It’s been a while since we’ve seen a brand new engine from the engineers at Suzuki.
That’s not necessarily a bad thing. Suzuki has done a great job of repurposing and revising existing engine architectures over the past 20 years. From the GSX-R to the DR-Z, Suzuki has demonstrated that affordable bikes with bulletproof engineering will sell for years with minimal updates as long as the riding experience delivers. unique. And there are worse issues than a brochure full of well-known model lines. Eventually, however, even this strategy will need new blood. I don’t think it will be long before we see a new parallel twin motor design and its versatility could fit all types of bikes.
Suzuki has been working on a middleweight parallel-twin since at least 2013, when the unconventional Recursion and XE7 Turbo concepts were introduced. Although forced induction is no longer part of the plan, Suzuki seems to be moving forward with the parallel-twin design. We’ll likely see this engine as a replacement for the mighty 650 V-twin found in the naked SV650 and V-Strom 650 ADV-tourer. Here’s a look at the original XE7 design:
The parallel twin takes over
In 1998, Suzuki introduced the SV400 and its all-new DOHC V-twin engine. (With its cylinders spaced 90 degrees apart, this engine could also be called an L-twin.) Suzuki increased displacement to 645cc to create the legendary first-generation SV650 in 1999. The 650 L-twin became world famous for its couple character. and thrilling power delivery. It didn’t hurt that the SV’s chassis and running gear were well-matched to Suzuki’s new factory.
This 650 engine also appeared in the 2002 V-Strom 650. Suzuki’s “Wee-Strom” also won international fans for its versatility and fun engine. The 650 L-twin set Suzuki’s mid-size bikes apart from the Japanese competition, and nearly every bike that used this engine was a hit with dealerships. Unfortunately, however, the winds of change are blowing for the 650 L-twin, and Suzuki may retire it after nearly 25 years in production. Its expected replacement is the 700 class parallel twin. What are the odds of Suzuki naming a replacement for the SP700 and P-Strom 700?
In a way, this is exciting news because the 700 could be Suzuki’s first all-new engine in nearly 20 years. Again, the classic 650 remained popular for a quarter of a century because it was practical, reliable and uniquely fun. For better or worse, following Honda, Kawasaki, Yamaha, KTM, BMW, Aprilia and the like into the world of P-twins would mean the end of an era.
What do we know about Suzuki’s p-twin design?
Suzuki patents and concepts over the past 10 years include turbocharged and naturally aspirated designs. Several test mules were spotted in Italy and the bikes appeared to be non-turbocharged. The 700cc non-blonde twin should produce over 70 horsepower, and with the supercharger, Suzuki could have a convincing turbocharged p-twin sport engine that could take on the Yamaha YZF-R7 and Aprilia RS660. I can also imagine a p-twin replacement for the DR650 that could go up against Yamaha Ténéré 700s and Aprilia Tuareg 660s.
If and when a production parallel twin arrives, expect 700-800cc. Unlike the original recursive concept, I think we’ll see a non-turbo engine with dual overhead camshafts. If there is a turbo model for the new platform, Suzuki should keep those cards much closer to the vest. The SV650 and V-Strom 650 have been confirmed to be returning from the 2023 models, so the p-twin might not make an appearance until the 2024 or 2025 model years.