Min Max. Discount Range. 60% Off & More (3) 50% Off & More (18) Kaoko Throttle Stabilizer Suzuki V-Strom 650 / 1000 With OEM Handguards $ 130. 49 $ 144.99. 10% Why you want it: Suzuki donā€™t have a lot of luck when it comes to their premium big capacity sporty V-twin models and after the disaster of the TL1000S and TL1000R, with an engine going spare they instead looked toward their most successful V-twin for inspiration ā€“ the SV650. Surely the thousands of happy owners of this wonderful middleweight would just love to upgrade to a larger capacity versionā€¦ Sadly the reality very quickly proved a different story. Even from the outset in 2003 the SV1000 and SV1000S were unpopular and sales never took off for what should, in theory, have been a smash-hit for Suzuki. So what went wrong with the big SV and why should you now be considering owning one? When they created the big-capacity SV model, Suzuki assumed that owners of the firmā€™s middleweight would want to upgrade. But this wasnā€™t the case. Most SV650 owners loved the light weight and easy power offered by the middleweight and felt the 1000 would be intimidating. So, with this group ruled out, Suzukiā€™s hopes lay with fans of the ill-fated TL-S, who they hoped would want a modern take on this iconic (for generally the wrong reasons) naked V-twin. But with conventional forks, a budget frame and less power than the TL, sadly this group of riders also shunned the SV. The end result was a bike that very few riders were tempted to consider and as a result the SV was a showroom flop. But that was then, is the SV1000 now worth looking out for as a used buy? Where it all began ā€“ Suzuki's TL1000-S There are two major factors that may tempt you to buy an SV1000 ā€“ price and that engine. For starters the SV is a real bargain with a decent one easily snapped up for less than Ā£3,000. Do so and you will fall in love with that thumping V-twin motor that remains packed full of charm with a wicked exhaust note and stacks of grunt. Itā€™s a cracking engine and while not amazingly powerful, is still a million miles away from an inline four in terms of character. Add to this bullet-proof reliability, cheap service costs and it is hard to argue against the SV. Or is it? The issue with the SV1000 is, and always has been, the fact it feels a bit low rent. Conventional forks, a budget frame, minimal plastics and a look that is identical to a cheap middleweight does nothing for its kerb appeal. A lot of owners pimp up their SV1000 (mainly the naked bike) and get some great results, but you are always dressing up a sheep in wolfā€™s clothing. And while the SV1000S has a half-fairing, in truth it isnā€™t a very good sports tourer and isnā€™t brilliant at commuting either. So should you consider an SV1000? Ironically, due to the fact that middleweights have grown in capacity in recent years, the SV1000 is now appealing to the very riders Suzuki hoped it would in the first place ā€“ fans of the SV650. As the SV has stuck at 650cc where its rivals have expanded to nearly 900cc, the SV1000 now seems a sensible step up rather than an intimidating beast. When you look at its price tag, and the fact V-twins are fairly rare beasts nowadays, owning an SV1000 certainly has its appeal. What to look for: Somewhat unsurprisingly considering it is a fairly tried and tested unit, the SVā€™s engine is nice and solid. While having its roots in the TL-S engine, Suzuki actually made 300 changes to the SVā€™s engine in an effort to increase reliability and as a result the clutch is more robust, the fuel injection system improved and the gearbox also stronger. However it isnā€™t perfectā€¦ One major, and quiet odd, fault with the SV1000 are the magnets on the stator, which can work loose. Itā€™s a very strange issue that is fairly unique to the SV, however a quick internet search soon reveals that forums are awash with pictures of the fault and suggested fixes. Generally, if the battery starts to go flat, assume the magnets are working loose and break out some glue to fix them back in place (look on forums for guides)! If you are lucky they wonā€™t have caused any damage, but there are incidents of some fairly substantial resulting electrical woesā€¦ Big V-twins can run lumpy when their throttle bodies arenā€™t balanced and owners report that this makes a huge difference to how an SV1000 feels on the initial part of the throttle opening. If the bike is a bit of a pig at low speed, assume it needs a service and its throttle bodies nicely balanced. That said, always be wary of any fault codes or warning lights on the dash as a lumpy running bike can also be due to a cam-position sensor failing. The good news is that the unit costs less than Ā£40 new (used ones are Ā£15-Ā£25) and is a reasonably easy item to swap. There are occasional reports of coils and HT leads failing, but these are fairly rare, and clutch slave cylinders can also spring a leak alongside the left-hand crankcaseā€™s O-ring. The SV1000 more than the SV1000S tends to attract those who like to modify their bike and you can fit a variety of other Suzuki parts onto an SV. One very popular mod is to slot in a shock from a GSX-R K3 (a ZX-6R shock also fits), but when you factor in altering its spring rate and damping to suit the SV, you are better off buying a quality aftermarket item that is build specifically for your weight. Watch out for bikes with aftermarket bars fitted and ensure that the brake and throttle control lines arenā€™t compromised when the forks are fully extended and the bike is put on full lock. Finally it is the old enemy for Suzuki budget models ā€“ finish. A lot of forum users are fairly unhappy with the SV1000ā€™s level of finish and corroded fasteners, rusty discs and paint flaking off the fork legs are the main gripes. It is built to a price, and compromises have to me made somewhereā€¦ Any updates? At a quick glance, the first and last SV1000 models look fairly similar, so you would be forgiven for thinking that it wasnā€™t updated ā€“ however this isnā€™t the case. After its 2003 launch, the 2004 SV1000 and SV1000S were subtly modified with a new swingarm that was slightly longer alongside an aluminium subframe and lower footpegs. This was kept fairly quiet by Suzuki, so you need to break out a magnet to see if the bike has a steel or aluminium subframe. Far more obvious is the 2005/06 update, which saw both models gain a black painted frame and swingarm as well as a modified engine that featured higher compression, larger throttle bodies and a lighter flywheel to boost mid-range. To improve the SVsā€™ handling, the suspension was also tweaked to add some extra support through revised damping rates. While not technically updates, a few ā€˜specialā€™ models were released as sales slumped towards the end of its life. There was a ā€˜cafĆ© racerā€™ naked bike and a fully faired SV1000S, which was just the stock bike with an official Suzuki aftermarket accessory fairing added. The 2005 SV1000SZ was released to celebrate the 20th year of the GSX-R brand and came with a black frame, full fairing carrying a GSX-R-style paint scheme and slightly re-tuned engine with 5bhp extra. What to pay for a Suzuki SV1000 and SV1000S (2003-2008): Both SV1000 models were targeted at price-conscious buyers and as a result of a low RRP, used prices are also remarkably affordable. You can pick up an early SV1000 for in the region of Ā£2,000 and it wonā€™t have covered that drastic mileage with mid-20,000s fairly common. Thatā€™s great value for money. Up your budget to Ā£3,500 and you can get a lovely machine with an absolute beauty costing less than Ā£4,500 from a dealer. The S is a little more plentiful in the used market than the naked bike, which means it is even cheaper. An early model can be snapped up for less than Ā£2,000, but due to its fairing mileages tend to be higher so over 30,000 is common. Ideally, aim to spend between Ā£2,200 and Ā£2,500 and you will get a tidy lower mileage early example. If you have Ā£3,000-Ā£3,500 you can get a very tidy example with Ā£4,000 the realistic ceiling figure for a minter. Who to ask: The UKā€™s foremost expert on anything TL or SV-related is James Holland at JHS Racing in Bristol. Big-bores, tuning, servicing, he knows everything you need to know about the SV1000 and can be contacted at When it comes to ownersā€™ clubs or forums, head to either which is an excellent source of information, which is better for modification tips, or which caters for the SV alongside the TL. Suzuki SV1000 & SV1000S (2003-2008) Specification: Used price From Ā£2,000-Ā£4,500 Capacity 996cc Bore x Stroke 98 x 66mm Engine layout V-twin Engine details Liquid-cooled, 8v, DOHC Power 123bhp ( @ 9000rpm Torque (102Nm) @ 7200rpm Top speed 155mph (est) Transmission 6 speed, chain final drive Average fuel consumption 38mpg (est) Tank size 17 litres Max range to empty (theoretical) 150 miles Reserve capacity 28 miles Frame Aluminium trellis Front suspension 46mm conventional forks Front suspension adjustment Fully adjustable Rear suspension Monoshock Rear suspension adjustment Fully adjustable Front brake 2 x 310mm discs, four-piston calipers. Rear brake 220mm disc, two-piston caliper. Front tyre 120/70 ā€“ ZR17 Rear tyre 180/55 ā€“ ZR17 Rake/Trail 25Ā°/100mm Dimensions 2130mm x 790mm 1170mm (LxWxH) Wheelbase 1435mm Ground clearance 140mm Seat height 810mm Dry weight 208kg (wet) Looking for motorbike insurance? Get a quote for this bike with Bennetts motorcycle insurance 30mph-55mph = 166F. 55-75 = 166-173. hard use (twisties solo) = 177. Extreme use (twisties with riding buddy being a motivational influence) = 185. Won't breach 230F with water/eg/ww and won't breach 227F with water/ww while sitting on a 80F day. Water/WW only. at least until I snag some eg for the winter season.
Suzuki jumped on the liter V-twin bandwagon in 1997, and though the fine TL1000S didnā€™t meet sales expectations, they made some changes and released the SV1000S in 2003. This one-owner example has been tuned and personalized, but ridden only 3,000 Suzuki SV1000S for sale on eBayWhile the vacuum-cast aluminum chassis looks beefy, a look from ā€“ inside ā€“ shows it is not solid, but a complex array of stiffeners, adding lightness and rigidity. The 996cc twin has many changes from the TL1000S including forged pistons, lighter con-rods and timing chain. The intake and valve train is optimized for its 75 torque ā€“ though peak power isnā€™t nothing at 123 hp. Right-side-up forks and monoshock are multi-adjustable, and there is a steering damper and slipper clutch to help the big twin mind its manners. Brakes are from Tokico and 310mm in front, 220mm out South Jersey owner has addressed every comment the media had about the SV1000S, and made several cosmetic updates as well. A more open exhaust and accompanying Power Commander has allowed the engine to be heard, some reviewers thought it was too quiet. Braided brake lines firm up the lever and pedal feel, and an adjustable steering damper has been added. Suspension has been updated and tuned, and the supersport fairing has been made full with factory parts. Not to mention a lot of blue anodized and carbon accents. From the eBay auction:Suzuki OEM Lower Fairing OEM Solo Seat Tail SectionHot Bodies Undertail Section w/ Flush Mount LED Turn Gravity Smoked Double Bubble Race Extender Walker Holeshot High Mount Stainless Dual Exhaust and Hines Power Fabricated Tank Riser Forced Air Stage I Air Racing Radiator Guard (Anodized Blue).Traxxion Dynamics Road Raced Tuned ForksPenske Triple Clicker Rear Shock w/Remote Dog Bones Ride Height Custom Brake/Clutch Lines (Carbon Look w/Blue Anodized Ends).GPR Steering Stabilizer (Blue Anodized).Tapered Steering Head Woodcraft Road Racing Rear Sets w/Brake Light Switch Frame / Swingarm Slider Stand Axle Carbon Fiber Road and Race Clutch Adjustable Levers (Anodized Blue).SBS Brake Rear Fiber Gauge, Triple Tree, License Plate, and Gas Cap and TiForce Titanium Hardware Throughout (Anodized Blue)Brand New Dunlop Q3 New Maintenance Free Sealed Battery w/ Battery Charger Quick SV1000S could only long for the success of the jack-of-all-trades SV650, and though Suzuki could have presented a model as exciting as this ownerā€™s, the cost probably wouldnā€™t have helped matters. As offered, the bottom line is a little more than the usual 15 year-old Suzuki, but the new owner of this SV will have a basically new bike, itself a comprehensive update to the TL1000S, professionally updated in every important way. Itā€™s also one of a very few monoposto SVā€™s with full bodywork, its angular complexities downplayed by the dark blue Commentsreport this adList Your Bike on RSBFS!report this adreport this ad
the Suzuki SV650 quickly became a riderā€™s phenomenon around the world. Not only was this universal motorcycle well-suited for urban roads but it was right at home on the racetrack too. Raising the ā€œV-Twin fun machineā€ performance even higher with latest Suzuki innovations, the SV650 now sets a higher standard. The SV650 is a riderā€™s go Seat Height: 31.5 in OR 800 mm. Weelbase: 56.3 in OR 1430 mm. Ground Clearance: 5.9 in OR 150 mm. Weight: 412 lbs OR 187 kg. Fuel Capacity:
AU $4,500.00. For sale is my XXXX Suzuki SVXXXXS with XX,XXXklm's (average X,XXX Klm's per year ). Rego till XX/XX/XXXX. The bike has got many extras. Handle bar raisers with Renthol Bars, adjustable levers, Oxford heated grips, Staintune stainless mufflers, wave disks, steel braided brake lines, radiator Australia Suzuki / SV1000S.

355 posts Ā· Joined 2005. #4 Ā· Dec 29, 2005. aspeyrer said: looking at all the dyno charts from members, most average 108-112 peak Hp and 68-71Ft lbs torque. now look in the motor cyclist magazine, look at the last two pages, lots of bikes listed by manufactuer with Hp and torque. stock 2003 Sv1000N or Sv 1000S model 111Hp and 69Ft lbs torque.

lAU5F2L.
  • hymfde8ojo.pages.dev/169
  • hymfde8ojo.pages.dev/362
  • hymfde8ojo.pages.dev/37
  • hymfde8ojo.pages.dev/219
  • hymfde8ojo.pages.dev/328
  • hymfde8ojo.pages.dev/73
  • hymfde8ojo.pages.dev/348
  • hymfde8ojo.pages.dev/273
  • hymfde8ojo.pages.dev/12

    • suzuki sv 1000 v max