Faults:

Clutch rattle.

This is caused by off-center wear on the clutch basket, which creates play in the internal springs. This results in highly annoying noise and vibration around 3,000 rpm.

The alternator rotor magnets come loose due to the failure of the original factory adhesive.

Build quality is decent, but the surface finish and electrical connectors suffer significantly when riding in rainy or salty conditions. Additionally, the front fork can be a bit too soft for sporty riding—an issue that can be resolved by adjusting the preload or changing the hydraulic oil.

General Comments:

The Suzuki SV1000 is smoother and less powerful than a pure superbike, but sportier than most modern sport-touring motorcycles.

SV1000's robust aluminum chassis, featuring conventional suspension, performs very well.

While the SV1000's suspension isn't quite up to the level of dedicated sports bikes, it is sufficient for most riders. If you do a lot of track days, upgrading the fork and shock will allow you to lean the bike over with ease. The Suzuki SV1000's brakes are powerful, but they work best with fresh fluid.

The declared power output for the Suzuki SV1000 is 118 hp, but the actual figure is around 106 hp—sufficient thanks to its strong torque; however, an exhaust system and optimized power management can unlock even more power from the SV1000 if desired.

As I mentioned, the build quality is generally good, though there are some issues with corrosion and a somewhat lackluster finish. These aren't major problems, but they are a bit annoying; however, the reliability—especially the engine's—is excellent. That said, you have to keep in mind that it requires a lot of maintenance—not quite on the level of a Ducati or other Italian sports bikes, but it does need the proper care to avoid serious issues.

In terms of value for money, the Suzuki comes out ahead of its competitors; back then, it wasn't the most expensive bike on the market. I remember buying mine in early 2014 for just over 5,000 euros—significantly less than a Honda or Kawasaki with similar specs. They must be even cheaper nowadays.

If I still have the motorcycle despite it being somewhat old, it is because—minor issues aside—it is a reliable and quite economical bike. And, of course, beautiful.

Faults:

Nothing has gone wrong with this bike.

General Comments:

I bought this 2003 Copper SV1000S from a Suzuki mechanic, so I am the second owner of a low mile, well maintained SV. I have put about 1500 miles on it.

Aftermarket bits on the bike:

Heli-bars -- Highly recommended for comfort.

Zero Gravity smoked windshield -- Looks great, no complaints.

Full Suzuki fairing... looks great, hides radiator and plumbing.

Corbin seat -- fixes the awful stock seat.

Yoshimura TRS pipes -- true big twin sound, not too loud.

Power Commander 3: needed with Yoshi and fixes lean spots. It should have come like this from the factory. Smooths out the motor and provides much better power from low to mid RPM.

My observations:

This bike is STILL better than 90% of the streetbikes on the road today. In short, it is light, powerful, handles well, has good brakes and fully adjustable suspension, great headlights, low operating cost and is easy to maintain. It sounds great, and you don't see one at every other stoplight.

Large displacement v-twins are just great street motors. This one makes plenty of HP and torque. 0-60 around 3 sec and around 160mph top speed are plenty fast. Top gear roll-ons on the heels of the GSXR 1000. This motor is fuel injected, smooth, and very strong, has a linear power delivery and is stone cold reliable. High revs are not needed here, but they are certainly available. I have spoken to two SV1000 owners with over 100,000 miles on their bikes with very few problems. It also sounds great with some Yoshi pipes on it. It does need a Power Commander with the pipes and to smooth out lean factory fueling off idle to around 5000 RPM. As some others have said, there is a small vibration between 2000-3000 RPM... and then smooth from there on up. Finally gas mileage ranges from 38 MPG to 51 MPG or so depending on your driving.

Suspension is fine for the street up to 7/10ths. It is fully adjustable. Some people use GSXR or Ninja parts for the forks and rear shock for really fast street or track work. I have seen the SVs go very quickly on the track with suspension work. Mine is stock and I like it. No complaints here... especially vs some modern "one setting fits all" suspensions. Some use this bike as a sport tourer and have done long distances on it. I am too tall for that on this bike, but the suspension can truly be adjusted for a plush ride or fast street riding.

Brakes are good to very good with aftermarket pads. Engine braking is great so you really do not use a lot of brakes in normal riding.

Handling is stable, predictable. More than capable of keeping up with anybody on anything on fast buddy rides, and it is less tiring doing so.

Stock seat is terrible... change it at once. Use the Suzuki gel seat or a Corbin or Sargeant.

Ergonomics:

The stock bike has pegs too high and bars too low for all but the most dedicated racer wannabees. I am looking for a way to lower the pegs an inch. I also installed heli-bars, which do wonders for the front. I have seen this bike set up for track use and also for coast to coast adventures.

Overall: 8-9 out of 10.

SV1000S is inexpensive Ducati like performance for way less money, time, and maintenance. It looks great even today and performs as well as anything out there unless you are on 1000cc I4 sportbikes or the new hyper-nakeds. There are lots of bikes with better "specs", but in truth, this is all the bike... and more... that 90% of street riders will ever need or use. Fantastic.