, which means that the engine is still making plenty of power for the real world, just don't expect effortless wheelies, drag race victories or full-lock sliding corner exits ( unless you're on dirt).

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READ MORE - The DL650 uses much of the mechanical and running gear

Suzuki SV 650 is good peformance

Suzuki SV 650 is good peformance

General information
Model: Suzuki SV 650
Year: 2005
Category: Allround
Rating: 77.4 out of 100. Show full rating and compare with other bikes
Price as new (MSRP): US$ 5899. Prices depend on country, taxes, accessories, etc.
Engine and transmission
Displacement: 647.00 ccm (39.48 cubic inches)
Engine type: V2, four-stroke
Compression: 11.5:1
Bore x stroke: 81.0 x 62.6 mm (3.2 x 2.5 inches)
Valves per cylinder: 4
Fuel system: Injection
Fuel control: DOHC
Cooling system: Liquid
Gearbox: 6-speed
Transmission type,
final drive: Chain
Chassis, suspension, brakes and wheels
Front suspension: Telescopic, coil spring, oil damped, fully adjustable preload
Rear suspension: Link-type, 7-way adjustable spring preload
Front tyre dimensions: 120/60-ZR17
Rear tyre dimensions: 160/60-ZR17
Front brakes: Double disc
Rear brakes: Single disc
Physical measures and capacities
Dry weight: 165.0 kg (363.8 pounds)
Seat height: 800 mm (31.5 inches) If adjustable, lowest setting.
Overall height: 1,085 mm (42.7 inches)
Overall length: 2,080 mm (81.9 inches)
Overall width: 745 mm (29.3 inches)
Ground clearance: 150 mm (5.9 inches)
Wheelbase: 1,440 mm (56.7 inches)
Fuel capacity: 17.00 litres (4.49 gallons)
Other specifications
Color options: Blue, Yellow
Further information
Parts and accessories Our partner CMSNL ships low cost OEM motorcycle parts to Australia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hong Kong, Hungary, Iceland, India, Ireland, Italy, Japan, Kuwait, Latvia, Lithuania, Luxembourg, Macedonia, Malta, Montenegro, The Netherlands, New Zealand, Norway, Poland, Portugal, Serbia, Slovakia, Slovenia, South Africa, Spain, Sweden, Switzerland, Taiwan, Ukraine, United Kingdom, The United States and more. Or check out parts and accessories from our other partners.
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READ MORE - Suzuki SV 650 is good peformance

Suzuki recently launched their new V-Strom 1000

Suzuki recently launched their new V-Strom 1000 “Enduro-Tourer” on to the Australian market with a very competitive.The Cagiva actually uses the same Suzuki TL1000S based engine as the V-Strom.

V-Strom = 'V' for the V-Twin and 'Strom' apparently means 'stream of wind' in German. Another addition to the silly name department...

The 996cc V-Twin has a good reputation as a strong powerplant through the middle ranges, a fact which has been amplified further on the V-Strom. Albeit at the expense of a little top-end power.

Suzuki claim 98 horsepower from the retuned engine. Intake valve size has reduced from 40mm to 36mm but the exhaust valve diameter remains the same. Those valves are operated via camshafts with considerably less lift than the TLS items.

We are not sure why Suzuki stuck the 19-inch front wheel on there, really. We can only surmise it was a style thing; imagine how heavy the front would look perched over a normal 17-inch wheel. You'd expect less grip from a 110-section tire on a 2.5-inch rim than you would from the typical 17-incher, but the bigger wheel's contact patch is slightly longer, at least, and in fact you can go ahead and fling the DL into corners with your classic wreckless abandon. Not that you really do. Something about the DL feels enough like an overgrown dirt bike that you don't ride it like a sportbike so much (ie, really trusting the front to grip). Instead, you find yourself sidling up to tight corners slower and slightly sideways, and waiting for the magical moment when you whack the throttle open again. If you're leaned over enough or if the exit's a little dirty, so much the better; the DL spins up the rear semi-knobby and scoots out, bar waggling, in a highly inflammatory manner, and again, you're in complete control thanks to that wide handlebar. It's as safe as sex with a handcuffed opponent.

Your brakes are not exactly cutting-edge either--two-piston slide-type calipers grab the front 310mm discs. Yet again, in finest dirt-bike style, you find yourself using the rear more on the DL than upon your typical sportbike, and with the bike's long-travel suspension, really grabby brakes wouldn't be completely useful anyway.


Naturally, Suzuki's engineers couldn't be content with just leaving the perfectly nice TL twin alone and sticking it in there, that would've been way too easy. To make it more suited to "adventure touring use," DL intake valves were shrunk 4mm to 36, and different intake and exhaust cams have less duration and lift than the TL pieces. (Suzuki's nice idler-gear cam drive system remains in place, which lets you lift the cams right out for valve adjustments without having to disturb the chain at all.) While they were in there, the DL got forged aluminum pistons instead of the TL's cast ones, and new, shot-peened rods, both of which changes combined reduce reciprocating weight by 90 grams.

The DL's throttle bodies got shrunk too, all the way from 52 to 45mm, and inside them you'll find the same Suzuki Dual Throttle Valve System used on its GSX-Rs: your right paw activates the lower butterfly in each throttle body, and the bike's 16-bit computer opens the upper one as it sees fit. It's effective, too; the bike has very nice power delivery from down low, and Suzuki's claim that SDTV helps fuel mileage seems borne out by the fact our bike averages around 44 mpg in normal use, giving it a range of well over 200 miles.

It's a tasty motor indeed, matter of fact, which begins cranking out over 60 foot-pounds of torque down at 4000 rpm (Aprilia's CapoNord only makes 57.6 foot-pounds at its 6800 rpm peak), and revs on to produce a class-leading 91 horses at 8200 rpm, too. Combine that power with the DL's light weight, and you're looking at the most potent adventure tourer by quite a ways--and yet... what would've been so wrong with leaving the TL engine alone and giving the world a 115-horsepower adventure tourer? We know not.

In the gearbox, too, a bit of reshuffling took shape: the DL has a shorter second gear than the TL (nice for off-road use), and an overdriven sixth instead of the TL's 1:1 top gear. A 41-tooth sprocket, then, gives the TL an overall ratio of 4.049 (4.049 engine revolutions per rear tire revolution) to the TL's 4.11 ratio. (Our bike more than occasionally hangs fire on the 2-3 upshift.)

READ MORE - Suzuki recently launched their new V-Strom 1000

Suzuki SV1000s he maneuvers his impressive game engine

Suzuki  SV1000s he maneuvers his impressive game engine. With technologically advanced frame and suspension components, systems, offers a superb combination of precise handling, solid stability and all day comfort. And to increase its versatility, the fork and single piggyback-reservoir shock absorber are fully adjustable, so you can tune them a mixture of roads and riding suit styles.engine functions
 Maximum engine speed and 11.6:1 compression ratio, 54mm throttle bodies, short air cleaner inlet tube, optimum cam timing and two pressure sensors per cyl. for more precise fuel injection volume
 Liquid-cooled, 996cc 90 degrees. Vtwin, DOHC 8-valve engine – tuned for exceptional low to mid rpm throttle response and TQ
 Electronic fuel injection setup is more Suzuki Throttle Valve System (SDTV) – maintains optimum air velocity in the intake tract for smooth low to mid rpm response and higher TQ gas output – includes Auto Fast start setup (AFIS)
 32-bit computer with 22-trigger pole rpm sensor, provides more precise control of ignition timing and injector operation for each cyl.
 Large, 54mm throttle bodies fed by a 9.0 liter airbox with a flat-panel air filter for easy maintenance
 Pulsed-air injection setup (PAIR) reduces emissions and California model equipped with catalyst in exhaust to reduce emissions
 Semi-gear driven valve system simplifies maintenance and minimizes camshaft sprocket size and engine height for optimum engine placement
 Lightweight Shim-under-bucket valve setup is 36 mm intake and 33mm exhaust valves set at a narrow valve angle 29 degrees below – creates a short combustion chamber and the compression ratio 11.6:1
 SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cyl. size and improve heat dissipation
 Six-speed transmission has a large diameter, hydraulically operated clutch with back-TQ limiter setup – clutch cover includes a large-volume crankcase breather setup
 You have not lived until you’ve hard from a corner on a Suzuki sv1000s accelerated. The liquid-cooled, 90 degrees Vtwin powerplant rewards you with a monstrous surge of torque and an incredibly wide powerband. The new sv1000s built to be without question the most exciting sport bike Vtwin you ever driven in a winding road.
 High-efficiency liquid cooling system for optimum engine operation temperature – includes compact oil cooler
 Lightweight magnesium valve covers, ignition cover and plastic outer clutch cover noise
 Attractive stainless steel exh setup with aluminum mufflers tuned to improve the engine power output characteristics and TQ
 Black-painted frame, swingarm and wheels for more sport appearance
 sleek half fairing has several 60/55W headlights with running lights and folding mirrors
 short instrument cluster includes analog tach, LCD speedometer, odometer / trip meters, and temperature, plus LCD clock and low fuel warning light
 Steep-angle vertical tail houses unique style, a greater visibility LED taillight and compact rear fender
 Narrow, lightweight aluminum truss-style frame constructed with high-vacuum cast process for more consistent strength and fewer individual welded sections
 Low seat height and subframe position provide a comfortable seating position for both driver and passenger
 Cast aluminum handlebars connect to a fully adjustable 46 mm, cartridge-style fork with 4.72 inches travel for sport performance and a comfortable ride
 Aluminum swingarm and link-type rear suspension components, a fully adjustable piggyback style shock absorber with 5.12 inches travel
 Dual 310mm front disc binders with large rotors and four-piston calipers, plus single-disc rear brake with 220mm rotor and dual-piston caliper rear
 Lightweight cast aluminum wheels – F: 3.50 x 17 with 120/17 radial tire, R: 5.5 x 17 with 180/55 rear tire
 Large under-seat storage, Passenger Grab-bar and a tie-down hooks
 4.5 liters fuel tank with a low gas warning light

SV 1000 2002
Overall Length: 2,131 mm (83.9 in)
Overall Width: 790 mm (31.1 in)
Overall Height: 1,040 mm (40.9 in)
Seat Height: 810 mm (31.9 in)
Ground Clearance: 140 mm (5.5 in)
Wheelbase: 1,435 mm (56.5 in)
Dry Weight: 185 kg (408 lbs)
Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 790 mm (31.1 in)
 Overall Height: 1,040 mm (40.9 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 185 kg (408 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 S 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 730 mm (28.7 in)
 Overall Height: 1,170 mm (46.1 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 189 kg (417 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 790 mm (31.1 in)
 Overall Height: 1,040 mm (40.9 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 185 kg (408 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 S 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 730 mm (28.7 in)
 Overall Height: 1,170 mm (46.1 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 189 kg (417 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 S 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 730 mm (28.7 in)
 Overall Height: 1,170 mm (46.1 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 189 kg (417 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 S 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 730 mm (28.7 in)
 Overall Height: 1,170 mm (46.1 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 189 kg (417 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

SV 1000 S 2003
 Overall Length: 2,131 mm (83.9 in)
 Overall Width: 730 mm (28.7 in)
 Overall Height: 1,170 mm (46.1 in)
 Seat Height: 810 mm (31.9 in)
 Ground Clearance: 140 mm (5.5 in)
 Wheelbase: 1,435 mm (56.5 in)
 Dry Weight: 189 kg (417 lbs)
 Engine type: Water-cooled 996 cc four-stroke 90° 8 valves V-twin, DOHC, TSCC. 116 hp (85.4 kW)/ 8,500 rpm, 102 Nm/ 7,000 rpm.

READ MORE - Suzuki SV1000s he maneuvers his impressive game engine

Engine and transmission Suzuki GSF 1250 A

Engine and transmission Suzuki GSF 1250 A

Engine type: 4 cylinders, 4-stroke, Inline
Displacement: 1255 cc (76.68 cubic inches)
Bore × stroke: 79 mm × 64 mm (oversquare - shortstroke)
Cooling system: Water cooled
Power: 97.89 HP (72 kW) @ 7500 rpm
Torque: 108 Nm (11.01 kg-m) @ 3700 rpm
Valves
Valve train: DOHC, variable
Valves per cylinder: 4
Fuel and ignition
Sparks per cylinder: 1
Fuel supply system: Fuel injection
Ignition type: Digital CDI
Funnel diameter: 36 mm
Compression: 10.5:1
Engine mounting: Transverse
Lubrication system: Wet sump
Gear box: Manual 6-speed
Clutch: Wet, multiple discs, cable operated
Final drive: Chain
Spark plug pipe type: NGK
Motor oil: Synthetic, 10-40
Starter: Electric

Dimensions
Physical measures
Length: 2130 mm
Width: 790 mm
Height: 1225 mm
Wheel base: 1485 mm
Trail: 104 mm
Ground clearance: 135 mm
Seat height: 785 mm
Weight
Curb weight: 255 kg
Dry weight: 225 kg
Chassis and suspension
Frame type: steel, Double cradle frame
Front
Suspension: Cartridge
Suspension travel: 130 mm
Fork angle: 25°
Brake: Twin Disk, Ø310 mm
Tire: 120 / 70 R17 ZR
Rear
Suspension: mono shock, Swingarm
Suspension travel: 136 mm
Brake: Disk, Ø240 mm
Tire: 180 / 55 R17 ZR
Other
ABS available: No
Power-to-weight ratio: 0.28 HP/kg (3.54 kg/HP)
Acceleration (0-100 km/h): 3.8 sec
Top speed: 230 km/h
Fuel capacity: 19 l
Number of riders: 2 persons

READ MORE - Engine and transmission Suzuki GSF 1250 A

The Bandit 1250 presents

The Bandit 1250 presents itself with a superior liquid cooled 1250 cc engine, fed by Suzukis dual throttle valve, digital fuel injection system and backed by a seamless 6 speed transmission. Combined with an awesome handling chassis, it makes the motorcycle a pleasure to ride for sport touring, highway cruising or every day riding around town. It is easy to become one with the bike, the road & your surroundings on any ride with the Bandit. Its smooth acceleration and instant power to the rear wheel is breathtaking. What I most appreciate about this Bandit is the riding position, it is a very comfortable motorcycle to ride while still retaining the aggressive look and So much power at your fingertips. This 1250 motor is a blast, with the peak torque sitting at 3,500rpm, this is a very uniquely tuned motorcycle. The Bandit 1250's balance of power, style and technology is a combination developed by a team of dedicated Suzuki engineers (Same ones that brought you the award and race winning GSXR line), working together to produce a street machine of unmatched quality.

There are several after market companies and pieces for this bike to customize it how ever you want. Sport Touring to Street Fighter to Racing (Straight or Curves). Holeshot.com is a good place for some nice Bandit pieces and tuning.

If you are looking for a Bandit or sport standard, then you know what you are looking at here. Exotic sport standards are expensive to own, maintain and find parts/service. The other Japanese sport standards with their high revving buzzyness just can't compete with the Bandits Ultra Smooth, Torque Monster 1255cc engine, Silky Smooth 6 Speed Transmission and a Great All Day Riding Position.

GENERAL
Model Suzuki GSF 1250 Bandit 2007
Category Naked bike
ENGINE
Type 1255 cc, liquid cooled, 4 - cylinders in line, 4-stroke
Bore x stroke (mm) 79 mm x 64 mm
Compression ratio 10.5:1
Valves DOHC, 4 valves per cylinder
Fuel system Fuel injection
Ignition Electronic ignition (Transistorised)
Torque 108 Nm (79.7 ft. lbs) @ 3700 rpm
Lubrication system Wet sump
TRANSMISSION
Clutch Wet multi-plate type
Gearbox 6 speed
Ratios 1e 3.076 (40/13), 2nd 2.058 (35/17), 3th 1.550 (31/20), 4th 1.304 (30/23), 5th 1.160 (29/25), 6th 1.071 (30/28)
Primary drive 1.537 (83/54)
Final drive Chain, 2.388 (43/18)
Starting system Electronic
CHASSIS
Front suspension 43mm telescopic forks, coil spring, oil damped, cartridge type, adjustable spring preload, 130 mm travel
Rear suspension Swingarm, link type, coil spring, oil damped, adjustable spring preload, 136 mm travel
Rake / Trail 25.2 degrees / 104 mm (4.1 inches)
WHEELS
Front tyre 120/70-17
Back tyre 190/55-17
Front brakes dual 310 mm discs with 4-piston calipers with Anti-Lock Braking System
Rear brakes single 240 mm disc with 2-piston calipers with Anti-Lock Braking System
DIMENSIONS
Overall length 2130 mm (83.9 inches)
Overall width 790 mm (31.1 inches)
Overall height 1095 mm (43.1 inches)
Seat height 785 mm (30.9 inches)
Wheelbase 1485 mm (58.5 inches)
Ground clearance 135 mm (5.3 inches)
Fuel capacity - reserve 18.5 l (4.9 gallon US)
Dry weight 226 kg (498.2 pounds)

READ MORE - The Bandit 1250 presents