Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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The seat of the revised Honda Crossrunner is height adjustable.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda relies entirely on digital displays. The disc is not height adjustable.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Radially mounted calipers on a conventional fork are rare.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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The seat of the Suzuki V-Strom 1000 forces the driver’s knees wide apart.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki prefers the analog tachometer and a prominent gear indicator.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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The upside-down fork of the Suzuki V-Strom 1000 can also be adjusted in compression.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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The impressive torque curve of the Suzuki V-Strom 1000 shows what the engineers aimed at when redesigning the engine: The former sports engine was trimmed to produce as much torque as possible at low speeds.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Honda Crossrunner.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
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Suzuki V-Strom 1000.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Niche duel of travel enduro bikes

The Honda Crossrunner has more power than normal 800 cc touring enduros, and the Suzuki V-Strom 1000 with 1037 cm³ is between these and the 1200 cc. Because they are so different, both find their niche in the intermediate realm.

Who between the Honda C.Rossrunner and the Suzuki V-Strom 1000 switches back and forth, experiences two engine concepts that could hardly be more different. One would almost think that the developers, in a kind of reverse external control, avoided precisely those characteristics of their machine that are particularly pronounced in the other. That is of course not the case.

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Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test
Niche duel of travel enduro bikes

Honda Crossrunner with the higher peak performance

Regarding the character differences mentioned: The Honda Crossrunner’s 782 V4 is a high-speed engine. At the bottom he pulls out without complaint, but not particularly committed. The term “tired” would also be allowed. When the mechanics of his Vtec system move him from a two-valve to a four-valve engine from 6500 rpm, the power and especially the torque take a steep upswing. Extrapolated to one liter of displacement, it exceeds the limit of 100 Nm and thus shows that it is a thoroughly efficient engine. Admittedly with characteristics that not everyone likes.

The V2 of the Suzuki V-Strom 1000 draws 100 Nm from 1037 cm³ displacement and is by far more powerful than the Honda V4. 20 Nm more at the top, which is also applied at a rested 6600 rpm, do their job. Even more: from just over 3000 to around 7000 rpm, the torque of the V-Strom is consistently over 90 Nm. Anyone can easily imagine how it feels when accelerating out of a curve – powerful. This feeling is proven by the much better pulling power of the Suzuki, while the acceleration values ​​are determined continuously in the optimal speed range, in which the higher peak performance of the Honda Crossrunner works to your advantage.

In the upper speed range, when the Honda V4 ignites properly, the Suzuki V2 again slacks off. A comparatively early upshift at around 7500 rpm keeps it in the optimal range, spares your nerves and your wallet, while the Honda V4 likes to turn up to 11,000 rpm. In practice, unfortunately, nobody can drive the Honda Crossrunner exclusively in the area in which your engine feels particularly comfortable. On winding roads in particular, you constantly switch between two-valve operation below 6500 rpm and four-valve operation above it, especially since the Crossrunner is geared so long that the speed in tight bends drops far even in first gear. Many drivers are annoyed by the constant change in temperament and engine sound. Overall, the performance characteristics of the engine of the Suzuki V-Strom 1000 are much better suited to the purpose of the two motorcycles.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

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Honda transmission with greater ease of use

However, when it comes to factors such as smooth running or throttle response, the pendulum swings in the direction of the Honda Crossrunner. The Suzuki V-Strom 1000 engine, which has been further developed since its debut in the Suzuki TL 1000 S with sometimes more and sometimes less vigor, is undoubtedly one of the most cultivated of the large two-cylinder engines. It only stomps when you torment it at low revs and vibrates only moderately. But the Honda V4 opens up a completely different level of running culture. In contrast to four-cylinder in-line engines, instead of vibrations, it only develops a gently massaging pulsation, which never feels tingly even at the highest speeds.

And although the drive train of the Suzuki V-Strom 1000 shows less play in load changes than that of the Honda Crossrunner, the Honda driver can get his machine back under tension more quickly at the apex of slow corners and with less effort on concentration. On pass roads, this makes up a few meters in every bend, which are gained without effort. The better shiftability of the Honda transmission also contributes to the impression of greater ease of use.

Suzuki V-Strom 1000 has longer caster and wheelbase

A look at the basic geometric data shows that the two candidates in this comparison also pursue very different goals when designing their chassis. This comparison is not just gray theory, but almost a teaching example of how the different characteristics of individual parameters are noticeable in driving practice. The Suzuki V-Strom 1000 has a longer caster and wheelbase than the Honda Crossrunner. Your steering head is one degree steeper than that of the Honda, but because of the different sizes of the front wheels, this value cannot be directly compared. The long wheelbase and caster of the Suzuki, and in part also the somewhat higher gyroscopic forces of the 19-inch front wheel, make it very stable in a straight line – at the price of higher steering forces. Despite its flatter steering head and wider tires, the Honda turns more easily.

In the area of ​​medium inclines, the slight inertia of the Suzuki V-Strom 1000 turns into the opposite; it tips into lower altitudes faster than the driver would like. Especially when the grip conditions are not optimal, this tendency to tilt is irritating. It is quite possible that, in an attempt to overcome the aforementioned inertia, one pulls over something when turning in. After getting used to it, that goes away, but when you switch from one machine to another, the effect is always noticeable. With the series tires, the Bridgestone BW 501/502 in special specification “J”, it was lower than with the standard tires of this type and it could not be completely eliminated.

Honda Crossrunner and Suzuki V-Strom 1000 in comparison test

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Honda wants to be steered with a light hand

The shorter Honda Crossrunner not only turns easier, but also pampers you with homogeneous steering behavior. The prerequisite for this, however, is that the original ratio of front and rear height is maintained. In order to gain more lean angle in the blink of an eye, the testers simply tensioned the rear of the vehicle, but this caused a nervous steering behavior. Especially in deeper lean angles, the front wheel guidance appeared indifferent and no longer instilled absolute trust in the grip of the front tire. The wide handlebars also contribute to this, the leverage of which, in combination with the low steering forces, turns every small movement of the driver into an effective steering impulse. The Honda wants to be steered with a light hand.

Both motorcycles also showed major differences when it came to the coordination of the suspension elements. They ensure that the motorcycles behave differently than you would expect them to. The Suzuki is tightly tuned in terms of suspension and damping. This means that it can offer less suspension comfort than the softly sprung, gently dampened Honda Crossrunner despite longer suspension travel. And although the tire dimensions of the Suzuki V-Strom 1000 point at least a bit in the direction of off-road suitability, the Honda can cope better with bumpy slopes on its 17-inch wheels.

On the other hand, the sports tire dimensions of the Honda tires suggest a road sportiness that the motorcycle does not have at all. If you want to drive fast on winding roads in good weather and road conditions, the Suzuki V-Strom 1000 is much better off. The precise wheel guidance of the upside-down fork and ample damping reserves create confidence, while the Honda Crossrunner looks doughy and urges caution.

Technical data and measured values


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The Suzuki V-Strom 1000 has a longer caster and wheelbase than the Honda Crossrunner.

engine

  Honda Crossrunner Suzuki V-Strom 1000
design type Four-cylinder four-stroke-
90 degree V engine
Two-cylinder four-stroke-
90 degree V engine
injection 4 x Ø 36 mm 2 x Ø 45 mm
coupling Multi-panes-
Oil bath clutch
Multi-disc oil bath clutch (anti-hopping)
Bore x stroke      72.0 x 48.0 mm 100.0 x 66.0 mm
Displacement 782 cc 1037 cc
compression 11.8: 1 11.3: 1
power 78.0 kW (106 hp)
at 10,250 rpm
73.5 kW (100 PS)
at 8000 rpm
Torque 75 Nm at 8500 rpm         103 Nm at 4000 rpm

landing gear

  Honda Crossrunner Suzuki V-Strom 1000
frame Bridge frame
made of aluminium
Bridge frame
made of aluminium
fork Telescopic fork,
Ø 43 mm
Upside-down fork,
Ø 43 mm
Brakes front / rear     Ø 310/256 mm Ø 310/260 mm
Assistance systems ABS, traction control       ABS, traction control
bikes 3.50 x 17; 5.50 x 17 2.50 x 19; 4.00 x 17
tires 120/70 R 17; 180/55 R 17     110/80 R 19; 150/70 R 17
Tires Pirelli Scorpion Trail Bridgestone BW 501/502 “J”

measurements and weight

  Honda Crossrunner     Suzuki V-Strom 1000
wheelbase 1475 mm 1555 mm
Steering head angle 63.5 degrees 64.5 degrees
trailing 103 mm 109 mm
Front / rear suspension travel      145/148 mm 160/160 mm
Seat height¹ 810-830 mm 860 mm
Weight with a full tank¹ 245 kg 249 kg²
Payload¹ 187 kg 191 kg
Tank capacity / reserve 20.8 liters 20.0 liters
Service intervals 12,000 km 12,000 km
price 11,695 euros 12,290 euros
Price test motorcycle 11,695 euros 13,664 euros³
Additional costs 295 euros 250 euro

MOTORCYCLE readings

Honda Crossrunner      Suzuki V-Strom 1000
Top speed * 209 km / h 205 km / h
acceleration
0-100 km / h 3.7 sec 4.0 sec
0-140 km / h 6.3 sec 6.8 sec
0-200 km / h 15.8 sec 19.4 sec
Draft
60-100 km / h 5.4 sec 3.7 sec
100-140 km / h 6.4 sec 4.2 sec
140-180 km / h 8.5 sec 6.4 sec
Consumption country road / 100 km     4.8 liters / super    5.0 liters / normal
Reach country road 433 km 400 km

* Manufacturer information; 1 MOTORCYCLE measurements; 2 with the accessories listed below; 3 crash bars (175 euros), pannier racks (232 euros), aluminum rack (107 euros), hand protectors (75 euros), heated grips (210 euros), main stand (200 euros), front spoiler (175 euros), tank pad (25 euros), Touring disc (175 euros).

Performance measurement


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Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EC, maximum possible deviation ± 5%.

The impressive torque curve of the Suzuki V-Strom 1000 shows what the engineers aimed at when redesigning the engine: The former sports engine was trimmed for as much torque as possible at low speeds. In complete contrast to this, the V4 of the Honda Crossrunner, which only really gets going when you have long been able to shift into the next gear on the V-Strom. The point at which the Honda-Vtec activates the second valve group and the engine is allowed to breathe through four valves becomes clear, but also less sharply than in previous years.

MOTORCYCLE scoring


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When it comes to the engine, the Suzuki V-Strom 1000 is one step ahead.

engine

maximum number of points    Honda Crossrunner     Suzuki V-Strom 1000
Draft 40 18th 29
acceleration 40 24 19th
Top speed 30th 14th 14th
Engine characteristics     30th 17th 22nd
Responsiveness 20th 14th 12th
Load change 20th 13 14th
Smoothness 20th 14th 11
coupling 10 8th 7th
circuit 20th 14th 13
Gear ratio 10 7th 8th
Start 10 7th 9
total 250 150 158

The Honda Crossrunner owes it to its acceleration and smoothness that it is only eight points behind the Suzuki V-Strom 1000 in this chapter. Your lower score in the “starting” criterion is due to a brief swallowing when starting up for the first time after a cold start. This was observed in two test copies.

Winner engine: Suzuki V-Strom 1000

landing gear

maximum number of points Honda Crossrunner Suzuki V-Strom 1000
Handiness 40 29 28
Stability in turns 40 26th 28
Steering behavior 40 30th 26th
feedback 10 6th 7th
Inclined position 20th 16 14th
Straight-line stability 20th 17th 14th
Suspension tuning in front 20th 13 12th
Chassis set-up at the rear 20th 13 13
Adjustment options undercarriage 10 6th 7th
Suspension comfort 10 8th 6th
Driving behavior with a passenger 20th 14th 13
total 250 178 168

Soft or tight – both are possible if it’s done well. And they are well made, the Honda Crossrunner on the comfortable side, the Suzuki V-Strom 1000 on the sporty side. However, the unusual chassis geometry of the Suzuki also causes a not entirely homogeneous steering behavior.

Chassis winner: Honda Crossrunner

everyday life

maximum number of points     Honda Crossrunner      Suzuki V-Strom 1000
Ergonomics driver 40 30th 29
Ergonomics pillion 20th 14th 13
Windbreak 20th 12th 14th
view 20th 12th 13
light 20th 15th 13
Furnishing 30th 23 25th
Handling / maintenance      30th 15th 16
Luggage storage 10 1 5
Payload 10 5 5
Range 30th 28 25th
processing 20th 14th 13
total 250 169 171

In principle everything is fine with the ergonomics of the Suzuki, but you sit better on the Honda Crossrunner – even as a pillion passenger. At this point, a small, often ignored detail should be appreciated: The long mirror arms of the Suzuki V-Strom 1000 provide an exceptionally good view to the rear.

Winner everyday: Suzuki V-Strom 1000

security

maximum number of points    Honda Crossrunner    Suzuki V-Strom 1000
Braking effect 40 31 30th
Brake metering 30th 23 22nd
Braking with a passenger / fading 20th 14th 13
Righting moment when braking    10 8th 8th
ABS function 20th 14th 14th
Handlebar slapping 20th 17th 15th
Ground clearance 10 8th 8th
total 150 115 110

They have almost identical brakes, and the Suzuki V-Strom 1000 no longer suffers from the Suzuki-typical, blunt friction pairing. Nevertheless, the brake of the Honda Crossrunner responds faster without being too snappy.

Safety winner: Honda Crossrunner

costs

maximum number of points    Honda Crossrunner    Suzuki V-Strom 1000
Garamtie 30th 15th 17th
Consumption (country road)    30th 20th 19th
Inspection costs 20th 18th 18th
Maintenance costs 20th 10 11
total 100 63 65

The Suzuki V-Strom 1000 owes the slightly lower maintenance costs to its cheaper, narrow tires.

Winner cost: Suzuki V-Strom 1000

maximum number of points    Honda Crossrunner    Suzuki V-Strom 1000
Overall rating 1000 675 672
placement 1. 2.
Price-performance note 1.0 1.7 2.0

Price-performance winner: Honda Crossrunner

Three points more for significantly less money make any further explanation superfluous.

MOTORCYCLE test result

1. Honda Crossrunner
The Honda Crossrunner is the motorcycle for people who appreciate comfort and smoothness. Their solid workmanship and their high practical value make them an almost ideal partner for touring and everyday life.

2. Suzuki V-Strom 1000
More robust and powerful than the Honda, tighter and sportier, the Suzuki V-Strom 1000 distinguishes itself as the motorcycle for lovers of driving dynamics. Of course, it is still very suitable for long tours.

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