In the Dirt

Off asphalt, the stock Trail Wing dual sport tires offer just enough traction to feel comfortable riding on graded dirt roads. The soft hitting low-end power works perfect off-road and there’s really no need for a traction control system. With such a tractable motor, you’d be hard pressed to get the rear tire to break loose on acceleration.

As the terrain gets more challenging, the V-Strom requires your full attention to ride at an average pace. The XT struggles to keep up with more off-road oriented adventure bikes — even with an experienced pilot at the controls.

The forward mounted foot pegs and low handlebars make stand up riding feel awkward at first, especially for taller riders, but eventually you become accustomed to it. Thanks to its smaller chassis and 19″ front wheel, the V-Strom is manageable on fairly rugged terrain at slower speeds.

The stand up riding position on the XT can feel a little awkward at first, especially for taller riders, but eventually you become accustomed to it.

The V-Strom’s ABS is usable off-road but it’s not the most “off-road friendly” system we’ve ever tested. Loose rocky descents can overwhelm the ABS allowing the bike to roll almost uninhibited toward impending doom. Suzuki does not provide an off switch for the ABS, but it is possible to disable it by removing a fuse.

The exposed underbelly of the bike is the biggest concern off-road. Any type of ledge or loose rocks pose a major threat to the protruding oil filter and front header pipe. If you plan on doing any serious off-road riding on the V-Strom 650, getting a skid plate is mandatory. Getting more aggressive dual sport rubber is also advisable, because the stock Trail Wings lose grip abruptly in just a few inches of sand and slip around in rocky terrain.

A low seat height may be confidence inspiring for shorter riders but you pay for it with minimal ground clearance that makes even rolling off a street curb a risky proposition.

The lack of a skid plate and the street-biased tires made us feel like we’d just scratched the surface on the V-Strom 650 XT’s off-road potential. But with such a sweet motor and comfortable ride, we weren’t ready to write off the Wee-Strom just yet. That’s why we decided to continue evaluating the bike after adding a few essential off-road upgrades. Check out our follow up story where we test the V-Strom 650 XT’s off-road capabilities with upgrades installed.

Final Thoughts

We logged more than 2,000 problem-free miles (except for a sticky pannier key) on the XT riding everything from technical trails to interstate highways. Whether commuting or out on a long-term expedition, the Suzuki proved to be a comfortable and economical Adventure Bike that is easy to live with on a daily basis. The bike loves to travel and even though the riding position is a little unorthodox, it’s extremely comfortable for long days in the saddle. We regularly achieved 50+ mpg, giving a range of 250 miles or more between fill ups.

The V-Strom proves you can get all-day comfort on long highway rides, even with a 650cc.

The Suzuki V-Strom 650 XT checks all the boxes for utility and keeps it interesting with a surprisingly powerful 650cc motor. We also like its manageable size, low seat height and smooth power delivery — which makes it attractive for new riders or those that just like to cruise.

We weren’t ready to write off the V-Strom 650 XT for its limited off-road performance in stock form. Check out our follow up story where we evaluate the XT off-road after applying a few essential upgrades!

As the more-rugged off-road model, the XT does improve on the standard V-Strom 650 in durability. But we felt Suzuki could have gone a step further to differentiate the XT from the standard model by outfitting it with more aggressive dual sport rubber and a basic skid plate. However, adding more accessories to a V-Strom 650 XT that already costs $10,399 starts to bring alternatives from European manufacturers into range. Even so, we think Suzuki could have added a few inexpensive touring add-ons like heated grips and an auxiliary power port to improve the value at that price.

For 2016, Suzuki has decided to remove the side cases, windscreen and crash bars to bring the XT’s price down to $8,499. The lower price tag will no doubt attract more buyers and give owners the option to customize the bike to their own taste.

Middle-Weight Adventure Touring Models Comparison

 
Suzuki V-Strom 650 XT Up Close:

The included aluminum panniers provide 82 liters of storage space.

Unusually long foot peg feelers touch down rather quickly if you try to ride aggressively on twisty roads.

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The V-Strom’s instrument console includes all the essentials in a clean and simple design that’s easy to read at a glance.

The V-Strom 650 includes a solid rear rack that’s perfect for mounting soft luggage or a top box.

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The V-Strom 650 XT’s reverse spoke wheels are strongly built.

Steel crash bars offer adequate protect for the upper body work.

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• Helmet: Touratech Aventuro Carbon – Companero
• Jacket: AETHER Apparel Expedition – Graphite
• Pants: AETHER Apparel Expedition – Graphite
• Gloves: Racer Gloves Guide – Black/White
• Boots: TCX Infinity EVO Gore-Tex

Author: Rob Dabney

Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, Africa, Europe, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.