Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/128211
The naked version the SV650 retails for $5899. section is formed by traditional diecasting techniques from aluminum. The new frame is five-percent stiffer than the frame it replaces. The swingarm is largely unchanged and remains a die-cast aluminum unit. The SY650S's swingarm is slightly shorter than the SY650's measuring 536mm to the latter's 542mm. The forks are conventional right-sideup 41 mm diameter units and are adjustable for preload only. A key difference between the SY650 and the SY650S is that their forks' offsets are different, which with the same rake (castor angle) on both bikes, affects the trail. The SY650S version has l.5mm more offset (28 to 26.5mm on the SY650), which reduces the trail from 102mm on the SY650 to 100mm on the S version. This will allow the S version to steer a little bit lighter, while the naked version's high-leverage bars should even things out. The rear suspension features a seven-way preload adjustable shock, on which the leverage ratios were altered to improve its ability to absorb road shocks. A pair of twin-piston calipers and twin 290mm floating Tokico discs handle braking up front, while a new six-way adjustable lever has been added instead of the previous bike's four-way adjustable unit. A new Nissin single-piston caliper and a smaller diameter 220mm rotor (down from 240mm) handle braking duties out back. Tire sizes remain the same at 120/60ZR17 in the front, while a 160/60ZR17 is on the rear. The outward appearances of both the SY650 and SY650S have changed for 2003. The changes to the S version are more obvious, due to the completely redesigned half fairing that features new multireflector twin headlights. The naked version has a single round headlight that sits right below the instrument panel. Both versions offer new upswept tail cowls with a passenger grab rail and also feature new LED taillights that are laid out in two vertical strips. The instrument panel has been redesigned on both versions of the bike and are very similar in their design, just not their placement. Both feature an analog tachometer, LCD speedometer, twin trip meters, clock, and the normal idiot lights. RIDING IMPRESSION I decided to concentrate my attention on the naked version of the SY650, but I did swap bikes with Sport Rider's Andrew Trevitt and logged some time on the S version. After hitting the road, I quickly remembered how much fun the little 650 is. The bike has plenty of power, feels light and steers quick, making for a fun ride. At first I was concerned that the naked bike was going to wear me out because of its lack of wind protection. It ended up not being that big of an issue because the instrument pod actually diverts just enough wind to keep it from being The bike's light weight rewards the rider with lots of feel from the chassis while at the same time allowing the bike to accelerate with respectable oomph. Feedback from the chassis is good, letting the rider trust the level of grip at all times. The new frame seems to offer plenty of rigidity and allows the bike to stay on the line where you point it - I never had anything to complain about in regards to the chassis all day. As for the brakes, they don't really have a lot of weight to haul down - at least in terms of the bike's own weight - and they work really well, offering good feedback and decent feel at the lever. The S version of the bike is quite different to ride, mainly due to the difference that you feel from the vastly improved wind protection. Another key difference is that the riding position is completely different with the clip-on style handlebars being mounted much lower than the naked bike's upright bars. This in turn puts a lot more of the rider's weight over the front end of the bike. The steering feels a little less touchy than the naked version, despite the fact that its different offset and reduced trail should make the steering feel lighter. All of this makes the S version feel more like a really light Ducati 748 than an entry level 650cc V-twin - way more sportbike-like. In addition to forcing your weight over the front end, the riding position on the S is more conducive to carving those long curving apexes - although it's hard to argue against the leverage the naked bike's bars offer in the tight stuff. The motor is always a pleasant surprise because it offers way more power than you would imagine from a 650cc twin. Top end power isn't the bike's forte, but the torque that the bike offers coming off the corner is really quite good. The transmission is typical Suzuki, which is to say that it shifts very well. I don't recall hitting any false neutrals excessive. Once we hit the twisty roads, things got fun. The naked version offers lots of leverage from the motostyle bars and allows the bike to be pushed down into the corners with ease. Despite the bike's relative lack of suspension adjustment, the bike handled the bumps fine and offered decent ground clearance despite the pace we were riding. I was chasing Cycle World's resident nut Mark Cernicky - who was in the process of dropping me like a bad habit - and quickly realized that I was the only one stupid enough to try to keep up with him on the dusty, cold stretch of road we were on. After a couple of decent tank slappers and some small slides in dirty corners, I came to the conclusion that I had pushed the little SY as far as I wanted to push it - even though Cernicky apparently hadn't. It was a testament to how well the bike performs, despite its budget price tag. The SV6S0S comes with the half fairing and low bars and retails for $6299. cue I e n e _ lIS • APRIL 30.2003 11