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Innovations: model presentation Suzuki V-Strom 1000

Very friendly

The name and the idea have stayed the same: Suzuki V-Strom 1000, a binding everyday motorcycle with utility and travel qualities. In view of the competition bursting with horsepower, this almost passes as a peacemaking act.

HCubic capacity: 1037 cubic centimeters. Power: 100 hp. That’s it, the key data that must be mentioned here. You can’t get past it when it comes to the new Suzuki V-Strom. And of course the question: why didn’t Suzuki upgrade? Why not catch up with the competition, which no longer does it in this class of less than 1200 cubic centimeters and 110 hp?

Innovations: model presentation Suzuki V-Strom 1000

Very friendly

Simple systems can also work well

Wheel speeds, throttle valve position, crankshaft position and gear are measured every four milliseconds. The inclination is not determined. It is then controlled via ignition and air supply – everything is extremely conventional. But other manufacturers have already proven that simple systems can also work well.

It is also goal-oriented when it comes to the chassis. The new frame (13 percent lighter than the old V-Strom) moves the pivot point further forward. Together with a longer swing arm, this results in a longer wheelbase (1555 to 1535 millimeters). And thus also improved traction with a finer response from the suspension.

The 43-inch upside-down fork from Kayaba is fully adjustable, and one-piece Tokico four-piston pliers and 310-millimeter washers ensure deceleration. But from the mere factual situation it is not yet possible to read how harmoniously the 1000 V2 and the new chassis interact. And also not how the revised ergonomic conditions affect. In any case, the handlebars and footrests moved further back, the class-standard seat height of 850 millimeters (not adjustable, but a higher and a lower bench seat available) allows a relaxed knee angle. And it should also be comfortable for the front passenger, the footrests are now higher, but also further forward.

Flyweight V-Strom scores with design

Suzuki

The Suzuki accessories program not only includes cases (55 liters together) and top cases (35 liters), but also heated grips and numerous touring accessories.

But back to the central V-Strom topic, the weight of 228 kilograms. That should even undercut the flyweights of the class, namely a BMW R 1250 GS (measured 246 kilograms) by 18 and a KTM 1190 Adventure (238 kilograms) by ten kilograms and is miles from big ships like a Honda Crosstourer (283 kilograms) or a Triumph Tiger Explorer (277 kilograms) removed. Okay, the tank volume decreased by two liters and at 20 liters is now at the lower end of the travel enduro scale.

And yet: In view of the low weight, a lot is possible in terms of driving dynamics, their performance disadvantage probably does not stand in the way of competitive values. So the bottom line is that there will be three factors that will determine the market success of the new V-Strom: the image, the appearance and the price. In point 1, Suzuki can’t do much, but goes at least one step out of the way with the described positioning of the toughest nut BMW R 1200 GS. In terms of design, the V-Strom has clearly gained ground over its predecessor and is well positioned – even with cases and top cases that were developed together with the motorcycle.

The third point remains the price, and this is where success or failure can probably be determined most clearly. Between just under 14,000 and 18,000 euros (depending on the equipment) you have to shell out for the 1200, while the smaller class levels off between 8500 and 11,000 euros. “Somewhere between 12,000 and 13,000 euros”, says Akira Kyuji, the new V-Strom will land, just under 12,000 euros would be the dream of the German importer. With this amount, the properly equipped V-Strom would then also be priced fairly exactly between the two travel enduro classes – and could thus be an attractive alternative in this segment for many.

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