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Suzuki V-Strom 1000 in the driving report

Low weight, powerful torque, easy drivability

The completely redesigned Suzuki V-Strom 1000 targets exactly between 800 and 1200 travel enduros. It shines with its low weight, powerful torque at low speeds and easy drivability. Together with ABS, traction control and well thought-out details, a good signal.

AT.In early December 2013 in southern Spain. Presentation of the Suzuki V-Strom 1000. An old friend? After all, the new one is based on the 1000 series built from 2002 to 2008. But the Suzuki technicians worked hard, hardly leaving one building block on the other. The number of changed and new parts clearly exceeds that of the parts that have been taken over. This is more than a new model. Namely, about hope, about trust in the future of the motorcycle. Both are back at the fourth largest manufacturer in the world. Developers, designers and test drivers explain their work and their goals in detail. Suddenly there is a human presence in Japan.

Suzuki V-Strom 1000 in the driving report

Low weight, powerful torque, easy drivability

Revised V2 engine with now 1037 cc

Skillfully made a virtue out of necessity (not having a completely new drive). The revised V2 engine of the Suzuki V-Strom 1000 now has 1037 cm3, 41 more than before, and has a maximum of 100 hp. Just two more than before. But for this it is trimmed with tons of new parts (cylinders, heads, crank drives, ignition etc.) and new software specifically for more power, more torque in the lower speed range. Simply user-friendly.

The new V-Strom appears airier and lighter than its predecessor. Not quite as expansive as the 1200s from BMW, Honda and Triumph. Lifting the Suzuki V-Strom 1000 upright is easy. Her wide handlebars are perfectly at hand, moved closer to the driver. OK then. Right from the start, the Suzuki is friendly, as a good buddy. Functional, versatile, universal.

Enduro

Suzuki V-Strom 1000 in the top test

Long range, high payload, low weight

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Buy a used Suzuki V-Strom

Suzuki

The on-board socket is located centrally under the large analog tachometer. The windshield can be folded up manually.

A boon with the new Suzuki V-Strom 1000 is the large analog tachometer. In addition, the gear display and easy-to-read digital speedometer shine. The short-stroke 90-degree V2 starts spontaneously, and idling is remarkably round and stable. The new, lighter 2-in-1 exhaust system emits a well-muffled sound. An interference tube connects your manifold to promote torque. Mechanical noises hold back elegantly. The hydraulically operated clutch can be pulled easily. It offers servo support when shifting up and an anti-hopping function when shifting down. Gear changes are always smooth and inconspicuous from the first gear to be engaged.

The V2 of the Suzuki V-Strom 1000 accelerates smoothly and smoothly thanks to double throttle valves. Wonderfully low-load change. It shines with powerful starting torque. And rolls wonderfully smooth in the lower gears even in the lower revs during 2000 tours. The Wohlfuhl-V2 pampers you with a cultivated, gentle run. A pulsation can be felt, after all, two mighty 100 pistons are clocking in one big heart. But never annoying. Okay, beyond the 6000 mark, vibrations increase in the engine without a balance shaft. But one rarely romps up there. Switching speed 4000, the mark of maximum torque, is often enough for a full punch.

From 7000 rpm, the turning pleasure waned

From 7000 rpm, however, the revving of the former supersport engine from the blessed Suzuki TL 1000 S wanes. Turn out to 8000, let all 100 horses of the Suzuki V-Strom 1000 gallop? We narrow streets? What for? Tempo 100 in sixth gear only means a little more than 3500 turns, in fifth it is still less than 4000 rpm. Saving fuel was also on the Suzuki agenda. Praiseworthy, praiseworthy. And a compensation for the "only" 20 liter tank. With a gentle driving style, a range of 400 kilometers is possible, Suzuki promises. In fact, the engine is much livelier in fifth gear. It can be dosed nicely over the gas alone and needs little switching work. Simply leave third or fourth gear on on winding uphill stretches, and it will work. This is still a very fine V2. Despite the flap, the silencer is never intrusive.

The Suzuki V-Strom 1000 is remarkably easy to drive. It falls slightly in an inclined position, remains true to the line on course. “Handling like the year 800,” Suzuki promised. Could be true. Neutral, direct and precise, the V-Strom does exactly what it should. She sails balanced through the curves of various radii. Casual and relaxed, with a good feeling for the front wheel. As if the V-Strom was running by itself. That intuitively creates trust. With its moderately long suspension travel (160 millimeters each), the Suzuki can be used for tourism and sport. Switches and fittings can be operated intuitively. Well thought-out like the entire motorcycle – for example with the on-board socket in the cockpit.

First Suzuki with traction control on board

The new on-board computer, which can be dimmed in terms of brightness, provides extensive information: about ambient and engine temperature, current and average consumption, on-board voltage, fuel level in the form of bars and remaining range. 4 ° C, a frost warning lights up, ice sheets cross the road. The Bridgestone Battle Wing tires show no nakedness. Good to know: The Suzuki V-Strom 1000 is the first Suzuki with traction control on board. It works in two stages and can be switched off for off-road use. Level 1 intervenes sensitively and earlier. Needs a short time after an intervention (smoothness) to release full speed again. Level 2 is noticeably more offensive, regulates later, but reliably.

The new four-piston monoblock stoppers at the front are great partners. With a radial impact, they offer a strong initial bite and give the standard Bosch ABS a lot to do. The controllability and effectiveness of the brakes are a lot better than their predecessor. And a V-Strom 650 driven for comparison looks almost old-fashioned compared to the current Suzuki V-Strom 1000. The little sister is much softer, much less precise and stable, you sit much more passively. In contrast, the large V-Strom integrates you more into the action, moving the driver closer to the front wheel.

Suzuki

The V-Strom can be pepped up with plenty of optional accessories, including the luggage system.

The feedback and stability of the Suzuki V-Strom 1000 are far better than the 650. You can feel the asphalt relief without suffering from it. The new upside-down fork is designed to be crisp and tight. Only with short, quickly successive holes in the tar does it not quite keep up with the processing. The spring strut fishes out a lot with a practical handwheel for adjusting the spring base. Anything that could get through to the buttocks is ironed out on the comfortably padded bench. Its narrow cut in the front area allows even 1.70-meter men to safely reach the ground with both legs.

The seating position is also suitable for long journeys with a comfortable seat in the second row. A payload of 212 kilograms can and will be enjoyed. The height of the disc, which can be adjusted three times with a tool, can also be tilted by hand using a clever spring mechanism. Simply push against it until the next click or back to the starting position. The wind protection of the Suzuki V-Strom 1000 could be better. When lowered, the shoulders are in the wind, and the stomach is also a little pulling. The optional larger touring screen provides better protection.

Plenty of accessories for the Suzuki V-Strom 1000

The large travel enduro market resembles a shark tank. Those who jump in should be well prepared. Therefore, there will be plenty of accessories for the Suzuki V-Strom 1000 from the market launch at the end of January 2014: a sleek, slim luggage system specially designed for you, for example. Only the top case can hold a helmet, the cases are too small for that. Also on offer: hand protectors and main stand (should actually be standard on an adventure bike with chain), heated grips (we missed them today), crash bars, additional LED headlights, engine protection, tank bag and much more.

The “introductory price” of 11,990 euros for the Suzuki V-Strom 1000, a saving of 300 euros, is exactly on the same level
the Kawasaki Versys 1000. The polyvalent Suzi shares short 6000 maintenance intervals with her, as does the Triumph Tiger
Sport 1050 the displacement of the new center.

Technical specifications

engine

Water-cooled two-cylinder four-stroke 90 degree V-engine, two overhead camshafts driven by chains and gears, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 45 mm, regulated cat., Alternator 490 W, battery 12 V / 12 Ah, hydr. actuated multi-plate oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 2.41.

Bore x stroke: 100.0 x 66.0 mm

Displacement: 1037 cm³

Compression ratio: 11.3: 1

Rated output: 73.5 kW (100 PS) at 8000 rpm

Max. Torque: 103 Nm at 4000 rpm

landing gear

Bridge frame made of aluminum, rear frame made of steel, upside-down fork, Ø 45 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, Rear disc brake, Ø 260 mm, single-piston floating caliper, ABS, traction control.

Cast aluminum wheels: 2.50 x 19; 4.00 x 17
Tires: 110/80 ZR 19; 150/70 ZR 17

measurements and weight

Wheelbase 1555 mm, steering head angle 64.5 degrees, caster 109 mm, spring travel f / h 160/160 mm, seat height (manufacturer information) 850 mm, empty weight (manufacturer information) 228 kg, tank capacity 20.0 liters.

Guarantee: two years

Colors: red, black, kaki, white

Price (introductory price 12,290 euros): 11,990 euros

Additional costs: 250 euros

What’s new?

Suzuki

Together with ABS, traction control and well thought-out details, the new one shines with its low weight, powerful torque at low revolutions and easy drivability.

Even if the differences are almost greater than the similarities, it is worth making a comparison between the Suzuki V-Strom 1000 from 2002 to 2008 and that of the coming year 2014. Ultimately, the ancestor donated the V2 engine and frame construction – but only in basic features.

drilling now 100 millimeters (previously: 98 mm), still 66 mm stroke
Displacement 1037 instead of 996 cm3
piston with friction-optimized piston rings and pins
alternator with a 15 percent heavier rotor
Double ignition
Ten-hole injection nozzles (formerly four-hole nozzles)
Bigger water cooler, no more oil cooler
4.7 kilograms lighter exhaust system (2-in-1 instead of 2-in-2) with exhaust flap
Longer sixth gear (Ratio 1,000 instead of 0.913)
Clutch with anti-hopping and servo functions (Hand strength 13 percent less)
Two-stage traction control that can be switched off
power increased from 98 hp at 7600 rpm to 100 hp at 8000 rpm
Torque curve fuller: 103.0 Newton meters at just 4000 rpm instead of 101.0 Nm at 6400 rpm
Gasoline consumption around 12 percent lower (4.8 instead of 5.5 liters per 100 km)
New aluminum frame 33 percent stiffer and 13 percent lighter
Kayaba 43mm fully adjustable upside-down fork (formerly: conventional fork from Showa, only adjustable spring base)
Radially mounted four-piston monoblock brake calipers from Tokico (formerly: conventional double-piston floating calipers)
ABS from Bosch standard
Bridgestone Battle Wing BW 501 "J" and BW 502 "J" tires (formerly: Trail Wing TW 101 and 152)
Wheelbase two centimeters longer (1555 instead of 1535 mm)
Trail shorter (109 instead of 111 mm)
Steering head angle steeper (64.5 ° instead of 63.5 °)
Total weight reduced from 236 to 228 kilograms
Tank capacity now 20 instead of 22 liters
Windshield The angle of attack can be adjusted in three stages by 15 ° without tools; Furthermore, the height can be adjusted three times with a tool, now by up to three instead of five centimeters
New multifunctional instrument with on-board computer
Twelve-volt on-board socket in the cockpit
LED rear light

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