Comparison test between Suzuki DL 1000 V-Strom and Yamaha TDM 900

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Comparison test between Suzuki DL 1000 V-Strom and Yamaha TDM 900
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Comparison test between Suzuki DL 1000 V-Strom and Yamaha TDM 900

Comparison test between Suzuki DL 1000 V-Strom and Yamaha TDM 900
Alb Association

What are two Japanese doing in Baden-Wurttemberg? You found an association to promote pleasure-oriented cornering, take the whole Swabian Alb as a clubhouse and start banging away together.

Ralf Schneider

06/21/2002

It is not without reason that the Swabian Alb is also called “the rough Alb”. Long, hard winters go over their barren plateaus, place names like “Stetten am kalten Markt” give a vivid indication that not only the market freezes there in winter. The motorcycle season is shorter than anywhere else. Instead, it is more intense, more adventurous, especially in the early summer green, interspersed with rapeseed blossom and dandelion yellow.
Because despite all the climatic roughness, the Alb is a wonderfully varied landscape. Its rugged edge, the Alb eaves, the plateau, the extinct volcanoes or the steeply sunk river valleys in the south form a multitude of landscape forms. They are criss-crossed by roads of very different topography, but they have one thing in common: They are ideal motorcycle routes, and ideal for them are motorcycles that can do as much as possible. They demand little effort from their drivers on long tours, are stable in fast corners, easy to handle in slow corners, spring tight and yet offer comfort on the bumpy surfaces that occur frequently. Motorcycles like the Suzuki V-Strom and the Yamaha Want to be TDM 900.
Both have the typical features of large enduro bikes, but refrain from suggesting off-road suitability with large-tread tires and raised fenders, which would be highly dubious at a weight of 223 (Yamaha) and 237 kilograms (Suzuki). Like enduros, they can be easily steered from a high stool, with just as much overview and the feeling of always having everything under control. Already at the beginning of the Alb crossing, on the Hepsisauer Steige, which winds up the Alb eaves narrow and steep between flowering fruit trees, the V-Strom proves to be ergonomically better. The Yamaha TDM places its rider far from the handlebars, the tall, elongated tank pushes them into a passive position, while V-Strom riders are always in the center of the action. Involuntarily they act more cheeky and freer, use the slight tendency of the long-legged motorcycle to tip over for rapid changes in lean angle and enjoy every arabesque in the Winkelwerk. TDM pilots, on the other hand, like to straighten the line a little, because their motorcycle does not wrap itself around the bends as greedily and precisely as the V-Strom.
On the bumpy slope, both chassis make it clear that despite long suspension travel, they cannot offer litter-like comfort. The Suzuki springs sensitive at the rear, but bucks at the front due to the compression damping being too tight, the Yamaha especially at the rear due to a spring that is too hard. Whereby the responsiveness of your fork cannot please, despite the low damping. This is where disadvantages come together that rarely occur together. A rumbling response to small bumps and too fast deflection when braking hard. Top products in fork construction do exactly the opposite, the V-Strom fork makes at least one clear decision. At the expense of comfort, it braces itself vigorously against the forward shift of the wheel load that occurs when braking. It thus ensures better braking force transmission to the front wheel and instills more confidence in the driver.
As the braking measurements of the top tests (MOTORRAD 4 and 7/2002) by TDM and V-Strom show, the Suzuki can even compensate for the blunt effect of its double-piston floating calipers. Which should not be understood to mean that the Suzuki brake is allowed to stay as it is. It requires too much hand strength. In a direct comparison, this becomes particularly clear when those who switch from the Yamaha punch into the first corner to be braked with more speed than planned. But even getting used to it doesn’t change anything: the V-Strom stoppers are more exhausting than the one-piece Yamaha pliers over the course of a long day’s driving. This finding is of the greatest practical relevance for all those who explore the side valleys of the Danube up and down the valley, have rushed down a few steep slopes on the way and may later treat themselves to a descent from the Lochenpass. The same program with a passenger is extra tough for the braking right hand. For the fork of the V-Strom, MOTORRAD recommends the brake of the TDM and vice versa.
The fact that this exchange will never take place is not tragic either. The detailed pros and cons of the preceding passages are ultimately not about knockout criteria, but about small, albeit noticeable, differences. Whatever the testers didn’t like about the Suzuki V-Strom and Yamaha TDM weighs relatively lightly against the fact that both are simply good motorcycles. Who are currently on a tour in one of the most beautiful motorcycle areas there is in Germany. So let’s put the analysis aside for a moment and swing easily through the Seeburg Valley to Bad Urach. Wide curves, which allow highway speed plus VAT – with the French tax rate – and at the same time are drawn so long that the exit cannot be seen from the entrance. Rock walls, tree-lined slopes are dynamically crooked in the field of vision, persistent inclines ensure a pleasant tingling sensation and excitement. Simply wonderful, this smooth, fast glide. It is the charm of this valley that almost everyone can find the same rhythm here. Rarely has a motorcyclist poked through the corners cramped or forced the pace.
Only when the valley ends does the warning lamp glowing in the cockpit of the Suzuki become apparent. It indicates that sixth gear, the overdrive, was engaged, with which the driver made the engine comfortable. Those who don’t feel it – who doesn’t feel it? ?? reminds them of the low acceleration capacity of the V-Strom in overdrive and warns of overtaking. The sixth is geared so long that the V-Strom reaches its maximum speed in the fifth, which is why the torque was also measured in this gear.
Because the Suzuki engineers did not want to allow any top-speed orgies, they quickly stole nine hp from the modified TL 1000 engine in fifth and sixth gear using special ignition and injection maps. The V2 only develops its full, plump temperament up to the fourth, above which it makes a lot of sense in the electronics. Although the throttle precautions that cannot be influenced are barely noticeable in practice, one prefers the straightness of the TDM in terms of the engine. Not that it was powered by a low-tech engine. On the contrary. Since it has been allowed to call itself 900, its mixture has been processed by an injection system and its exhaust gases are cleaned by a G-Kat. These components harmonize perfectly with the traditional engine concept of the five-valve. As the peak of a full power curve, it delivers an honest 80 hp to the clutch. In every aisle. The performance is noticeably inferior to that of the V-Strom with a displacement of 99 cm³ only in the passage. On the other hand, the TDM 900 runs a tiny bit faster and moves more smoothly at top speed than the V-Strom, which here tended to oscillate much more than earlier test machines.
Although the TDM does not have a fuel-saving overdrive, but rather a precisely graduated transmission that can now be shifted with delicate swabs, it consumes even 0.3 liters less than the V-Strom drive over 100 kilometers. With a tank capacity of 20 (TDM) and 22 liters (V-Strom), both have a range that is absolutely suitable for touring.
Larger differences arise again in the running culture. The in-line two-cylinder of the Yamaha with its two balancer shafts runs extremely cultivated, while the Suzuki-V2 rumbles and shakes under load like a beet chopper. Earlier V-Strom motors were not familiar with this either. And thanks to the irregular crankshaft and ignition offset, which makes the in-line twin sound like a 90-degree V-engine, Yamaha has given away smoothness in favor of the sound design. In short: the TDM remains pleasant in every speed range between 3000 and 9000 rpm, on the Suzuki the driver likes to limit himself to the high-torque mid-range between 4000 and 6000 rpm. The only weakness of the Yamaha drive is the pronounced load change shocks that need to be alleviated in tight bends with light use of the rear brake.
Towards evening, after hundreds of curves, the desire for a longer straight sprouts, sorting the balls of curves around the Danube valley as if by themselves in the direction of the motorway. There, observations about the wind protection of the two motorcycles force themselves. Especially the fact that it is difficult to make a consistent statement. The smaller people tend to get along well with the higher disc of the V-Strom, while larger people sometimes complain about humming noises and whirls that tug their heads. Many find too little coverage behind the narrow pane of the TDM, some find it good. According to the motto: Better to be protected up to chest height, to get the wind down without being swirled, than to receive wind ear slaps all the time. There remains the reference to higher windshields, which Yamaha and Suzuki offer as accessories and the advice to try all possibilities. So that everyone can put together the optimal wind protection themselves. In addition, both manufacturers offer a main stand that makes service work much easier. And for trips that go far beyond the Swabian Alb, there are thick top cases and cases. And once you’ve been there, you really ask yourself why you should wander even further afield. Except in winter, of course.
By the way: Everyone who wants to know should research the French VAT rate themselves.

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Alb Association

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Technical data: YAMAHA TDM 900

YAMAHA TDM 900 engine Water-cooled two-cylinder four-stroke engine, two balance shafts, two overhead, chain-driven camshafts, five valves per cylinder, bucket tappets, dry sump lubrication, electronic intake manifold injection, Ø 42 mm, engine management, regulated catalytic converter with secondary air system, electric starter. Bore x stroke 92 x 67, 5 mm, displacement 897 cm³, rated output 63.4 kW (86 PS) at 7500 rpm, max. Torque 89 Nm (9.1 kpm) at 6000 rpm Pollutant values ​​(homologation) CO 1.93 g / km, HC 0.17 g / km, NOx 0.03 g / km Power transmission Mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chassis bridge frame made of aluminum profiles, load-bearing motor, telescopic fork, standpipe diameter 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, single-piston caliper at the rear, Ø 298 mm, disc brake , Ø 245 mm. Tires 120/70 ZR 18; 160/60 ZR 17 tires tested Metzeler ME Z4 front, ME Z4 chassis data Steering head angle 64.5 degrees, caster 114 mm, wheelbase 1485 mm, spring travel f / r 150/133 mm. Dimensions and weights Seat height * 825 mm, weight with a full tank * 223 kg, payload * 201 kg, tank capacity / reserve 20 / 3.5 liters. Two-year guarantee with unlimited mileageColors: dark blue metallic, silver, yellowPrice including VAT 9,590 euros, additional costs 160 euros * Motorcycle measurements

Technical data: SUZUKI DL 1000 V-Strom

SUZUKI DL 1000 V-StromMotorWater-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, gear and chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 45 mm, engine management, regulated Catalytic converter with secondary air system, electric starter. Bore x stroke 98 x 66 mm, displacement 996 cm³, rated output 72 kW (98 PS) at 7600 rpm, max. Torque 101 Nm (10.3 kpm) at 6400 rpm Pollutant values ​​(homologation) CO 2.37 g / km, HC 0.49 g / km, NOx 0.12 g / km Power transmission Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chain, chassis, bridge frame made of aluminum profiles, screwed rear frame, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, double-piston calipers, floating brake discs, Ø 310 mm, disc brake, rear, Ø 260 mm .Tire 110/80 R 19; 150/70 R 17 tires tested Bridgestone TW 101/152 Chassis data Steering head angle 63.5 degrees, caster 111 mm, wheelbase 1535 mm, spring travel f / r 160/163 mm. Dimensions and weights Seat height * 855 mm, weight with a full tank * 237 kg, load * 203 kg, tank capacity 17 liters. Two-year guarantee with unlimited mileageColors blue, silver-gray Price including VAT 9,990 euros Additional costs approx. 140 euros * MOTORCYCLE measurements

2nd place – Yamaha TDM 900

Despite its slightly inferior pulling power, the in-line two-cylinder of the 900 TDM appeals with its impeccable manners, maneuverability and low fuel consumption. Even the much scolded gearbox has become really good in the third edition. But the spring elements have to be more tightly tuned and better synchronized, and the seating position should also be revised. That would significantly increase the cornering speed of the TDM without diminishing other good properties.

1st place – Suzuki DL 1000 V-Strom

A good idea to combine elements from street motorcycle and enduro construction. They give the Suzuki V-Strom an extra wide range of uses, ranging from traveling alone or as a couple to lively cornering. Thanks to its powerful engine and its, despite its high-speed instability, better chassis, the V-Strom has a clear lead in points. Of course, this should neither gloss over the commuting nor excuse the rough vibrations of the test motorcycle.

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