Cycle News - Archive Issues - 1990's

1999 Suzuki SV650 By Kit Palmer Photos by Kinney Jones ~( ' 0, Suzuki didn't forget to throw in the bodywork when they crated up the new SV650 at the factory, but it does look that way. When you compare our (the U.S. version) SV650 to everyone else's (Europe, Canada, Australia, etc.), some things do seem to be missing - like, for instance, a fairing, a windscreen and one of the headlights. But one important thing that Suzuki didn't forget to pack away into the crate with "our" 5V650 is F-U-N. Yes, Suzuki's third-generation sport V-twin is all about fun the same kind of fun that the TL1000 and TL1000R deljver, but in a less serious manner and with a less serious price tag. It's partly because of "the latter fact that our SV650 comes dressed in shorts rather than a three-piece suit: to save you money. Besides, Suzuki already has enough sharply dressed sport bikes to chose from, but none quite like the friendly yet dynamic 5V650. "Dynamic" because the SV650 borrows some of the latest high-performance technology from its aforementioned brothers while cutting just enough corners in key areas to keep it quite-affordable. The heart of the SV650 is its 645cc, liquid-cooled, DOHC, TSCC, eight-valve, 90-degree V-twin motor, which is closely related to the TL powerplints. The fact that it's akin to the TL already tells you that high performance is the name of the game here. Like the TL, the SV's powerplant is compact and lightweight and features slick modernizations such as staggered transmission shafts that save space and an internal water pump that reduces the need for external hoses. The engine also features a three-dimensional map-type ignition and a new oil-shower piece that sprays oil directly on the gear faces ·through a guide mounted in the cases for added lubrication and slicker shifting. But the SV doesn't get the best .of everything. Again, to help keep cost down, the SV gets a pair of 39mrn Mikuni downdraft carburetors rather than a fuel-injection system, like those found in the TLs. The rear carburetor, however, is fitted with a throttle-position sensor, which provides throttle-opening information to the igniter and automatically adjusts timing to suit ridin& conditions. And since 'the 5V's 645cc motor is inherently smaller than the 1000cc TL motors, saving space wasn't a huge concern, so the cams are spun via a bulkier chain drive rather than a chain/gear drive system. Spent gases are routed through a 2-into-1 exhaust system and· a Bandit-styled muffler. In a move to suppress engine noise, improve ease of maintenance and reduce weight, th.e outer clutch cover is made out of plastic and can be removed quickly and easily to access the clutch itself. Even the countershaft sprocket cover is made out of plastic. To make access to the two carbs and engine service a little easlii Q ier, the 4.2-galJon fuel tank pivots up and stays that way via a short prop stand. The motor literally hangs underneath a state-of-the-art aluminum truss-type frame, designed to be lightweight while still providing maximum torsional rigidity. In the suspension department, some expenses were spared. ~ Up front, a conventional 41mm damper rod-type fork is used and has no external adjustments, while the' rear suspension is I I ; 10

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