2017 Suzuki V-Strom 650 & 650XT First Test

Kit Palmer | June 20, 2017

2017 Suzuki V-Strom 650 & 650XT First Test – We recently got our first taste of the 2017 Suzuki V-Strom 650, which got a fairly major upgrade from the previous model. Suzuki gave us the keys to both the 2017 V-Strom 650 and V-Strom 650XT for a day’s worth of riding in the mountains above Southern California. (We also rode the V-Strom 1000 and 1000XT but we’ll talk about them a little later in a separate post.) The V-Strom 650 and 650XT are very similar, but the 650XT has a few things that the standard doesn’t to make your off-road riding experience a little more enjoyable.

2017 Suzuki V-Strom 650 & 650XT First Test

The big news is the 650’s new engine, which gets more performance for 2017. It’s essentially the same 645cc, 90° V-twin engine that powers Suzuki’s sporty SV650 street bike, which recently got a host of engine changes, like new cams, resin-coated pistons and SCEM-coated cylinders. A new two-into-one exhaust system now runs underneath the V-Strom’s engine to reduce weight, centralize mass and to provide space for a narrow tail section and optional luggage. Fuel injectors are new, too.

We spent a lot of time on the 2016 V-Strom 650 and could easily feel the difference between it and the ’17 in terms of power. The new V-Strom clearly has better low-to-mid punch than the ’16 did while still yielding impressive power at peak rpm. The V-Strom’s engine was already impressive and now it’s even better without question. And, like before, power is delivered predictably and super-controllable from the crack of the throttle all the way through to the next gear. Throttle response is still Suzuki-smooth, again, just like before.

2017 Suzuki V-Strom 650 & 650XT First Test

For the first time, traction control is now standard on the V-Strom 650. Suzuki’s Traction Control System has two sensitivity modes: 1 (lowest) and 2 (highest). The system can also be turned off completely for off-road riding and in case the wheelie bug bites. To be honest, on this day, I never actually felt it kick into action while riding on the pavement, but, hey, maybe it did. That’s the beauty of traction control. I could, of course, feel it do its thing on slippery dirt fireroads, so I knew that it did indeed work. But, in this situation, I just turned the TC off, which can easily be accomplished on the fly. I feel TC is a great addition to the V-Strom.

The 650 also gets Suzuki Easy Start system, which lets you start the bike with a momentary press of the start switch without having to pull in the clutch lever while in neutral. It’s a nice little feature but not a “must have.”

2017 Suzuki V-Strom 650 & 650XT First Test

Bodywork is all new, too, and it’s not all new just for looks but for function, as well. General airflow is more efficient and rider protection is noticeably better, which a lot has to do with the new and, for sure, quieter windscreen that is also height-adjustable. Unfortunately, you need an Allen wrench to make that adjustment, which explains why I didn’t get the chance to do it on this day.

The fuel tank is reshaped for a slimmer fit between your legs, which it is, while still holding a generous 5.3 gallons. The stacked headlight is a big styling improvement in my opinion.

2017 Suzuki V-Strom 650 & 650XT First Test

What’s different between the standard 650 and the 650XT? Not a lot, but one thing is fairly significant—the wheels. The 650 comes with more street-orientated cast aluminum wheels shod with Bridgestone Battle Wing tires, while the 650XT comes shod with more off-road compliant stainless-steel wire-spoked wheels with Bridgestone Battlax Adventure tires. Tire sizes are the same. The XT is also fitted with a plastic engine guard and a pair of hand guards with heavier vibration-reducing bar-ends. (There is a $500 price difference between the 650 and 650XT.) Performance-wise, I couldn’t tell the difference between the 650 and the 650XT, but it was nice knowing there was an engine guard under me protecting the exhaust from dings. Unfortunately, that’s about all I expect it can do. (It doesn’t look or feel very sturdy, but, hey, it’s better than nothing.) However, I know how fantastic hand guards can be so, that is a big plus for me between the 650 and 650XT.

The V-Strom 650 is available in Pearl Glacier White, and the 650XTs in Glass Sparkle Black and Champion Yellow No.2. (In reality, there is no choice—yellow all the way! Even if it is only available with the XT I’d pay the extra $500 for the paint alone.)

Even after a short stint on the V-Strom 650 and 650XT, it’s easy to tell that it/they are indeed improved motorcycles and we look forward to putting a lot more time on both the 650 and 1000 V-Stroms (which are both sitting in our garage right now) for a more in-depth review.