Moto Guzzi Norge Vs Suzuki Vstrom
We’re in search of The One bike, and these two 650cc adventure-sport tourers are at the top of many a rider’s list. Inexpensive, versatile and fuel-efficient, they do a lot of things well. But there can be only One (Photos by Kevin Wing)In his of the 2017 V-Strom 650, Rider’s Senior Editor Drevenstedt mentions The Question: “If you could only own one motorcycle, what would it be?” After the requisite moaning and gnashing of teeth, for many riders (including some of the Rider staff) the answer comes down to one of these two: the Kawasaki Versys 650 or Suzuki’s V-Strom 650. Inexpensive, versatile and fuel-efficient, they are the Swiss Army knives of the motorcycling world.
The Versys 650 LT comes standard with color-matched hard luggage and black handguards. Tall and compact, it’s more street-oriented than the V-Strom, with 17-inch wheels and Dunlop Sportmax tires. While it feels physically smaller than the Strom, it’s actually about 30 pounds heavier.With the V-Strom 650 getting a facelift and updates for 2017, and our last comparison test between the Strom and the Versys having taken place back in November 2012, we figured it’s high time to pit these two do-it-alls against one another in a one-on-one, mano a mano showdown.
Moto Guzzi V9 Roamer Ex-showroom starts at - ₹ 13,22,238 and Suzuki V-Strom 650 XT 2019 Ex-showroom starts at - ₹ 7,51,507.Compare Moto Guzzi V9 Roamer and Suzuki V-Strom 650 XT 2019 specs, colors, reviews and ratings. Also, read comparison test of Moto Guzzi V9 Roamer vs Suzuki V-Strom 650 XT 2019 from our experts. 2019 Suzuki V-Strom 650 pictures, prices, information, and specifications. Below is the information on the 2019 Suzuki V-Strom 650. If you would like to get a quote on a new 2019 Suzuki V-Strom 650 use our Build Your Own tool, or Compare this bike to other Standard motorcycles.To view more specifications, visit our Detailed Specifications. These are my observations and experiences with the Moto Guzzi Norge GT 8V 2013 model year compared and contrasted with the Suzuki Bandit 1250 SA 2009 model year, your experiences might differ. Why these two bikes that on paper are about as opposite as you can get?
Given how closely contested the 2012 comparison was, plus the glowing reviews the Versys 650 LT gathered from staffers in 2015, it promised to be an interesting matchup. The Versys’ display (left) now includes a gear indicator, along with fuel consumption data, range, time of day and other useful info. The V-Strom 650, meanwhile, gets instrumentation and handlebar switchgear (right) that are carried over from the V-Strom 1000, and a standard 12V socket is located on the lower left side of the dash (not shown).In the first corner, wearing Pearl Glacier White trunks we have the Suzuki V-Strom 650, which seems to be gradually settling further into its role as a bona fide adventure-sport tourer.
It was always the more dirt-oriented of the two, with a 19-inch front wheel, 90/10 on-/off-road tires and uncanny balance. For 2017, its rock-solid 645cc V-twin was tweaked for Euro4 compliance and more power, and it has new features like 3-position (two modes plus off) traction control, Easy Start and Low RPM Assist, new optional quick-release hard luggage and a redesign that includes an ADV-style beak.
For 2017, the V-Strom 650 accepts the quick-release hard luggage previously only available on the V-Strom 1000. Unfortunately, Suzuki was unable to get us a set in time for this test, so we made due with a large Nelson-Rigg tail bag.In the second corner, wearing Metallic Flat Raw Titanium trunks we have the Kawasaki Versys 650 LT, which comes standard with color-matched quick-release hard luggage and black hand guards.
Arguably the better looking of the two, the Versys is sporty and compact, with street-oriented Dunlop Sportmax-shod 17-inch wheels and a dual-headlight fairing that bears a strong family resemblance to Kawasaki’s Ninja sportbike lineup. Much of the Versys’ compactness can be attributed to its 649cc parallel-twin engine, which remains unchanged from previous models. It’s relatively short on electronic aids and whiz-bang features; there’s no traction control, although the analog tach/LCD display now includes a helpful gear indicator. The Versys’ small seat slopes the rider forward. Passengers will appreciate the large grab handles.For two bikes that look so different, it’s no surprise that they also feel different from the moment the rider swings a leg over the seat. The V-Strom, thanks to the 90-degree V-twin slung beneath it, feels long and narrow, with a wheelbase that’s more than 5.5 inches longer than the Versys. Although its seat is 0.2 inch lower, it feels more spacious, and the longer reach to the handlebar means smaller riders might feel more comfortable on the Versys—if they can handle its 33.1-inch seat.
Speaking of seats, neither bike’s is particularly comfy, with the Suzuki’s being too hard and the Kawi’s too soft. I found that I could more easily live with the Strom’s, however, since the Versys cants the rider forward with no support, making me feel like I was perpetually rolling forward on my pelvis. The longer Suzuki gives the rider more room to stretch out and adds stability, while the Kawasaki locks the rider in an upright position, with the bar-footpeg-seat triangle much more compact. Rider on left is 6 feet tall, rider on right is 5 feet 9 inches.Both the Versys and V-Strom have remote preload adjuster knobs for the rear shock, a real convenience especially when loaded with side luggage. The Versys’ fork features preload and rebound damping adjustment but preload only at the rear, while the V-Strom is the opposite, with preload only on the fork and rebound and preload at the rear. Neither bike’s suspension could be called “great,” and considering their modest power output they’re probably at their best on one-up touring rides anyway. That said, Drevenstedt remarked that the V-Strom maintained its composure even at his”spirited”pace, and EIC Tuttle was pleased to find that the rear shock on the Versys had enough preload to comfortably handle him and his wife on a two-up day ride.
The Versys’ hard luggage is large enough to swallow a full-face helmet on each side.As we droned north along Interstate 5 on our way to the deliciously twisty Caliente-Bodfish Road near Lake Isabella, California, each bike’s road-going personality became clear. The Versys needs some prodding to keep up with the typical SoCal lead-foot freeway traffic, and the resulting buzz from its parallel twin is tamed somewhat by the rubber-clad footpegs and large bar end weights. Meanwhile the Strom holds both a power and torque advantage, besting the Versys’ 61.2 peak horsepower at 8,300 rpm with 68.7 at 9,100 on the Jett Tuning dyno, and reaching its 44.2 lb-ft peak at 6,500 rpm compared to the Kawi’s 42 lb-ft peak at 7,300.
Its V-twin is smooth, full of character and sounds great, although at higher speeds (around 80 or so), some vibes creep into the grips. The Suzuki has the edge in both power and torque.Wind protection on both bikes is adequate, with the V-Strom’s wider windscreen creating less buffeting around the rider’s head but allowing more air in around the torso, and the Versys’ toolless screen being easier to adjust and providing better torso protection at the expense of more head buffeting. While we weren’t able to get Suzuki’s optional quick-release luggage for the V-Strom in time for the test, we can say that the Versys’ luggage is one of the most well designed, easy to use systems out there.
Our only complaint was that the plastic internal strap fasteners aren’t as robust as we’d like; one broke on day two of our test. The Versys isn’t as user-friendly as the V-Strom, although it’s far from a poor handling bike.It was when we exited the Interstate and hit the twisties that a clear winner began to emerge. On the Versys, the rider is forced to juggle the smooth, gentle inputs required of a grabby clutch and an abrupt open/closed throttle response with wheezy mid-range power that demands plenty of wrist twisting. It’s also challenging to balance the compact Versys’ flickability with its tendency to fight the rider when ridden hard, as it wants to stand up under heavy braking into corners. Meanwhile the V-Strom, with its baked-in user friendliness, is a willing and confident mount. Everything about it is reassuring and easy, from the positive gearbox to the smooth clutch and throttle. Mid-corner corrections?
And if the rear end decides to come loose, the traction control is there to step in. Should you find yourself staring down a gravel or rocky dirt road, the Bridgestone Battlax Trail Wing tires, 19-inch front wheel, long wheelbase, low center of gravity and decent suspension travel (5.9 inches at the front, 6.3 inches at the rear) make the V-Strom a capable adventurer.Neither bike is perfect; both have suspension and brakes that are “OK,” and neither one comes with a centerstand. Electronics and rider aids are basic—heated grips are optional on both and cruise control isn’t available at all. But these are Swiss Army knives, built to be attractive in both price and utility. And if we had to choose one—and only one—the adventure-ready, canyon-carving, freeway-flying, fuel-sipping 2017 V-Strom 650 would be it.Jenny’s GearHelmet:Jacket:Pants:Boots:2017 Kawasaki Versys 650 LT SpecsBase Price: $8,999Warranty: 2 yr.
Limited warrantyWebsite: ENGINEType: Liquid-cooled, transverse parallel-twinDisplacement: 649ccBore x Stroke: 83.0 x 60.0mmCompression Ratio: 10.8:1Valve Train: DOHC, 4 valves per cyl.Valve Insp. Interval: 15,000 milesFuel Delivery: DFI w/ 38mm throttle bodies x 2Lubrication System: Wet sump, 2.4-qt. Cap.Transmission: 6-speed, cable-actuated wet clutch & Positive Neutral FinderFinal Drive: O-ring chainELECTRICALIgnition: TCBI w/ digital advanceCharging Output: 372 watts max.Battery: 12V 12AHCHASSISFrame: High-tensile steel trellis frame, steel gullwing swingarmWheelbase: 55.7 in.Rake/Trail: 25 degrees/4.3 in.Seat Height: 33.1 in.Suspension, Front: 41mm USD fork, adj. Rebound & preload, 5.9-in. TravelRear: Horizontal back-link shock, adj. Preload (remote), 5.7-in.
TravelBrakes, Front: Dual 300mm petal-type discs w/ 2-piston calipers & ABSRear: Single 250mm petal-type disc w/ 1-piston caliper & ABSWheels, Front: Cast, 3.50 x 17Rear: Cast, 5.0 x 17Tires, Front: 120/70-R17Rear: 160/60-R17Wet Weight: 496 lbs.Load Capacity: 443 lbs.GVWR: 939 lbs.PERFORMANCEFuel Capacity: 5.5 gals., last 1.0 gal. Warning light onMPG: 87 PON min. (low/avg/high) 40.5/51.3/56.0Estimated Range: 282 milesIndicated RPM at 60 MPH: 4,5002017 Suzuki V-Strom 650 SpecsBase Price: $8,799Warranty: 1 yr., unltd.
MilesWebsite: ENGINEType: Liquid-cooled, transverse 90-degree V-twinDisplacement: 645ccBore x Stroke: 81.0 x 62.6mmCompression Ratio: 11.2:1Valve Train: DOHC, 4 valves per cyl.Valve Insp. Interval: 14,500 milesFuel Delivery: DFI w/ SDTV & 39mm throttle bodies x 2Lubrication System: Wet sump, 2.7-qt. Cap.Transmission: 6-speed, cable-actuated wet clutchFinal Drive: O-ring chainELECTRICALIgnition: ElectronicCharging Output: 390 watts max.Battery: 12V 10AHCHASSISFrame: Cast aluminum twin-spar, cast aluminum swingarmWheelbase: 61.4 in.Rake/Trail: 25.3 degrees/4.3 in.Seat Height: 32.9 in.Suspension, Front: 43mm stanchions, adj. Preload, 5.9-in. TravelRear: Single link-type shock, adj. Rebound & preload (remote), 6.3-in.
TravelBrakes, Front: Dual 310mm discs w/ 2-piston calipers & ABSRear: Single 260mm disc w/ 1-piston caliper & ABSWheels, Front: Cast, 2.50 x 19 in.Rear: Cast, 4.00 x 17 in.Tires, Front: 110/80-R19Rear: 150/70-R17Wet Weight: 467 lbs.Load Capacity: 448 lbs.GVWR: 915 lbs.PERFORMANCEFuel Capacity: 5.3 gals., last 1.1 gals. Warning light onMPG: 87 PON min. (low/avg/high) 41.0/46.9/58.5Estimated Range: 248 milesIndicated RPM at 60 MPH: 4,400.
The suspension and brakes on the V-Strom are just “ok”!!! If it weren’t the truth, I’d consider that both condemnation with faint praise and blasphemy.Over the last 50 years I’ve ridden and owned many bikes, including three new V-Stroms. My present ’15 ‘Strom sits beside my beloved ’09 VFR, but it gets three times the use of the Honda. The Wee’s a great bike that feels like comfy slippers every time I put my ass on it. Mixed metaphors aside, the only thing I’d love Suzuki to consider is to market a fully jazzed up ‘Strom ( i.e.: excellent brakes, wheels, tires and suspension) for a few thousand dollars more than the base model.
Toss in the new “VVT” system they’ve patented and I’d be pathetically quick to make it my fourth ‘Strom. We can’t speak to others’ Dyno figures, but we use Jett Tuning exclusively for all our Dyno tests, to try to maintain consistency. That said, the smallest things like humidity, altitude, ambient temperature and even tires can have an effect on the results.
We tested the Suzuki and the Kawi back-to-back, and the numbers don’t lie. As for the review being “Suzuki centric,” that may just be because the V-Strom was my pick (which, incidentally, was backed up by both Senior Editor Drevenstedt and Editor-in-Chief Tuttle). You may prefer the Versys, and that’s okay. But a comparison test will always involve some subjectivity and opinion, and for me the Strom was the better bike.
I hope you don’t hold that against me! Having previously read your review of the Versys, this article seems to be written buy the Suzuki press department.This is a line from your previous article about the Versys; ” the 650 dances down twisting roads with intuitive ease, the tighter the turns, the better.”I have no particular favorite between the bikes, just think you should review previous articles on a you have written on a bike your are reviewing and find comments like “wheezy mid-range power” to be inappropriate for a magazine such as Rider. You are one of only two motorcycle magazines I subscribe to ( I don’t count the AMA mag) but should the articles continue like this one, I will drop Rider. Have owned a 2007 Vstrom since new and while briefly considering the then new 2008 Versys, they were miles apart. An inadequate dinner-plate sized windshield and narrow dirt-bike sized seat on the Versys immediately cancelled that possibility.
However these two bikes have come closer together, each picking up clues and improvements from the other. So while each is refreshed every few years, the reviews always biasly favour the “new” model for that year. If I were to update my ride, it would likely be a new Vstrom as I couldn’t be happier with it, but I would still compare it against the Versys, just to be sure I get what I want. And of course, that always means a demo ride. Being in the market for a solo riding, do it all bike, I went out and test rode both a 2017 Versys LT and 2017 V-Strom ABS one day apart. Being a 8x Kawasaki owner, I really wanted to like the Versys better, but it wasn’t to be. I pretty mucg came to the same conclusion as the Rider editors.Ergo’s: Being 6’3″/35″ inseam, I found the V-Strom triangle more conforming.
Moto Guzzi Norge Vs Suzuki Vstrom Bike
I’ll need peg lowering mounts regardless of pick. I found the V-Strom seat more to my liking as the Versys had the dreaded slope (cheap/easy fix). I was happy with both bike’s wind protection.Power/Tranny: The Suzuki did have a bit more zip and a MUCH smoother shifting transmission. Throttle response was smoother on the V-Strom also (this coming from a current FZ09 owner who knows).Ride: The Versys was the sportier of the two for me but the ride quality of the Strom was noticeably better with the longer wheel base. This bike will be much better on inter-state roads.The luggage on the LT was very convenient. I’d opt for the standard Versys and fit my own luggage anyways.For a 60 year old, 100% solo rider, I will have a new V-Strom in the garage this riding season. For street pricing of.
Moto Guzzi Norge Vs Suzuki Vstrom Price
The reality to me is that most people would be happy with whichever bike they chose. Both are great bikes. I have a 2013 V Strom but that was my choice and may not be yours. A biking buddy of mine also had a 2013 V Strom 650, and after that bike was totaled when someone rear ended him, he bought a Versys 650. He liked his V Strom 650 but liked his newer Versys even better. He recently traded the Versys for the third generation V Strom which he likes even better. But those are his choices.
A few years back I had decided that I wanted a FJR1300 based on the reviews. However, after test riding both bikes I found a Honda ST1300 was the bike for me. I learned then that the reviews were helpful for some information, but that the final decision would be the bike that worked best for me. I could happily have a Versys, as it’s a great bike as well. Let’s go ride.