The Bike: Suzuki DL650 V-Strom
Model Year: 2008
The Bike
It's tall and intimidating. The tank is big and looks even bigger because of the side covers. The styling is not for everyone. Suzuki's answer to the middleweight adventure tourer. The V-Strom is a downscaled version of the DL1000. The size is the same as the 1000cc version, so this makes for a tall 650. It looks like its big brother except for the single exhaust can out back. The seat is
all day comfortable for both rider and pillion. The pillion seat is wide, flat and offers plenty of support for a comfortable ride. The peg is placed under the rider for a stand up seating position. The tires are all-road capable and mounted on three-spoke alloy wheels. The 110/80R-19 front helps absorb bumps on the road. The rear takes a sportier 150/70R17. The cockpit is the same as its big brother. The speed and rpm are indicated by analog clocks while the odometer, fuel, temperature and tripmeters are displayed via an LCD panel in the center. There's even a digital clock. The suspension is the same, with the front fork doing without the more expensivecartridge
internals. The rear link type has a remote hydraulic preload adjuster for quick settings. The brakes are twin disc hydraulic up front and a single disc hydraulic in the rear. The front brake lever is adjustable for reach. This particular model comes with ABS brakes for a safer ride. The clutch is cable actuated with a surprisingly light pull. It is not reach adjustable. Fuel capacity is 22 liters, plenty for all day riding. The fairing and the windshield do a decent job of
deflecting the wind during highway cruises. This is a mixed blessing. Since the wind no longer hits you, it gets warm while wearing a riding jacket, even with the vents opened. The windshield is 3-position adjustable, but even at the highest setting fails to deflect the wind from buffeting my helmet. I'm 5'10”. I found that the lowest position allows for less wind buffeting at
highway speeds.
The frame is solid and provides good feedback on the road. The riding height puts you in a commanding position with a good view over most vehicles. The seat to tank junction is a bit wide and makes it more difficult to plant both feet on the ground. I can do it,
barely. The luggage rack is wide and rigidly mounted. It has a rubber top to prevent your cargo from slipping. The exhaust note is quiet and not very exciting.
The dual headlights provide ample illumination. Both lamps come on for low and high, so you don't have the one-eyed bandit look.
The Engine
The engine is the same as the SV650 and the newer Gladius 650. It is a water and oil cooled 90 degree V-twin. It has been retuned for more low to mid-range torque and loses out in the top end. The engine starts up in an instant with the electric start and the automatic fast idle. No more chokes. Just push the button and she comes alive. Power is transmitted to the rear
wheel via chain. The engine pulls with a linear acceleration all the way to redline. There is a slight delay between twisting the throttle and the engine's response. On the road, the engine proved to be smooth and very rider friendly. The tuned for low to mid-range torque really helps in getting around obstacles and getting ahead of the pack. Each piston gets 4 valves, 2 in and 2 out. They also get two plugs. The second one is for burning excess gas for a cleaner exhaust. The
whole thing is electronically controlled. All this is kept cool by a large radiator and a small oil cooler. The oil cooler is mounted low and comes with a protective screen to keep away most of the road debris.
The Transmission
The six-speed box is tight and sweet. Engagement is positive with no missed shifts. Neutral is easy to find even at a complete stop. The final drive ratio is 47/15 and is great for pulling away quickly from a dead stop. The clutch has a light pull that won't strain your hand.
The Verdict
The bike was great, but boring. The sound can't compare to the Monster. The bike did everything quietly. Riding around town was stress free. The high and upright riding position allowed me to spot openings and potential problems. The engine gave me the option to leave the bike in second or even third gear and forget about it. Shifting was optional for in town riding.
The power was available from down low, 2500 rpm, all the way to the top, 10,000 rpm. On the highway, the Strom gave me the luxury of being on my own. I left clusters of vehicles behind with just a twist of the throttle, even riding two up. When we got to the mountains, the bike willingly carved the corners. The high riding position was a bit intimidating on the curves at
first, but the feeling disappeared after the first one. The bike was very flickable. I just had to remember the countersteer lesson. It was not as light as the Monster maybe because of the long suspension and the extra plastic. Forgive me if I keep comparing the V-Strom to the Monster, as the Monster is my first love. The twisty roads posed no problem for the big Strom. Although it is a 650, it uses the same chassis as it's 1000 big brother. All test were conducted with a pillion, so the heavy feeling might also be because of the extra weight on top. I found myself shifting unnecessarily just to see how the bike reacted. Not even a hiccup or a complaint from the
compliant engine. Did I have fun? YES. The Strom is a reliable bike that can also be fun. The bike is boring at first, due to its quiet nature. With the Monster, the fun was in the convergence of the multiple sensations. The sound, the feel, even the view from the handle bars. The Strom lacked all this. It was quiet. The feel was solid, but unexciting. The view was hampered by the large plastic landscape between rider and road. the case with the Monster's street tires. The
mirrors were big and useable even at speed. They provided a good view of the rear with no blind spots. Is the Strom fun? Yes, it can be. I had to play with it to dial up the fun factor. This is not a minus. You can play or you can just sit and ride, your choice. You don't have to switch bikes. Two for one can't be bad. Should you get this bike? YES
-SL EIC
Manufacturer Suzuki
Also called Wee-Strom Production since 2004
Class Middleweight
dual-sport Engine 645cc, 4-stroke, liquid cooled, 90 degree V-twin, DOHC, 8 valves, wet sump
Power 67 hp (50 kW)
Torque 60 N·m (44 ft·lbf) @ 6400 rpm
Trans 6-speed, constant mesh, final drive chain
Wheelbase 60.6 in (1580 mm)(through 2006), 61.2 (2007) Dimensions
L 90.2 in (2290 mm)
W 33.1 in (841 mm)
H 54.7 in (1389 mm)
Fuel capacity 5.8 gallons US (22 litres)
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The Bike : Yamaha YZF R1
Model Year : 2010
The MotoGP-inspired R1 is the most advanced Open-class production motorcycle. Way back on its early years up to the present day – The R1 has been designed to be the "Ultimate Cornering Master" of the open super sport class. One of the keys to incredible handling lies partly in the chassis but equally as important, in its ability to put useable power to the ground.
To achieve the “corner mastering”. Yamaha needed to make drivability a priority and the connection between the rider and the rear tire to be paramount. More traction means better performance. The 2010 Yamaha YZF-R1 is unlike anything before. That's because it's the world's first production motorcycle with a crossplane crankshaft. It Incredibly smooth power delivery and outrageous torque for a rush like you've never experienced. This revolutionary cross-plane crank R1 delivers as much power as the rider wants, exactly when the rider
wants it ... by an easy twist of the right wrist; leaving the rider feeling like they
are directly connected to the rear wheel of the new R1. With the crossplane technology it puts each crank pin 90 degrees from the next, with an uneven firing interval of 270-180-90-180 degrees. The unique shape of the crossplane crank smoothes out fluctuations in inertial crankshaft torque to provide very linear power delivery as the engine's combustion torque builds, giving the rider more linear throttle response with awesome power and traction exiting corners. It also delivers a wonderful traction-feel, using a short-wheelbase and long
swingarm frame that was created using lessons learned in MotoGP. This is a high performance machine with all the control you'll ever need.
At the heart of this spectacular machine is "Futuristic", the R1's new crossplane crank engine represents a complete paradigm shift in technology, performance and controllability among litre class sport bikes that was inspired by Yamaha's M1 MotoGP race bikes. This was the concept behind the new R1, which all starts at the heart of the monsters engine
This technology is superb and way to far from our expectations. This Machine gave a new definition on “Performance”. Check out some few key features of this bike:
Key features
- The YZF-R1 garnered the prestigious award as the 2009 Motorcycle of the Year from Motorcyclist Magazine.for its MotoGP®-inspired engine and chassis technology, and for its luxurious fit and finish.
- Back for 2010, the YZF-R1 is the only production motorcycle with a crossplane crankshaft. Crossplane technology, first pioneered in MotoGP® racing with the M1, puts each piston 90° from the next,with an uneven firing interval of 270°- 180°- 90°- 180°. This uneven order does an amazing thing… it actually lets power build more smoothly. That means smooth roll-on delivery out of the corners,with outstanding tractability, followed by very strong high rpm power. It’s a feeling that’s simply unmatched, like having two engines in one: the low-rpm torquey feel of a twin with the raw, high rpm power of an inline four. This breakthrough technology on the YZF-R1 represents a paradigm shift in both technology and performance.
-This R1 keeps all the technological superiorities developed for its predecessor: YCC-T™ (Yamaha Chip ControlledThrottle) is MotoGP® inspired fly-by-wire technology used to deliver instant throttle response. YCC-I® is Yamaha Chip Controlled Intake which is a vaiable intake system that broadens the spread of power. The fuel injection system provides optimum air/fuel mixtures for maximum power and smooth throttle response.
-The R1 features Yamaha D-MODE (or drive mode) with rider-selectable throttle control maps to program YCC-T performance characteristics for riding conditions. The standard map is designed for optimum overall performance. The “A” mode lets the rider enjoy sportier engine response in the low- to mid-speed range, and the “B” mode offers
response that is somewhat less sharp for riding situations that require especially sensitive throttle operation. Switching maps is as easy as pushing a button on the handlebar switch.
Chassis / Suspension
-The frame has a combination of uncompromising rigidity where needed along with carefully achieved flex for the precise rigidity balance this bike needs to give the rider the full benefit of its handling and engine characteristics. It is a sophisticated combination of Controlled-Fill die-cast, stamping, and gravity casting… the exact technology needed for each portion of this advanced frame.
-SOQI front forks take a page from the championship-winning design of our MotoGP® weapon, the M1. Since both forks always move together, compression damping duties can be confined to the left fork, while rebound damping is precisely handled by the right fork, reducing oil cavitation.
-The SOQI rear shock features both high and low speed compression damping plus an easy-to-use screw hydraulic adjustment for preload. This unit also adopts a pillow-ball-type joint for exceptional shock absorption, road hold feeling, and damper response. To achieve maximum performance, a bottom linkage is used to work with the rest of the chassis refinements for brilliant, crisp handling characteristics.
-Factory racers get machines tailored to their preferences. Welcome to the club. R1 has
adjustable footrests, with a 15mm height and 3mm front-to-rear adjustment.
-The press-formed fuel tank has a shape developed using 3-D simulation analysis technology. The elongated shape of the tank allows it to fit neatly within the frame in a way that promotes concentration of mass.
Engine
-Crossplane crankshaft technology proven in victory after victory on MotoGP® machines
provides a high-tech uneven firing interval. Unlike typical inline-four engine design, where the two outer and two inner pistons move together in pairs with 180° intervals, the crossplane crankshaft has each connecting rod 90° with a unique firing order of 270° – 180° – 90° – 180°. This overcomes the inherent fluctuations in inertial torque during each engine revolution, and the accompanying peaky torque characteristics. Instead, combustion torque continues to build, giving the rider more linear throttle response with awesome power and traction out of the corners.
-To maximize rider comfort as well as power output, the engine adopts a coupling-type balancer that rotates in the opposite direction as the crankshaft.
-This engine features forged aluminum pistons to take maximum advantage of the power
characteristics. Titanium intake valves are lightweight.
-A forced-air intake system is adopted to increase intake efficiency by using the natural
airflow during riding to pressurize the air in the air box. This contributes to outstanding
power delivery characteristics in the high-speed range, while the design also helps to
minimize intake noise.
-Slipper-type back torque-limiting clutch greatly facilitates braking/downshifting from high speed.
-The exhaust system is meticulously designed to enhance engine output while, thanks to
its three-way catalyst technology, also reducing exhaust emissions. The silencer is a single expansion type, and the sound coming through from the unique crossplane crank-
shaft-equipped engine is unlike any other inline-four cylinder production supersport.
-This fuel-injected engine takes full advantage of YCC-T (Yamaha Chip Controlled Throttle), the MotoGP®-inspired fly-by-wire technology used to deliver instant throttle response. There’s also YCC-I, Yamaha Chip Controlled Intake, the variable intake system that broadens the spread of power. Fuel injectors have 12 holes for optimum fuel atomization that translates to the most power from every fuel charge.
-Have it your way, thanks to Yamaha D-MODE (or “Drive Mode”) variable throttle control. There are three modes that control how YCC-T responds to throttle input from the rider. The selectable “A” mode puts more emphasis on engine response in low to midrange rpm. “B” mode, on the other hand, provides less sharp response to input for riding situations that require especially sensitive throttle operation. The standard map is designed for optimum overall performance. Selecting the map you want is as easy as pressing a button on the handlebars.
Engine and Transmission
Type: 998cc, liquid-cooled 4-cylinder DOHC 16 valves (titanium intake valves)
Bore x Stroke: 78.0mm X 52.2mm
Compression Ratio: 12.7:1
Fuel Delivery: Fuel Injection with YCC-T and YCC-I
Ignition: TCI: Transistor Controlled Ignition
Transmission: 6-speed w/multiplate slipper clutch
Primary Reduction Ratio 65/43 (1.512)
Secondary Reduction Ratio 47/17 (2.765)
Gear Ratio - 1st Gear 38/15 (2.533)
Gear Ratio - 2nd Gear 33/16 (2.063)
Gear Ratio - 3rd Gear 37/21 (1.762)
Gear Ratio - 4th Gear 35/23 (1.522)
Gear Ratio - 5th Gear 30/22 (1.364)
Gear Ratio - 6th Gear 33/26 (1.269)
Final Drive: #530 O-ring chain
Chassis and Dimensions
Suspension/Front: 43mm inverted fork; fully adjustable, 4.7-in travel
Suspension/Rear: Single shock w/piggyback reservoir; 4-way adjustable, 4.7-in travel
Brakes/Front: Dual 310mm disc; radial-mount forged 6-piston calipers
Brakes/Rear: 220mm disc; single-piston caliper
Tires/Front: 120/70-ZR17
Tires/Rear: 190/55ZR17
Length: 81.5 in
Width: 28.1 in
Height: 44.5 in
Seat Height: 32.8 in
Wheelbase: 55.7 in
Rake (Caster Angle): 24.0°
Trail: 4.0 in
Fuel Capacity: 4.8 gal
Dry Weight: 454 lb
