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Top test Suzuki SV 1000

What you want

Curve robbers, backpackers or after-work cruisers ?? all of them really enjoy Suzuki’s undisguised, washable SV 1000 Big-Twin, which is now available to support the sporty, sleek SV 1000 S model.

We scroll back. MOTORRAD shot brand in issue 7/2003-
new Suzuki SV 1000 S with half shell-
Due to the lack of testing, the fairing and stub handlebars came to the sober conclusion with regard to the chassis tuning: "… a homogeneous overall impression does not appear." Editor Guido Stusser also disagreed with regard to ergonomics and handiness: "The high-mounted footrests paired with the deep ones Handlebar stubs and the steering damper, which is stiff at least at low temperatures, allow the pilot to work hard for quick changes in lean angle. "
A good three months later, the undisguised SV 1000 test machine is finally ready, and the question arises: Is it
now everything is fine in terms of chassis technology? Around
Sister S goes on a test drive to enable a direct comparison. We swing into the saddle of the V2 Suzuki, listen to the roaring from oval tubes and catapult into impressions-
the sprint man and machine into orbit of the top test.
The ancestry of the SV types is unmistakable: the modified TL 1000 engine from 1997, which in the current models has lost part of its originally barbaric thrust from the center, but with a regulated catalytic converter and automatic cold start control it reflects the state of the art. Brilliant throttle response in all positions, no slapping, no jerking. The Suzuki injector lacks a little smoothness in the lower gears only when the load changes. And with the consumption of contemporary restraint. With 5.7
Liters when driving on country roads and 5.5 liters per 100 kilometers at a constant 130 km / h, the SV 1000 is more in the upper range of big bike measurements. Well, nothing comes from nothing.
Gently patting the gear lever, the gears lock into position precisely and as light as a feather
sort through all speeds. Surprisingly, the hydraulically operated clutch, which? not always common with Suzuki V2 engines ?? Can be dosed razor-sharp and when harsh downshifting in its function as an anti-hopping clutch in the best manner annoying braking-
stamping prevented.
With a generous distance from the bench to the pair of notches, the neatly cranked steering iron and the elegant knee joint to the mighty 17 liter tank bladder, the SV 1000 scores well before it really gets down to business. The half-clad-
dete S, on the other hand, can only be steered in a hunched position, folding the body of its pilot
rigorously in racing position ?? comfortable is different.
During the first 200 kilometers, the SV 1000 also registered a slight oscillation on bumpy motorways and sometimes nervous wobbly in tight bends and when changing lean angles. Suspected: the stiff steering damper, which was already criticized in TL times. Away with it? No, just take your time, the stubborn response behavior of the test motorcycle regulates itself after half a day on the country road. Add a drop of silicone oil to the piston rod of the steering damper, and whoosh, the spook is over.
What follows is the pure pleasure of spending-
motor-driven two-wheeler. Every meter with the big twin is just awesome. A twin that, despite all the technical tricks, hammers and stamps in a rustic style and never conceals the fact that two large beer mugs are busy here. And as it should be for a gnarled two-cylinder, the SV motor is not stingy with vibrations that exceed 6500 rpm, if up
the powerful passage to the cyclone
rise, let horse and rider tremble. The tachometer needle clicks through the scale with ease, and 116 hp pull the Suzuki from zero to 200 km / h in 11.3 seconds.
But SV can also do very different things. Snorkel casually, listen to the V2 engine staccato, indulge your thoughts while the airbox pounds, let the box run? cruising. Best with a backpack and map. Or without a map. Because with the Suzuki SV 1000 the journey is already the goal. Just let yourself drift, rough direction and then just follow instinct. Or signposts that you have never noticed before. After "panting" for example. Oven houses, a little church, unfortunately no inn, but a magnificent view over the Swiss Alps. You’ll never find panting again. No matter. Keep on going. At the latest when tea sunset is blinking at you, you realize: Nothing hurts, nothing tweaks. And you have nothing to complain about on the motorcycle either. Nothing at all.
And what does the SV 1000 do when the tap is properly cocked? Here you go, she definitely has an answer for that. And above all a chassis that puts an end to those in the division
Naked bikes often represented softies. Firmly taut at the front and rear and absolutely correct for a crisp driving machine, because the SV 1000 spring elements do not give in when braking hard or when fully loaded and still guarantee an acceptable level of comfort. In contrast to sister S, which is too soft at the front and too hard at the back, the SV 1000 is perfectly balanced. Which leads to the fact that the naked woman appears full of format in the rear-view mirror of the S on a winding course and pushes past snot cheekily in the downhill hairpin slalom. The disguised SV is missing
it at the highway robbery at Lenk-
precision and stability.
Acting very casually, on the other hand, the naked Suzuki. Because the bill is mush-
The handlebar plus powerful twin plus sports suspension leads to the desired result. With an enormous game overview and
excellent maneuverability, deviously designed road curves lose all horror. The subjective handling advantage of the undisguised is confirmed in the MOTORRAD test drive: At 105 km / h the SV 1000 whizzes almost seven km / h through the forest of pylons and only loses a few tenths of a second on the last groove due to silencers that are lightly attached and notches in the narrow course one.
Nice that the mounted Michelin Pilot Road touring tires, in the case of the Suzuki "B" specification trimmed in stability, interlock securely in the asphalt and support the positive properties of the SV 1000 apart from the slight staggering on longitudinal grooves and joints. For example, the righting moment when braking in an inclined position is only small. And in
Thousands of people are extremely relaxed about undulating, steeply sloping curves. Consistent with the optimization of the tried and tested Tokico four-piston brake calipers, which, with their crystal-clear feedback and enormous effect, make a considerable contribution to the feeling of well-being.
So it’s not surprising that
the ride with the SV 1000 turns into a major sporting event. Brave late braking points, rubbed down with fine black stripes, solid inclines with sparking notches and thundering sprints from curve to curve ?? the naked SV 1000 has it?.
Forget the time for sheer lust,
the day ends with a night drive towards home, in which the Suzuki SV 1000 with its flawless round headlights once again scores great points. Good illumination in dipped position and impressive floodlight qualities with high beam bring horse and rider safely to their destination. Last but not least, the
vIn front of the tubular steel handlebars, the instruments that stand out as minimal but noticeable wind protection when driving on the motorway are the icing on the cake. Nothing changes about that when sister S and the flat-lying pilot tile past on the highway at a rapid 250 km / h, while for the undisguised model it ends at 235 km / h.

Top test Suzuki SV 1000

What you want

This is how MOTORRAD tests the righting moment when braking

MOTORRAD explains the individual criteria of the 1000-point Evaluation (part 18).

Always one after the other: first brake, then turn in and then neatly drive through the bend. A proven method in road traffic. So of course you don’t notice anything of the righting moment when braking in an inclined position. Until at some point an emergency arises that requires sudden braking. If you don’t know how the machine will react, you may run into difficulties. If you suddenly apply the brakes in an inclined position, depending on the chassis geometry, tire width and contour, every motorcycle wants to straighten itself more or less strongly, as the contact area of ​​the tire moves a few centimeters from the center plane when inclined, which in turn causes a moment around the steering axis. There are also reactions when the brake is released when braking into a curve. Narrow tires, such as those of enduros, tend to be unproblematic, while the wide front tires of a super sports car tend to position the machine more strongly. The tire contour plays a major role here. With the SV 1000, Suzuki got the problem under control, the neutral behavior is rewarded with eight out of a maximum of ten points.

Conclusion – Suzuki SV 1000

A friendly motorcycle just in case. Strong, versatile and inexpensive. The magnificent V2 engine sits in the SV 1000 in an adequate chassis that does justice to the sporty, cheeky country road ride as well as the marathon tour. Which means that the naked woman is at least one wheel length ahead of the sporty Suzuki SV 1000 S.

What else stood out – Suzuki SV 1000

What else was noticeable Plus manifold made entirely of stainless steel Very wide adjustment range of the damping on the fork and shock absorber Minus The passenger has a bad grip when accelerating and braking In the vortex of the cars ahead, slight unrest at top speed Somewhat too small rearview mirror The most important changes to the SV 1000 S Go along trail (107 to 98 mm) Flatter Steering head angle (65 to 65.5 degrees) Longer wheelbase (1445 to 1430 mm) Optimized chassis tuning Chassis settings Fork: Spring base 7 rings, rebound 1 (2) turns open, compression 11/2 (3) turns openSpring strut: preloaded length 198 mm, rebound 11/2 (21/2) turns open, pressure level 1 (3) turns open Bracketed values ​​for comfortable country road setup or light drivers

Technical specifications

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 52 mm, engine management, regulated catalytic converter with Secondary air system, electric starter, three-phase alternator 400 W, battery 12 V / 12 Ah, boron x stroke 98.0 x 66.0 mm, displacement 996 cm3, compression ratio 11.3: 1, rated output 88 kW (120 PS) at 8500 rpm, max. Torque 102 Nm (10.4 kpm) at 7200 rpm Pollutant values ​​(homologation) CO 0.88 g / km, HC 0.52 g / km, NOx 0.13 g / km Power transmission: primary drive via gear wheels, hydraulically operated multi-plate oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 40:17. Chassis: Bridge frame made of cast aluminum, telescopic fork, standpipe diameter 46 mm, adjustable spring base, rebound and compression 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 front, four-piston calipers, floating brake discs, Ø 310 mm, rear disc brake, Ø 220 mm, single-piston caliper. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 180/55 ZR 17 tires in the Michelin Pilot Road "B" test Chassis data: wheelbase 1445 mm, steering head angle 65 degrees, caster 107 mm, spring travel f / h 120/130 mm. Service data Service intervals every 6000 km, oil change every 6000 km / 2, 7 l with filter every 18,000 km / 2.9 l engine oil SAE 10 W 40 fork oil SAE 2.5 W 5 spark plugs NGK CR8EK, ND U22ETR idle speed 1200 rpm ± 100 tire pressure solo (with pillion passenger) front / rear 2.5 / 2.5 (2, 5 / 2.9) cashWarranty two years with unlimited mileage

MOTORCYCLE measurements

Driving performance1 Top speed * 235 km / h Acceleration 0 ?? 100 km / h 3.2 sec0 ?? 140 km / h 5.2 sec0 ?? 200 km / h 11.3 sec Direction60 ?? 100 km / h 3.9 sec100 ?? 140 km / h 4.3 sec 140 180 km / h 6.1 sec Speedometer deviation display / effective 50/47, 100/94 km / h Fuel type Normal consumption in the test at 100 km / h 4.8 l / 100 km at 130 km / h 5.5 l / 100 km Country road 5.7 l / 100 km Theor. Range 298 kmDimensions and weightsL / W / H 2130/860/1220 mmSeat height 840 mmTurning circle 6000 mmWeight fully fueled 217 kg Permissible total weight * 415 kg Payload 198 kgWheel load distribution v / h 48/52% fuel tank capacity * 17 liters 5 meters Average deceleration 10.0 m / s2 Comments: Sensitive in the dosage, powerful in the bite and equipped with grippy tires, the SV 1000 decelerates first-class and thanks to the tight fork adjustment without pendulum and stamping Lap time 20.8 sekvmax at the measuring point 105.0 km / h Comments: upright sitting position, wide handlebars, stiff chassis ?? this means that very high speeds are possible for this category. Only the initially stiff steering damper has a disruptive effect when changing lean angles. Only the load change reactions cause unrest in the chassis at the close reversal point and during course corrections. The aluminum silencers and steel pins of the footrests only come into contact with risky lean angles.

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