2004-2007 Suzuki DL650

I n s ta l l a t i o n I n s t r u c t i o n s

USB Cable CD-ROM

Power Commander

Parts List

Button Adjustment Display
Installation Guide Power Commander Decals Velcro Dynojet Decals

Power Adapter

Wire tap
Faceplate Buttons USB Port

Alcohol Swab

Expansion Port
The ignition MUST be turned OFF before installation!
You can also download the Power from our web site at:
Commander software and latest maps www.powercommander.com
PLEASE READ ALL DIRECTIONS BEFORE STARTING INSTALLATION
Dynojet Research 2191 Mendenhall Drive North Las Vegas, NV 89081 (800) 992-4993 www.powercommander.com
i319-411 www.powercommander.com 2004-2007 Suzuki DL650 - PCIII USB - 1

Remove the seat.

Prop the front of the fuel tank up.
Remove the airbox by unplugging the A & B.

Fig. A

connectors and hoses shown in Figure
Loosen the clamps holding the throttle bodies into the intake manifolds.
Pull the throttle bodies out of the the injectors.
intake manifolds to allow access to

Fig. B

Unplug
Unplug the stock wiring harness from each injector (Fig. C).
Note the orientation of the wires for each cylinder.

i319-411

Fig. C

www.powercommander.com

2004-2007 Suzuki DL650 - PCIII USB - 2

PCIII connectors

Plug the wiring harness from the ness and injectors (Fig D).
PCIII in-line of the stock wiring har-
Plug the ORANGE colored wires to colored wires to the rear cylinder.
the front cylinder and the YELLOW

Fig. D

Reinstall the throttle bodies into the intake manifolds. Tighten clamps.

Stock connectors

Locate the Throttle Position Sensor on the left hand side of the throttle bodies.

TPS Wire tap

Attach the supplied wire tap to the harness (Fig. E).
PINK wire of the stock TPS wiring

Fig. E

PCIII to the wire tap.
Connect the GREY wire from the
It is recommended to use dielectric grease on these connections.
Reinstall the airbox and connect all hoses and wires.
Route the Power Commander harness as shown in fig. F.
Attach the ground wire from the side of the battery.
Power Commander to the negative

Ground wire

Use the supplied velcro to attach the PCIII to the inner rear fender. to clean both surfaces first.
sure to use the supplied alcohol swab
Reinstall fuel tank and seat.
2004-2007 Suzuki DL650 - PCIII USB - 3

Model Evaluation

Suzukis
Proving That Bigger Isnt Always Better
effort and slick, so that picking the right gear in this rpm-range was no hassle, as well. The exhaust exits just on the right side of the DL650, where the larger DL1000 has a symmetrical pair; one of the easier ways to tell them apart, as they are so visually similar. The muffler has a lightweight silver shield to prevent any leg burns. Although it looks just like aluminum, its actually ABS plastic, and rubber-mounted to resist vibration, so its probably more durable than metal as well. The transmission is excellent. In addition to needing only light effort, you have six nice ratios to choose from and the action inside the gearbox is quick and clean. However, the shift lever is in an odd bottom-pivoted position that looks vulnerable to rocks off road. Also, the lever feels a bit short and its travel is a trifle too long, making you move your foot too much between gears.

V-Strom

by Dave Searle

PACKAGING

E EAGERLY ANTICIPATED the arrival
of the new V-Strom 650. Its larger sibling, the DL1000, had narrowly won our four-way comparison of the big dual-sports in the September 2002 issue, besting BMWs R1150GS Adventure, the Triumph Tiger 955 and Aprilias Capo Nord. Although the competition was tough, the DL1000s combination of power and value made it especially hard to beat. Plus, the new DL650s other mid-sized Suzuki family members, the SV650 and SV650S, have won our praises as well with similar virtues; extraordinary motors and terrific prices. It seemed likely that the new 650 VStrom might have the best combination of the lot, and after putting a lot of miles on the bike, were convinced it does.

POWERTRAIN

Its engine is Suzukis latest version of the 645cc, DOHC, 90, four-valve V-twin. Completely redesigned last year to be shorter front to back and now fuel-injected via excellent dual-butterfly throttles, it is remarkably smooth and powerful for its size, just like all the Suzuki 650 V-twins. However, the DL650 is tuned differently from the SV models. A weight added to the starter clutch increases flywheel inertia for improved smoothness and a more surefooted response in slippery going. Also, new camshafts with shorter duration return more torque in the midrange in exchange for less power at the top end of the rpm

MAY 2004

range. The effect is subtle; from 3400 to 6700 rpm the V-Strom makes more power than the SV models, with a maximum of advantage of 5 hp at 5500 rpm (approximately 10% more than the SV engine), but gives away 7 hp at the peak (62.0 vs. 69.0 hp) and has a lower redline as well, 10,000 rpm to the SVs 10,500. And although the raw numbers might make you think this wasnt a great trade-off, the DL650s power is perfect for everyday use. The SV engines are actually biased toward top end performance and not quite as rider-friendly by comparison, although we know some of you might argue with that. In use, the DL650 engine is strong right off idle, for easy take-offs, and still has more than enough top end power for passing. And unlike the bigger DL1000, which has so much power that its easy to break traction with even light throttle openings in slippery conditions, the DL650s power is perfect for dirt-road use. Always silky smooth-running, it will give you just the right amount of thrust to keep the tires in contact with the dirt. And in many ways, its also better than a pure enduro-style single cylinder engine would be. Its much smoother at low rpm, for instance, and because vibration is never an issue, you dont get fatigued as easily. We tended to favor the range between 30006000 rpm, as in this band the output is plentiful and you have enough compression braking for good control when backing off the throttle. The shifting is also very low

The Bridgestone Trailwing tires actually give surprisingly good off-road traction, along with performing well as street tires. Their treads are not so chunky as to be rough or noisy on pavement, and they certainly dont discourage brisk riding. But they also have such a good bite on dirt that exploring the fringes of civilization becomes simply irresistible aboard the DL650. Even better, the seating is excellent, so a long day of riding brings continuous enjoyment, not a pain in the butt. In this regard, the DL650 is easily the most comfortable of Suzukis 650 V-twin family, plus the smaller V-Stroms seat is also 1.35" lower than the larger DL1000. The passenger portion is also very nice, well shaped and thickly padded. Plus, because the rear seat is level with a large, flat, cast aluminum rear rack, the whole area becomes a natural place for a solo rider to carry a good-sized luggage bag without the need for fitting a pair of saddlebags. The chassis is virtually identical to the larger DL1000s in layout. The main chassis is another of Suzukis trick, vacuum-cast aluminum constructions, to keep weight down and minimize welding during production. While the swingarm uses extruded aluminum arms with a cast pivot section, and the rear subframe is made of rectangular-section welded steel. The steering geometry, 26 of rake with 4.33" of trail, provides a relaxed response to steering inputs, gives great stability, and works well with the character of the bike.

MOTORCYCLE CONSUMER NEWS

Steering precision is very good, and ruts, rocks and roots are easy to avoid off-road. On the street, the cornering clearance is abundant, and allows for plenty of lean angle without touching any hard parts. Studying the tips of the peg feelers, it was apparent that none of the other journalists who had ridden it had scratched them either. In terms of controls, the front brake lever offers a six-position reach adjustment, which facilitates a good feel for different sized hands. However, the clutch is cable operated and there is no reach adjustment feature aside from cable free play. Also, we would have liked to adjust the rear brake lever a little lower, for a more relaxed ankle position, but found it nonadjustable, which is unusual. The position wasnt perfect, but the standard arrangement wasnt a major issue, either. True to its mission, the DL650s fuel capacity is substantial5.8 gallons, just like the DL1000. And because the smaller engine gets approximately five miles further on each gallon of gas (averaging 47.7 to the DL1000s 42.7), the fuel range is even better: 277 miles at our average mpg figure. This adds great peace of mind when you want to find out where a new road ends and youre far from civilization. The big gastank is steel, but it doesnt lend itself to a magnetic tank bag, because the trailing edges of the front fairing wrap over the forward edges of the tank and these are plastic. We used a strap-mount bag most of the time, but did find the tank bag a little bit in the way when we moved to a standing position to cushion the blow of larger whoops and bumps in fast off-road riding. On paper, the 650 V-Stroms suspension doesnt look impressive. Like the bigger DL1000, the DL650s simple damper rod forks are only preload-adjustable, and the rear shock is variable only for preload and rebound damping. However, the rear preload is easily adjustable via a knob above the right side passenger peg bracket. Having a quick way to change the preload is much appreciated, and although we like to have such a knob on the left side, to allow adjustment in motion, we can understand that the lawyers probably like the right side location better. At least it is still easy to do at a brief stop. And as fond as we are of playing with suspension, in practice the factory settings work very well. With 5.9" of travel at both ends, you have enough cushion so that the springs dont need to be too stiff, and the ride feels plush and well-controlled on the street; very appropriate for sport-touring. Yet, in rough conditions, it can handle big-

ger bumps without losing its composure or warning you to slow downvery nice. In fact, youll find yourself asking what it might do with even more aggressive tires quite a compliment for a bike that Suzuki classes only as a street bike, not an enduro. The brakes, a pair of relatively inexpensive single-action two pad calipers up front working on large 310mm discs and, in back, a single piston rear caliper on a 260 disc, are also a nice compromise between all-out power and sensitive feel in slippery conditions. We managed a best stop of 122.9' from 60 mph; just an average figure. But considering the machines tall CofG and relatively narrow 110/80R19 front tire, this wasnt unexpected. The rear tire is a big 150/70R17, and the wheels are 2.50" and 4.00" wide, front and rear, exactly the same as the larger DL1000 models.
Other good points: The headlights are not divided between high and low beams, but both are lit in either position, so youll get plenty of visual information from your surroundings at night. Plus, the, unlike so many bikes, the V-Stroms mirrors give an excellent rear view. Its multi-position windshield is another great idea, and it has also been applied to the bigger DL1000 this year. Rather than making you buy another shield, you now just need to get out the toolkit and remove 10 screws. It may not be super fast to adjust, but the arrangement is sturdy, and the threeposition 50mm range (almost two inches) is very useful. We found that even the lowest position works well most of the time, but for long-range sport-touring, we liked the tallest position.

BOTTOM LINE

Talk about multi-tasking; the DL650 V-Strom can do it. It actually makes a very good dirt/road bike that can do many of the things youd expect of a real enduro bike. But, where most dedicated enduro machines have seats better suited to motocross; high, hard, sharpedged and narrow, the V-Stroms perch is more like a touring bikes, and its not too tall either, just 31.75" by our measurement. And its a very manageable size; weighing a significant 51.5 lbs. less the bigger DL1000. And offroad, the smaller V-Strom can carry its speed so well, that youve got momentum on your side, and wed bet the DL650 can keep a quicker pace more easily than the more powerful DL1000 in rough going. As another point of comparison, you could consider the Ducati Multistrada a similar machine. Although the Multistradas emphasis is more as a high performance street machine, the 650 V-Strom is very nearly as capable on the street, but more comfortable with better wind protection and a more refined, smoother-running engine, and works much better off road. Its also barely half the price. Of course, its not nearly as quick as the Multistrada, but the DL650s comfort is so good that you wont care to be stopping as often either. The DL650 is also an excellent value, priced at $6599. Although it is $700 more than the SV650 and $399 more than the faired SV650S, it is a whopping $2300 less than the DL1000, and it really has no direct competition as a middleweight dual-sport. We think the DL650 V-Strom offers versatility, value, performance and comfort in a rare blend that will surely extend your riding horizons.

Ergonomically, the machine is very nice. Its smooth sides dont present any bulging seams or other obstructions to snag your clothing and the bike is commendably narrow between the riders legs, for a feel of real agility. The riding position, as the photograph above shows, is very relaxed, with plenty of room from the seat to the pegs, and the handlebars at a comfortable height and well-placed in front of you. Compared to the SV models, the DL is vastly more comfortable. The instrumentation is also very well done. In addition to the big speedo and tach, you have a clock that is always visible as well as a real fuel gauge and engine temperature gauge, not just warning lights. The styling of the bike is one of our only gripes. The nose is too blunt for our tastes, and such an exciting bike could look a little more exciting, in our opinions. The factory color choices, dark blue or charcoal black, also dont do justice to its vivid personality. However, we have noted that Kawasaki has their own branded version of the 650 VStrom, and that one is offered in yellow.
Left: The DL650s lighting is very effective; both sides light with either high or low beam. The ten screws that hold the adjustable windshield may take a few minutes to change (lowest position here), but the protection is excellent; we wouldnt need to buy a higher one. The big mirrors are well placed as Below: The instrumentation is complete and the dash is nicely finished, but the speedo is typically inaccurate; an indicated 65 is really 60.5 mph.
Below: Suzukis family of 650cc V-twins all have terrific motors, smooth and with prodigious output for their size. Retuned for V-Strom duty, it has more flywheel weight and different cam timing, giving as much as 5 hp more midrange at a cost of 7 hp off the top end and 500 rpm off the redline. Its satisfying, with just the right sort of power for confidence on slippery surfaces. Its strong right off the bottom, and great fun to ride. The trans is excellent, with perfect ratio spreads and very slick action. Right: This overhead shot illustrates how narrow the bike is between a riders legs. Also, the sides are completely smooth. The footpegs are perhaps a tad too forward to make standing up as effortless as possible, but are a good compromise for everyday riding comfort.
Above: The brakes are just right for the mission; 310mm discs with single-action two-piston front calipers, they are powerful enough for the road but sensitive enough not to be overpowering in the dirt. The rear 260mm disc also gives good control feel.

TESTERS LOG

Before I had a chance to ride the DL650, Fred told me that he wouldnt mind having one in his garage. I thought he had gone bonkers; after all, its only a 650. The power and performance of larger capacity motorcycles tends to spoil me, so I didnt quite understand Freds comment. Then I got to ride the baby V-Strom, and everything came into focus. Ample suspension, surprising power, lighter weight, good lighting, reasonable wind protection, a comfortable seat, and super mileage all come together to make the DL650 a capable adventure-touring bike. The suspension was almost plush by any standard. Cruising at an indicated 80 mph (approximately 72 mph) was effortless. The 650 weighs more than 50 pounds less than its bigger brother, the DL1000. I appreciated the lights as they offered great visibility on the darkest night. And the instruments were very easy to read. The multi-position windscreen does a reasonable job of keeping wind off your upper body, even in the low position. The saddle is very comfortable for making long miles. And how does 51 mpg sound? Even at 45 mph I could clock 200 miles and still have plenty of gas in reserve. No doubt about it, the DL650 is a rider-friendly motorcycle that begs to be ridden. After accumulating around 600 miles on the DL, I must admit that Fred is right, having a DL650 in the garage Walt Fulton wouldnt be a bad thing at all. I spent a lot of really enjoyable miles aboard the 650 V-Strom. Few bikes offer the comfort, performance and manageable weight that it does, while tempting you to take every unexplored road you can find, and to keep going even after the pavement ends. Its ability on dirt roads is remarkable and very confidence-inspiring, and I found it much better than the bigger DL1000 in this regard. Able to enjoy multi-tasking like few other machines, it doubles as a comfy sport-tourer as well as a light duty dirt bike, with much more comfort than any street-legal enduro. The big BMW GS comes to mind as another favorite with similar talents, but the DL650 is lighter, and costs half as much. Whats not to like? Dave Searle

2004 Suzuki DL650 V-Strom
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type:.4-stroke, liquid-cooled, DOHC, 90 V-twin Valvetrain:..4-valve DOHC..shim-under-bucket adjustment Size:..645cc Bore/stroke:..81.0mm x 62.6mm Comp. ratio:..11.5:1 Carburetion:..Dual throttle valve fuel injection, 39mm throttle bodies Exhaust:..21 DRIVE TRAIN Transmission:..6-speed Final drive:.#525 chain RPM @ 65 mph/redline.5150/10,000 DIMENSIONS Wheelbase:..60.6" Rake/trail..26/4.33" Ground clearance:.6.5" Seat height :..31.75" GVWR:..925 lbs. Wet weight:..471.5 lbs. Carrying capacity:.453.5 lbs. SUSPENSION PERFORMANCE Measured top speed.114.5 mph 01/4 mile.12.52 sec. @101.00 mph 060 mph..3.98 sec. 0100 mph.n/a 600 mph.122.9' Power to Weight Ratio.1:7.60 Speed @ 65 mph indicated.60.5 M/C RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR

ERGONOMICS TEMPLATE

33.0"

62.0"

A: front of bike to rear most seating position. B: front of bike to center of handgrip. C: front of bike to center of footpeg.

13.25"

50.1"

31.75"

D: ground to center of handgrip. E: ground to center of footpeg. F: ground to lowest point of seat.
Middleweight Dual-Sport Engine Transmission Suspension Brakes Handling Styling Riding Impression Instruments/Controls Attention to Detail Value OVERALL RATING
Front:.43mm telescopic forks preload adjustable MISCELLANEOUS 5.9" travel Rear:..monoshock, rebound and Instruments:.Speedo, tachometer, hydraulically-adjustable preload digital LCD odometer, tripmeter, 5.9" travel clock, coolant temp. and fuel gauge Indicators:. Neutral, turnsignal, high BRAKES beam, oil pressure Front:.Two 310mm discs with MSRP:.$6599.two-piston, single-action calipers Routine service interval:.3500 mi. Rear:.single 260mm disc with Valve adj. interval:.14,500 mi. single-piston caliper Warranty:.12 mo., unlimited miles. Colors:..Blue, Black TIRES & WHEELS Front:.110/80R19 Bridgestone Trail Wing101 on 2.50" x 19" wheel Rear:.150/70R17 Bridgestone Trail Wing162 on 4.00" x 17" wheel ELECTRICS Battery:..12V, 10AH Ignition:.Digital transistorized Headlight:..Two 60/55W FUEL Tank capacity:.5.8 gal. High/low/avg. mpg:.54.9/41.7/47.7

44.25"

DYNAMOMETER DATA Low end Mid-range Top end
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT. SAE CORRECTED REAR-WHEEL HORSEPOWER

62.0 hp

42.2 lb. ft.
Our favorite of the Suzuki 650 V-twins, the VStroms motor has been tuned for more torque and flywheel effect. The powerband could hardly be smoother and the throttle response is even better than the SV modelsa great engine.

RPM, THOUSANDS

TEST NOTES PICKS Remarkable value for a very capable dual-sport Wonderful engine/transmission package The most comfortable of the Suzuki 650 V-twins by far PANS Dark colors and lackluster styling dont do it justice A standard centerstand would be even nicer More aggressive tires would extend its dirt abilities

STANDARD MAINTENANCE Labor Parts Item Time Oil & Filter.0.25..$15.95 + $12 $15.00 Air Filter..0.5..$28.95..$30.00 Valve Adjust.1.5..$22.72..$90.00 Battery Access.0.25.MF.$15.00 Final Drive.0.3..$18.00 R/R Rear Whl..0.5..$30.00 Change Plugs.0.5..$13.90..$30.00 Synch EFI.1.0..$60.00 Totals 4.8 $93.52 $288.00
Note: MCN Labor rate changed to $60/hr. from $54/hr. in May 2002 q

Model Comparison