2017 Suzuki V-Strom 1000 XT test: a super cost !
The Suzuki V-Strom 1000, relaunched in 2013 after a career suspension in 2008 due to Euro 3 standards, made small changes in 2017 to strengthen its versatility. Very slightly restyled and equipped with an ABS sensitive to the angle, the maxi-trail also receives a new more convincing screen. XT version trial.
Suzuki V-Strom 1000 XT test page 2 – Dynamics: talented without forcing
You might as well say it right away: getting off the V-Strom 650 to climb on the V-Strom 1000 is not particularly flattering for the large displacement … Its additional 20 kg and its higher center of gravity are immediately felt, especially when stationary and at low speed. The fact that the V-Strom 1000 admits to being overweight in 2017 (+ 4 kg, with 232 kg as standard) while the V-Strom 650 has lost a kilo (213 kg) does not help matters. !
Despite tanks of identical capacity (20 liters), the V-Strom 1000 spreads the knees more than the V-Strom 650: nothing illogical with regard to its superior displacement of 392cc. Although contained for a 1000cc, this additional width inevitably reduces accessibility, already hampered by a higher saddle height (850 mm Vs 830 on the 650). In the end, these characteristics prevent pilots of 1.75 m from placing their two boots flat on the ground..
The benefits of the refinement of the front part of the saddle are not really obvious, nor the use of more adherent coating on its sides, derived from the RM-Z motocross … More annoying: this seat – no adjustable – hides a trunk still as small (too much to place a "real" lock), while its padding has gained nothing in softness. A hundred kilometers are enough to regret its firmness, much higher than that of the V-Strom 650.
Fortunately, the new screen brings the desired satisfaction in terms of protection: helmet and shoulders are now properly sheltered, even in the low position. The only complaint: when it is tilted as far forward as possible, this windshield causes significant swirls at high speed. To the point of preferring the intermediate position on fast tracks (3 notches possible), which generates less turbulence.
From the couple for couple trips
What the V-Strom 1000 grants to its little sister in terms of accessibility and handling, it takes up mechanically. The revivals of the 1037cc V-twin totally eclipse the 645cc twin, especially under 5000 rpm. The difference is palpable in the exits of curve in uphill, roundly swallowed on the same report when the 650 asked the day before to downshift.
Very available, the big bi of the V-Strom 1000 accepts to go below 2000 rpm in sixth, before deploying its force from 3250 rpm (at 90 km / h in sixth): at 4000 rpm, its a consequent peak of torque of 101 Nm has already been reached! The loss of 2 Nm – "choked" by Euro4 – is totally insensitive for this engine with generous acceleration. This vigor never taken in default will be appreciated by a charged duo.
Surprisingly, the clutch lever – adjustable – is smoother than that – with fixed spacing – of the V-Strom 650, while its box attracts no criticism (that of the 650 tested the day before with only 135 km meter was sticking a bit, probably for lack of running in). The cable accelerator is very well calibrated, without showing this jerk felt on the 650 when the throttle reopens.
The only faults of this block are its slight sensitive quivering in the footrests from 6000 rpm, which then propagate under the saddle. Its linearity also leaves you hungry: certainly the accelerations are frank up to 7000 rpm, but they are a bit polished and tinged with a certain inertia. It lacks these reliefs in the power curve synonymous with mechanical character.
Similarly, more energy in the towers would have been appreciated: past 7500 rpm, the twin lengthens without real conviction and vibrating unpleasantly until the cutoff located at 9500 rpm. The message is clear: it is better to shift up to a higher gear to fall back into the ideal operating range, located between 3500 and 7000 rpm. In this, a KTM 1090 Adventure is much more demonstrative.
Healthy and obvious frame
All the dynamic qualities of the previous V-Strom 1000 are found intact in this 2017 vintage: logical, since the chassis is strictly identical! We therefore find with pleasure a neutral and precise steering, without tendency to resist the inscription in curves despite its front wheel in 19 inches.
The bike is rather agile in small curves, aided by its narrow 110 mm and 150 mm tires fitted with Bridgestone Battle Wing for good grip in the dry. However, compared to the V-Strom 650 tested the day before on the same roads, the additional inertia is palpable in all phases of driving. In addition, the 1000 tends to lock under braking, when its youngest enters curves standing on the brakes in complete relaxation..
Suffice to say that the theoretical superiority of the combined ABS of the V-Strom 1000 and its evolving action in curves does not particularly jump to the helmet … Still, the 4-piston radial calipers offer superior bite and allow rapid and perfectly decelerations. dosable. These qualities are sublimated by the score without false note interpreted by the inverted fork, both responsive to shocks and sufficiently rigid to absorb transfers under braking.
The rear suspension is of the same ilk, flexible and sensitive at the start of the race and then gradually firmed up to absorb big shocks. Only very large constraints make it admit its limits, including rapid changes of angles which also reveal a limited ground clearance. The footrests quickly scrape the asphalt at high speed, because the weight of the bike tends to "pack" its 160 mm of front / rear travel.
If this range of suspensions provides an excellent level of comfort on the road, this is not the case in off-road where high-travel rivals such as the Africa Twin (230 and 220 mm) and the 1090 Adventure (185 and 190 mm) swallow holes and bumps without flinching. The inverted fork of the V-Strom 1000 quickly and sharply heels when passing over pronounced obstacles, emphasizing the motorcycle’s essentially road vocation..
The inability to adjust or disconnect the ABS (even only at the rear) is also a constraint to be considered outside of asphalt, especially on a rocky slope in which the power plant will panic and lengthen the stopping distance accordingly. . Too bad, because on the other hand, the traction control shines with its responsiveness and smoothness as well as its possibility of being disconnected without stopping …
Verdict: there is better, but it is more expensive !
Barely more expensive than when it was released at the end of 2013 (+ € 400), the 2017 V-Strom 1000 XT discreetly renews all of its qualities while improving its rare flaws. Too bad Suzuki did not see fit to underline this evolution with more marked stylistic changes, especially at the front part … More saddle thickness and mechanical liveliness in the towers would also be welcome..
Still at € 12,799 (+ € 500 for the V-Strom 1000 XT), the Suzuki is still among the best placed 1000cc maxi-trails on the market, just ahead of the very successful (€ 12,990) and its 25 additional ch…. The attractive Honda asks for its part nearly a thousand euros more (13 699 € in normal gearbox and + 1000 € in DCT), while the new Ducati points to 13 890 €.
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