Endurance test Suzuki V-Strom 1000

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Endurance test Suzuki V-Strom 1000


Endurance test Suzuki V-Strom 1000

Endurance test Suzuki V-Strom 1000
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In 2002 the Suzuki V-Strom 1000 got off to a very successful start. Does it exude attraction even after 50,000 kilometers, or is there now alternating current?

Thomas Schmieder


The entry in the logbook is
clearly: »On tour with the V-Strom? Any time! A great all-round motorcycle for long distances, manageable enough even for winding streets, predictable and reliable. «She went on tours to the Czech Republic, Sardinia, Corsica or the Pyrenees
Enjoy V-Strom. It received unanimous praise for its engine, ergonomics and handling as well as the good-natured chassis and the excellent light output.
Criticism rained against it for the growth-
massive, bulky appearance. As a result, the 1000s initially provoked skepticism everywhere. There is no need to argue about taste, but “it’s a shame that the look isn’t better” was one of the harmless formulations. Despite all the subjectivity, the design makes it difficult to have an electrifying love affair with Ms. Strom. It opens up by driving, not by looking at it.
When driving, the gray mouse turns into a real fun bike. The water-cooled 90-degree V2, which collects monosyllabic praise such as “great” and “great”, ensures a pleasant flow of energy. It delivers full kilowatts, 72 nominal, inspires with powerful dynamics and great revving? accompanied by a great V2 staccato. Not because of “slack electricity”: The injector starts up even when the tank lock is already frozen and spontaneously accepts gas. Compliment. The electronic cold start enrichment increases the idle speed only slightly.
Below 3000 rpm, the short-stroke jerks unwillingly in the high gears, sometimes accompanied by hacking resonance speed-
which, according to Suzuki, are completely harmless. Rough engine running reinforce not meticulously synchronized throttle valves, two per intake tract, as well as valves that are set too tightly. Quite a few V-Strom owners who shared their experiences with MOTORRAD had to have the valve clearance corrected after 6,000 kilometers instead of the 24,000 kilometers as intended. There was no woman among the senders, apparently the opulent Suzi is a man’s motorcycle.
Typically Suzuki, the V-Strom is also the cheapest representative of its class. And not only can it be cheap. Before the KTM 950 Adventure, it was the lightest long journey with a full tank of 237 kilograms-
enduro, not least thanks to the clean
welded aluminum bridge frame. It looks extremely stable, but the straight-line stability is definitely not. From around 180 km / h the V-Strom begins to oscillate, sometimes frighteningly, depending on the sturgeon-
impulse and tire type more or less strong (see page 22). Consequently, the engine locks at 200 km / h
(Speedometer display: 220) electronically, in fifth and sixth gear not all 98 horses gallop, but up to nine hp are held back.
However, the tendency to pendulum can be a problem. Above all, top cases or loaded suitcases can cause the V-Strom to “wiggle like a lamb’s tail” at 140 km / h. The Suzuki cases from the extensive range of accessories (set price: 319 euros, carrier: 129 euros) bring the rear to a stately 1.14 meters wide because of the two high, large silencers. That thwarts the desire to meander through traffic jams. After all, a new, narrower carrier system is in preparation.
The rear tire held back-
holding gas hand almost 10,000 kilos-
meters through, the front tire made it
a few thousand longer if necessary. Grobstoller à la Conti TKC 80 may not be installed in Germany. Anyway, because cast rims, low ground clearance and not too long suspension travel thwart real off-road use without it-
there. Hand protectors, “engine protection,” which is really just a front spoiler,
her: It is not without reason that Suzuki speaks of a »sport enduro tourer«. The tire recommendations (see page 22) were followed in a test under comparable conditions.
The brakes anchor reliably but unspectacularly. Subjectively, the linings of the front double-piston floating calipers look rather blunt when put on, but they actually decelerate well and force the soft fork to block. And the rear stopper gives you active support. There is no such thing due to the lack of a main stand for chain lubrication, as an original accessory it costs a whopping 220 euros. MOTORRAD switched to the accessory from SW-Motech for 129 euros.
The average fuel consumption of 6.5 liters per hundred kilometers is justifiable in view of the many motorway stretches in the full vacation trim. The imprecise LCD fuel gauge is of little help. With the last eight to ten liters of fuel it drops rapidly from four graduation lines to the last flashing bar, or bars that have already gone out start to glow again, not only in the Alpine carousel. It is better to plan refueling stops with one of the two trip meters. Suzuki regrets and asserts that with a fuel volume of 22 liters and that of the motorcycle
occurring longitudinal forces a more precise display is not possible. “Unfortunately.”
The sixth gear, translated as an incredibly long overdrive, divides the critics. “Great,” say some, “burn across the track at 180, and the engine only turns 6000 / min.” “Total crap,” say others, “a regular gear would suit the engine characteristics much better.” The fact is that MOTORRAD always gives the torque values ​​in gear five. If you stay in the overdrive, which is indicated by a control lamp, you will reach exactly the draft level of the 650 V-Strom.
In contrast to this, on the 1000, the windshield is neither backflow nor flow
height adjustable. It only protects the chest and shoulders well and is annoying with loud roaring turbulence, especially with two people. The MRA Vario-Screen (see page 21 above) offers a remedy, with which you can do it much longer and also with
withstands higher speeds better. The bench is comfortable, long enough and adequately padded. The spring preload can also be easily adjusted hydraulically to the payload using a handwheel.
Sporty riders complain that the handlebars are bent too far back and down. This requires a “very passive, undynamic sitting posture with the elbows folded down,” complains MOTORRAD enduro expert Gert Thole. The rubber-mounted handlebar, tribute to the low-frequency vibrations of the large-volume V-Zwos, dilutes the steering precision a bit. In addition, there are the very soft fork springs with a lot of negative spring travel. You feel a little disconnected from the front wheel and stab a bit callously around the corner.
The power failure caused the drive chain (see page 19) and the intake manifold to suddenly break. The latter jumped with a misfire including Dros-
valve body off. The ignition lock was extremely choppy after 22,412 kilometers, silicone spray made it work again. Towards the end of the test, the cooling water circuit leaked because there was a hose clamp on a line to the radiator
had solved. This has also been done in quite a few
Readers’ letters complained. According to Suzuki, leakage is not a problem if the hose clamps are properly retightened within the prescribed maintenance.
Typical of the model was the loss of
Hydraulic fluid, a leaky cup-
lungs slave cylinder tormented various
V-Stroms from the year of construction 2002, with some machines it has been changed several times under warranty. In the meantime, Suzuki has improved it (see answer below). It is praiseworthy that a secondary air system including two catalyst cartridges reduce pollutant emissions, but the values ​​are above those of the direct competition. The lambda probe, which normally supplies the engine management system with a signal for the mixture composition, held around for a longer period of time-
rushing test drivers and also the factory-
instead of in breath. Only after they had been replaced were difficult-to-reproduce misfires and the illumination of the injection warning light a thing of the past.
The oil consumption is negligibly low for a large two-cylinder. Only 3.5 liters had to be added unscheduled, significantly less than a tenth of a liter per 1000 kilometers. However, because of the untimely short maintenance intervals, there are every 6000 kilos anyway-
meter of fresh lubricant. That drives up the maintenance costs.
The consistently low oil consumption was the first indication that it was in good condition
Engine innards, although the performance over the marathon distance decreased by four hp despite increased compression. That revealed the final performance measurement. Accordingly, the driving performance no longer quite reached the initial level. According to Suzuki, very tight valve clearance can still cost up to four hp within the tolerance values. A valve clearance at the upper edge of the tolerance range should be aimed for.
The engine disassembly after 50000
Kilometers brought many components to light in remarkably good condition, see pages 18 and 19 below. Only the pitting on a single gear wheel is irritating, and the camshafts are a mystery: their hardened surface is flawless, but the cams have half a millimeter less stroke than they should have. We are eagerly awaiting the answer from Japan.
All in all, there is a reason why 4,500 mobile V-Strom power plants have already been installed in Germany alone. The 1000 is a versatile generator with which you can easily recharge your personal accumulator. In principle also in the long term, because Suzuki seems to end the teething troubles of the engine, which originally came from the hapless TL 1000 S athlete-
validly under control. And who knows, maybe one day the design will become the
Travel enduro reversed.

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Accessories tested – Suzuki V-Strom 1000

Despite 160 millimeters of spring travel, the fork should respond more finely, impulses in quick succession make it chug. Progressively wound fork springs improve the responsiveness and offer more reserves on bad roads. That is the positive experience after installing the Wirth springs (phone 04189/811020, www.wirth-federn.de), which cost 79.80 euros. Wilbers and JF-Motorsport also offer similar products. The oil cooler is located directly behind the front wheel, at risk from falling rocks. Touratech’s aluminum oil cooler protection offers more protection (phone 07728/92790, www.touratech.de). It costs 40 euros, and a protector for the water cooler is also available. The standard screen offers only moderate wind protection and produces violent turbulence. Especially in two-person operation, the crew’s heads wobble restlessly back and forth at high speeds, which is annoying and causes headaches in the long run. No doctor or pharmacist offers relief, but MRA (phone 07663/93890, www.mra.de). Your special touring screen has a spoiler on the upper edge, the angle and length of which can be adjusted in seven detents. The rear flow of the spoiler reduces the turbulence; Depending on the body type and driving situation, there is always a suitable position. Cost: 119.90 euros. The disc is also available directly from Suzuki under the spare part number 990D0-06G50 for 134.56 euros.

Cost – Suzuki V-Strom 1000

Operating costs per 50,000 kilometers: 27 l of oil at 7.45 euros at 201.15 euros, 9 oil filters at 10.92 euros at 98.28 euros, 4 air filters at 29.36 euros at 117.44 euros, 6 spark plugs at 10.26 euros at 61.56 euros, 2 sets of front brake pads, 51 each 17 Euro 102.34 Euro 1 set of rear brake pads 52.90 Euro 1 chain kit 218.50 Euro 1 chain 184.95 Euro 1 slide rail 36.69 Euro Brake fluid 13.10 Euro 1 complete steering head bearing 59.54 Euro Small parts / seals 97.33 Euro Inspections and repairs 1591.55 Euro tires (including assembly, balancing and disposal) 1367.00 Euro fuel 3531.26 Euro total 7733.59 Euro acquisition costs 10130.00 Euro estimated price (dealer selling price) 4507.00 Euro depreciation 5623.00 Euro costs per kilometer (with depreciation) 0.267 Euro costs per kilometer (without depreciation ) 0.155 euros

Maintenance + repairs – Suzuki V-Strom 1000

km-Stand New rear tires, Bridgestone Trailwing 152 8865 New front and rear tires, Bridgestone Trailwing 152 12368 Rear tires changed, Bridgestone, Trailwing 152 18979 New front tires, Bridgestone Trailwing 18979 Chain set and slide bar renewed 20744 New rear tires, Bridgestone Trailwing damper 152 23720 Renewed jerk and sprocket bearing (warranty) 26051 Clutch slave cylinder renewed (guarantee) 28057 Rear brake linings renewed, drive chain renewed after chain break 30347 Front brake linings renewed 33315 New tires front and rear, Michelin T 66 X 33315 Both intake manifolds renewed (guarantee), new tires front and rear, Metzeler Tourance 43170 renewed wheel bearing and steering head bearing renewed (warranty 48560) ) 49849

Performance – Suzuki V-Strom 1000

Initial / final measurement 2678 km 50,000 km Top speed * km / h 200 200 Acceleration 0 – 100 km / h 3.4 3.60 – 140 km / h 6.3 6.80 – 180 km / h 11.9 12, 6Drive (5th gear) 60 ?? 100 km / h 4.2 4.3100 ?? 140 km / h 3.9 4.2140 ?? 180 km / h 5.5 6.6 Average consumption over 50,000 kilometers of fuel (normal ) l / 100 km 6.5 engine oil l / 1000 km 0.07

Condition – Suzuki V-Strom 1000

Cylinder head: camshafts, bucket tappets and valve guides are in very good condition. The exhaust valves are ready to be replaced. Cylinder: They are dimensionally accurate and still show the honing marks from production, in places overlaid by slight grooves, primarily in the rear cylinder. The crank drive is in good condition. Power transmission: clutch hub and basket have only very low chatter marks. The lamellas are not found, only the Belleville washer has worked into a steel disc. A spot has broken off on a tooth of the sixth gear output gear. General: paintwork and trim parts in good condition.

Suzuki takes a stand…

…The breakout of material on the gearbox output gear of the sixth gear should indicate a partial surface hardening defect. Since the gearbox already has a mileage of 50,000 kilometers and there has been no dramatic deterioration, we even assume that the outbreak will no longer expand and the gear wheel could continue to be used without hesitation. We are not aware of any such problems at V-Strom so far, we are assuming an individual case … with a power loss of four PS It would be interesting to know the valve clearance data measured at 50,000 kilometers. A valve clearance set as large as possible within the tolerance can bring up to four HP more (depending on the motorcycle and version) than with an engine set at the lower value of the factory valve clearance tolerance … to the leaky clutch slave cylinder This problem is known to us and has already been remedied. This involved manufacturing residues that were partially not completely removed during production, which could then lead to damage to the Simmerring …. regarding the camshafts worn according to the tolerance values ​​We cannot comment on this at the moment, as we currently have no explanation for it. We will send the camshafts to Japan for inspection and then give an opinion … on the short inspection intervals of 6000 kilometers These intervals are required. It should be taken into account that the valve clearance has to be checked for the first time after 24,000 kilometers and for the first time this means that more time is required for maintenance … on the problems complained about by MOTORRAD readers: unstable idling, poor throttle response in the partial load range, defective clutch baskets have an idle speed set exactly at the upper limit and an exact synchronization of the throttle valves do not have the first-mentioned problems. We are not aware of worn clutch baskets …. the valve clearance tends to be tight We are not aware of any cases in which the valve clearance was below the specified minimum limit before the kilometer or time intervals required for maintenance were reached. However, we know that our motorcycles run best with the valve clearance set as large as possible within the tolerance limit, see second answer … on instability at top speed There can be no question of general instability, but accessories such as top cases and side cases certainly have one negative influence on the straight-line stability of every motorcycle. In addition, the concept of the V-Strom is designed for handiness and agility … to the increasing demand for ABSOur offer to purchase a Bandit 1200 S with ABS was unfortunately only used by around 100 customers in the course of a year ?? on one of our best-selling models. If our customers are willing to pay the extra price for an ABS, then we will offer this useful accessory. The Burgman 650, which was available with ABS in 2004, sets a first example. If the market situation is right, we will be happy to equip other vehicles with ABS in the near future.

Tire recommendation – Suzuki V-Strom 1000

Avon DistanceiaInconspicuous tire without major weaknesses, with the exception of the tendency to oscillate at top speed on an undulating motorway. However, the Avon makes the V-Strom noticeably more unwieldy and sluggish in alternating curves such as when turning in. Bridgestone Tw 101 and 152 F Handy tires with good feedback and high cornering stability at any speed. The Trailwing turns very precisely and easily. Disadvantages: slight shimmy and significant tendency to pendulum at top speed. Dunlop D 607 F / D 607 Radial The Dunlop is not in its element on the V-Strom. Indifferent in the steering, slightly wobbly with little lean angle and with significant oscillation at high speed, the D 607 does not harmonize with the Suzuki chassis.Metzeler TouranceGood handiness paired with high driving stability in curves of all kinds ?? without reducing comfort. Even at top speed, the Metzeler Tourance doesn’t bother with its good self-damping. Compliments Michelin AnakeeVery agile, handy tire with impeccable cornering stability and steering precision. Positive: only slight unrest at top speed. Negative: moderate self-damping at the front increases the bumps in the handlebars on bad roads.

Reader experiences – Suzuki V-Strom 1000

The sitting posture is comfortable, also for the front passenger. The powerful engine offers good pulling power from 4000 rpm, but occasionally dies suddenly when idling. The V-Strom is more rough than subtle and elegant, by no means an enduro. Jurgen Plugge, Hamburg I found the Bridgestone tires to be slippery and I switched to Michelin Anakee. The main stand from SW-Motech makes it much easier to lubricate the chain. When driving, the feelings of happiness predominate, but from a speed of 190 the machine commutes on the track.Udo Konieczek, Werne The V-Strom is a great motorcycle, but actually I bought a kit: clutch basket and slave cylinder defective, there was a new one due to sudden engine death Throttle valve sensor, better hose clamps after loss of coolant. Peter Kroll, Singapore After installing Wirth fork springs, the chassis is good. To increase the lean angle, I raised the rear of the vehicle about four centimeters by replacing the reversing lever. This makes the motorcycle even more manageable without affecting straight-line stability. Matthias Schmidt, RatzeburgDeveloped really euphoria for this not really nice moped. The driving behavior is very good-natured, but never boring. After intense grinding and grinding noises, the gearbox is exchanged under guarantee.Till Brandt, RheineAfter 9,000 kilometers, I’m still thrilled. The inspection intervals that are too short and the loud wind noise above the 100 km / h mark are annoying. The consumption is a cheap five liters, but unfortunately the display is rather imprecise. ABS would be desirable. Thomas Zacherl, Munich The upright sitting position makes cornering a pleasure. Absolutely synchronous setting of the double throttle valve relieves unwilling engine running below 4000 rpm, constant travel jerks and engine misfires. The good-sounding silencers from Sebring simply make the rear look nicer. Lutz Schroder, Ahrensburg

First class ladder

The general condition of the V-Strom remained pretty good over the marathon distance, the paintwork did not suffer. Only the manifolds and the inside of the silencers reacted with increased corrosion to road salt attacks in the passed winter

Leaking – Suzuki V-Strom 1000

After 28,057 kilometers, the hydraulically operated clutch could no longer hold its fluid, and the slave cylinder had to be replaced

Separated – Suzuki V-Strom 1000

Shortly before the end of the test, after 49,849 kilometers, the lambda probe for regulating the engine management for the two catalysts was ready for replacement

Storage fever – Suzuki V-Strom 1000

Premature wear plagued the rear wheel bearings (photo), shock absorbers and sprocket carrier bearings in the rear wheel as well as the steering head bearing

In rank and file – Suzuki V-Strom 1000

The second drive chain broke after running less than 10,000 kilometers. Fortunately, it peeled off without blocking

Searching for traces – Suzuki V-Strom 1000

The clutch is flawless with slight chatter marks on the basket and hub, only a spring washer has worked into a steel disc

Ventilation – Suzuki V-Strom 1000

The exhaust valves, which are subject to higher thermal loads, have scorch marks on the valve seat. They are exchanged, the inlet valves ground in

Unsightly – Suzuki V-Strom 1000

The punctual material eruption (pitting) on ​​the gearbox output gear of the sixth gear is irritating, although only a single tooth was affected

Good job – Suzuki V-Strom 1000

The pistons (photo) with their rings are flawless. The connecting rods and their bearings as well as the crank drive are also without complaint

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