2020 Suzuki V-Strom 650 Review—An Exercise In Adventure Purity

Anyone with the faintest appetite for adventure knows the slippery slope of excess: Add a few too many bells and whistles onto an ADV bike, and an honest rig can quickly devolve into a glorified Winnebago on wheels. Long after air-cooled BMWs brought the segment to the mainstream, the genre got dogpiled by complications—electronic suspension, wireless key fobs, touchscreens, you name it. Even features like adaptive cruise control and blind spot monitoring are looming large in this brave new world where absolute comfort trumps simplicity.

And then there’s the V-Strom—and more topically the so-called Wee-Strom, Suzuki’s entry-level adventure bike. First introduced in 2004, the small-displacement motorcycle has been a stalwart in the face of an ever-shifting landscape, a sort of perennial Ford Model T while others have evolved into big, bulky SUVs. Powered by a 645cc V-twin, the smallest 'Strom is an exercise in keeping it simple, stupid. Although it has assumed modernities like fuel injection, traction control, and antilock brakes, the underpinnings stay true to the original no-frills formula. That means nonadjustable fork (the rear link-type setup can be hand-dialed for preload), instrumentation that retains an analog tachometer, and a good old-fashioned key that sticks straight into the ignition switch.

Related: 2020 Suzuki V-Strom 1050XT Review MC Commute

Getting saddlebags on the standard 650 requires adding mounts, while stepping up to the $9,299 650XT, which includes hand guards, spoked wheels, and an engine guard, makes it easier to add bags. Step up to the $10,399 650XT Adventure, and large aluminum panniers are included along with a centerstand and a handlebar cross brace. All models can be ordered with a top case, heated grips, and high-profile seats.

Saddle up to the V-Strom 650, and its tapered seat manages to feel lower than its claimed 32.9-inch altitude. Aiding that effort is a relatively large 5.3-gallon fuel tank whose shape has been sculpted to enable easier access to pavement. This V-Strom also claims a 470-pound curb weight, though the mass is largely masked by its ease of low-speed maneuverability. Also handy at walking speeds: the tight turning radius, which makes it easy to U-turn and guide into tight parking spots.

The V-Strom’s relatively unstressed V-twin is more focused on durability than thrills, yet capable of delivering solid low-end grunt while topping out at 10,000 rpm. Think Swiss Army Knife, not high-strung screamer. Predictably, the song from the 2-1 exhaust system is mild, and the can’s somewhat out-of-the-way positioning aids mass centralization and accommodating saddlebags. Ease out the clutch, and the engine will automatically feed a bit of throttle to keep it from stalling. This workaday powerplant offers a bit of a perceptible pulse, but not enough thump to be annoying over the long haul. Similarly pleasurable is the shift action from the six-speed, which clicks into each gear with satisfying precision and thankfully indicates gear position on the dashboard as the clutch lever is pulled. While it lacks the broad powerband of the V-Strom 1050, the little 'Strom pulls strongly enough when you wring it out through the gears. Its acceleration won’t set the world on fire, but it does scoot around reasonably quickly when triggered. Reach 65 mph in top gear, and you’ll find the engine humming along at 4,500 rpm without complaint; exceed the highway speed limit, and the small windscreen still manages to offer some protection, and the bike continues to feel stable as it approaches ultra-legal velocities.

The 650 model may lack the grunt to make it compelling for some, there are some less-is-more benefits to the smaller setup. For starters, the relatively efficient motor coupled with the significant 5.3-gallon gas tank means your bladder capacity, not ultimate cruising range, will likely be the limiting factor for fuel stops. Its relatively lightweight configuration makes it easy to flick around town, and more confidence inspiring if and when you choose to hit the dirt. And speaking of the loose stuff, the two-mode traction control can be switched off, though ABS can’t.

At least on the road, the 2020 Suzuki V-Strom 650 works so well it’s easy for the bike to disappear beneath you. Controls respond intuitively, and everything from the light clutch lever to the natural throttle response make it tempting to squeeze every ounce of performance out of this relatively mildly tuned platform. Rather than tapping a big twin’s massive torque reserves, the 650 is fun to wind up and wring out. That air of accessibility makes the V-Strom 650 and its more rugged 650XT and 650XT Adventure brethren less precious and more usable, with a saddle that’s comfortable enough for long-haul riding. While some may wish for more pizazz from the no-nonsense platform, the V-Strom delivers an earnestness that stays true to the adventure genre’s roots, one that is becoming increasingly rare in this era of automation and extras.

Helmet: AGV Pista GP R

Jacket: Aether Divide

Pant: UglyBros Motorpool Olive

Boots: Alpinestars Oscar Monty