The easy-to-read instrument cluster features a gear indicator along with an analog tach, a digital speedometer and the usual idiot lights, but no fuel gauge. With no protection from the wind or the elements, the rider takes in the face and chest above 80 kph, and I would source a small windscreen to create my personal bubble of rain-free calm for touring, but not too big so that air can still circulate and keep me cool.

The easy-to-read instrument cluster features a gear indicator along with an analog tach, a digital speedometer and the usual idiot lights.

A big heart in a small package
The Gladius inherited one of the great engines in the bike world, used on several Suzuki models for the last decade and always an excellent performer. The internals have been updated to reflect the gentle intentions of the Gladius, namely provide a fatter and flatter torque curve across the everyday rev range, an instantaneous throttle response, no vibrations, and enough power for two-up touring with some baggage. And it works, with improved fuel vaporisation from the injector showers, reshaped cams and smaller intake ports, and a clutch and gearbox as light to operate as those of a 250.

The modifications add up to one extra pound-foot of torque and a drop of three hp when compared to the SV650 donor bike, a result at odds with the improved response and adequate power still on tap on the Gladius when you need it. In fact, it is the spread of torque over the every day rpm range that makes the motor more user friendly and delivers that enjoyable snap, while the 5% drop in power is really too small to notice anywhere but on a track. When pushing it, the engine climbs nicely up to the 10,500 rpm red line, with another 1,000 rpm available before the engine cuts out, to save a shift between corners – if you are so inclined.

The Gladius inherited one of the great engines in the bike world.