All Duels – Duel R1200GS vs V-Strom 1000: Suzuki stands out – Trail V-Strom 1000: small but strong

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R1200GS vs V-Strom 1000 duel: Suzuki stands out

All Duels - Duel R1200GS vs V-Strom 1000: Suzuki stands out - Trail V-Strom 1000: small but strong

The V-Strom 1000 soon arrives in Suzuki dealerships but is already measuring itself on Site against the BMW R1200GS, an essential reference on the market. How does the new Japanese maxitrail come out of this duel? By standing out… Comparative test.

Trail V-Strom 1000: small but strong

In town, the two motorcycles compete in agility and allow you to navigate efficiently in the flood of cars: they have almost the same shank angle. And if the frame and the wheelbase are longer on the Suzuki, its tires are thinner (110 and 150 against 120 and 170 on the BMW).

Good point for the two trails as well: the cautious ascending lines are not too disturbed by the handlebars, which pass over the majority of the mirrors. However, be careful with those of vans !

The turning radius of the V-Strom 1000 is remarkable but falls short of that of the particularly impressive R1200GS. However, the handlebars of the BMW are so wide that it requires a large amplitude from the rider in the chest and arms, not easy at first..

We are therefore more willing to engage in a gymkhana session at the controls of the V-Strom, even if its controls, precisely, are harder than those of the GS. The levers of the Suzuki, both adjustable in spacing, require a little more grip.

The Suzuki gearbox is not as smooth as those of its siblings (V-Strom 650 in the lead, read our) but it turns out to be more pleasant to use than the slower and noisier one of the Bmw.

Japanese, easier than German

The Suz ‘throttle requires less attention than that of the Behème, which is very sensitive on the first degrees of opening. Fortunately for the GS, the cardan transmission is transparent to use, unlike that of the Suzuki which generates some jerks, especially when decelerating, accentuated by cutting a sudden hint of the injection.

Less quick than the BMW twin-cylinder to send the tachometer needle to waltz beyond 4000 rpm, the Suzuki engine is appreciated above all for its good will. While it once pounded under 3000 rpm, it now accepts to resume just above 2000.

The faint whistle that emanates from Hamamatsu’s mill is not – too – unpleasant. In any case, it shows itself to be much more bearable in the long run than the vociferations high up in the towers or the incessant distribution noises emitted by the Munich engine ("made in Berlin"!)

Whether in urban areas or on small roads, the Suzuki suspensions receive the congratulations of the jury. Faced with the innovative, complex and expensive components of the BMW (ESA set to "Normal"), the Kayaba fork and Showa damper of the V-Strom offer comparable comfort..

MNC regrets that the more than precarious grip of the roads traveled during our winter duel did not confirm the great versatility of the V-Strom 1000 suspensions, seen during rare accelerations and really heavy braking….

When approaching tight curves, use of the right lever should be more measured on the R1200GS. The more moderate bite of the V-Strom should therefore appeal to city dwellers and quiet riders, but leave the more athletic hungry..

All bikers, without exception this time, will blame the Suzuki for the hardness of its brake pedal! On wet, greasy or tricky roads – we had all three at the same time! -, ABS is triggered much more often on the V-Strom than on the GS, due to the lack of feeling under the right boot…

During a fast but very informative passage in a muddy road, Site was able to realize that the ABS of the Japanese was not as good as that of the German. The intervention of the on-board system on the Suzuki further extends the braking distances.

In addition, fans of country outings will regret that the ABS of the V-Strom 1000 cannot be disconnected, whereas it is possible on the R1200GS. Beginners will still prefer to ride with the Suzuki, less bulky than the big BMW..

The same excursion on this unpaved path also made it possible to validate the superiority of the traction control of the Suz ‘against the ASC of BMW. More progressive and soft, the "traction control" of the V-Strom even goes almost unnoticed on the road !

In its most intrusive mode (set to 2), the "TC" prevents any escape of the rear wheel – which can intervene faster than you think – especially when you have an engine as torquey as the one. of the V-Strom! The warning light comes on on the instrument panel and the engine speed is regulated, but the pilot does not feel in danger for all that..

Be careful, slippery pavement !

At the handlebars of the BMW, the backfiring of the pot and the sudden drop in power disturb more. Cautious or even worried, the driver can always engage the "Rain" mode which significantly restricts the Boxer in low and mid revs.

Suzuki, which was however the first manufacturer to integrate mapping modes on a production motorcycle (read in particular our), skips its V-Strom 1000. Users, delighted by the effectiveness of traction control, should not blame him.

Perfectly configured and very progressive, the Suzuki’s traction control even allows you to have fun: set to "TC1" via the left stalk – you can also put it "off", even when driving, provided you turn on the throttle -, it allows a slight and constant slip of the rear wheel, easily controlled from the handlebars. For a bit, we almost think we know how to drift !

The V-Strom’s engine voluntarily rupts at 9,500 rpm, or 500 rpm higher than that of the GS, but does not have the same extension … There is no point in climbing beyond 7,500 rpm. min: this turns out to be rather counterproductive. There remains a good range of use of 5000 rpm !

In the first half of the tachometer, the V-Strom 1000 manages to hook up the rear wheel of the R1200GS. Set to "Dynamic", the Flat 1200 has taken a step ahead of the V-Twin 1000, then slips away inexorably as their revs climb..

On the road, the recovery tests clearly give the advantage to the 1200, but on the motorway where the two machines gallop at the same rate (110 km / h at 4000 rpm in sixth), the 1000 proves to be quite strong. The V-Strom, in general, is very effective over the long haul.

It is devoid of all vibrations, even during acceleration, which is not the case with the BMW. The driving positions – and therefore the comfort – are comparable and we only regret that the saddle of the V-Strom, with the suitable width in its rear part, is not as smooth as that of the BMW.

The Suz ‘bubble offers good protection for the bust and shoulders. By moving it forward as far as possible – you only have to push it with your left hand to the second notch, before the automatic return to the basic position – the air flow is deflected towards the top of the helmet, even above for less than 1.70 m.

For taller pilots, the use of a screwdriver will be mandatory to enhance the screen of the V-Strom. The BMW screen, on the other hand, does not require any tools: the precious wheel modifies both the inclination and the height of the screen. Sehr gut !

Like the driver, the passenger in the BMW benefits from a slightly thicker saddle. But the "co-pilot" of the Suzuki is not to be pitied: the grab handles are perfectly gripping, the high tank offers a second useful point of support and the legs, admittedly a little more bent than on the GS, do not suffer. not at all.

Verdict: Suzuki the cheek thin

Better: on the V-Strom 1000, the passenger is not bothered by the noise of the exhaust, while it ends up being on the R1200GS. This is the price of the ever more sporty orientation of the German trail, even if it manages to remain extremely versatile in driving, especially thanks to its excellent – but expensive – ESA !

Suzuki is also counting on this observation to succeed: by offering a more affordable trail from a financial point of view, the Japanese manufacturer wishes to satisfy bikers who cannot afford the venerated – rightly – R1200GS.

Unlike the Honda Crosstourer, Yamaha Super Tenere, Ducati Multistrada or Triumph Tiger Explorer, the Suzuki V-Strom 1000 has chosen not to tackle the R 1200 GS head-on. Also more accessible from a dynamic point of view, the new Suz ‘should score points with customers of this type of motorcycle: often old wise bikers. !

Some of MNC’s readers will not fail to notice that this path is already widely explored by Kawasaki with its Versys 1000 and Triumph with its Tiger 1050, and that it has not resulted in the expected success … he excellent image of the V-Strom 650 (and its pool of potential customers!) will it allow its big sister to do better? Case to follow on MNC: stay connected !

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