2023 Suzuki SV650 Review

Suzuki’s SV650 has been a motorcycling favorite since its debut for the 1999 model year. Positioned as a middleweight V-twin-powered naked bike, the SV650 was an immediate favorite among riders with its ideal combination of power, character, and size. Not only did it represent a great value, it also served as a palette for expression with riders tweaking the platform and converting it into track and racing bikes with careful modifications (read the 1999 Suzuki SV650 Me & My Bike article).

The SV650 performed well for Suzuki for more than a decade. But in the late 2000s it replaced the SV with the Gladius. During that time Suzuki adopted a more rounded and bulbous shape like many of its streetbikes during this time. It fell out of love with the motorcycling public. Suzuki righted its wrong with a more classically styled edition (think Ducati’s original Monster) for the 2017 model year (read the 2017 Suzuki SV650 First Ride Review) which it still campaigns today.

Suzuki also attempted to attract a different rider with its cafe racer–styled SV650X (read and watch the 2019 Suzuki SV650X MC Commute Review), but that version didn’t sell well either in the States. Suzuki continues to offer the tried-and-true SV650 for now, alongside its recently introduced parallel-twin GSX-8S (find out more in the 2023 Suzuki GSX-8S First Look Preview article). Will this be our last ride review of the lovable SV?

The SV continues to be powered by a peppy 645cc V-twin engine. It benefits from water-cooling, dual four-valve cylinder heads, and dual overhead camshafts. This engine is good for right around 69 hp at the business end of the 160-series rear tire. The neat thing about V-twin engines is they offer loads of fun-loving character and make for an especially narrow motorcycle.

This 90-degree twin configuration also offers pleasing bottom-end power and affords a robust engine and exhaust note that’s hard to imitate. Engine vibration through the controls is muted, but there is enough there to know you’re riding a sporty V-twin.

Another neat thing about this engine is that it makes the majority of its torque (over 35 lb.-ft.) from as low as 3,000 revs. Fuel-mileage-wise, we measured nearly 40 mpg. This nets a range of nearly 150 miles based on the capacity of the 3.8-gallon fuel tank. Considering how fun this bike is to ride, we wish the fuel tank were bigger so fuel stops were farther apart. It’s also worth noting that the engine runs on traditional 87-octane unleaded gasoline. With a full tank of gas, the SV weighs 432 pounds. That’s a tad heavy considering its engine displacement, but in motion it feels lighter.

The engine is hung in an aesthetically pleasing steel-trellis-type frame. This frame configuration not only makes for a narrow motorcycle, but the chassis has a great flex character too. With nearly 5 inches of suspension travel at the front, and just over 5 at the rear, the SV650 rides adequately over bumps, and still provides a pleasing degree of road holding when the pace wicks up. Despite the use of more dated suspension components, the nonadjustable telescopic and linkage-equipped preload-adjustable shock are a tad more sporty feeling than other entries in the true middleweight segment.

Although the older-generation Dunlop tires feel a bit muted, the chassis delivers a surprising level of feel, which will be appreciated by sport riders.

The ergonomics are one area that make the SV feel especially dated. The rider triangle is more old school, very much how bikes like Kawasaki’s Z650 ABS and Triumph’s Street Triple feel. The handlebar is narrow, and the distance between handlebar and seat is relatively short. So if you’re a smaller rider who wants a real narrow motorcycle, this SV650 works really well.

Still, we’d be remiss if we didn’t mention how cozy the seat is and how easy it is for most folks to touch the asphalt when seated at the controls. The passenger seat is decently sized as well. Beneath it is a basic tool kit and some room to stash a wallet.

Six-foot tall and above riders will feel as if they’re riding a minibike, yet the little SV is still a hoot to ride.

The rectangular LCD instrumentation is similar to Suzuki’s old GSX-S1000 naked bike and is simple and effective. It includes most prerequisite information on machine vitals, though we wish it included an ambient air temperature gauge.

In terms of lighting, aside from the LED taillight, the SV still employs an old-school halogen bulb setup. Although the heads are bright as a modern LED setup. We know this bike’s not getting LED as it is going to be retired very soon, but it would still be nice if the SV650 benefited from LED light hardware.

In terms of maintenance and durability, these SV650 engines are built tough. Suzuki recommends owners change the engine oil every 3,500 miles. Oddly enough, it says to change the oil filter cartridge every other oil change. Spark plug replacement is listed at 7,500-mile increments and the valve inspection interval is every 15,000 miles. Realistically these engines have a long history of being able to work and be ridden very hard with little maintenance.

Triple hydraulic disc brakes keep speed in check and do an adequate job of shedding speed on the 432-pound SV. Still, it would be nice if it employed radial-mount front calipers and a radial-mount master cylinder. Again, not bad, but that is just one of the areas where Suzuki shows its age with this more rudimentary braking package. Fixed, always-on ABS is available for a $450 upcharge.

Ringing in at $7,399, as usual the SV represents great value in the class. Sure the ergonomics and some of the components are a tad dated, but the reality is that this Suzuki still offers more well-rounded handling manners than many of its contemporaries.

Helmet: Arai Contour-X

Jacket: Rev’It Afterburn H2O

Pant: Rev’It Jackson 2 SK Jeans

Gloves: Rev’It Kryptonite 2 GTX

Boots: TCX Rush 2 Air