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• Flyweight V-Strom scores with design

Suzuki

42 photos

Suzuki

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… especially since you are at a price of 12,000 to 13,000 euros …

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With a total of 55 liters in the side cases and 35 liters of storage space in the top case, the V-Strom 1000 loses its slim line a little.

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And of course a top case too.

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A tank bag.

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Chic side cases with a recess for the tailpipe.

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… and the Suzuki V-Strom 1000 brings quite a bit of it if you wish.

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… at least from the beginning.

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Even with luggage …

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And at first glance, the V-Strom 1000 has sufficient freedom of movement on the pillion.

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However, when it comes to accessories, you are not satisfied with the disgraceful storage space.

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Board sockets and heated grips are available on request …

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The concept could work, …

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… and tar does.

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So it remains to be seen what you will find new Suzuki V-Strom 1000 on gravel …

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But the design bangs a lot more.

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… and red in vain.

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… White …

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As far as the variety of colors is concerned, however, you are a bit covered. You look for bright variants between black …

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… and engine protection for the Suzuki V-Strom 1000.

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The new Suzuki V-Strom has everything you need for a travel enduro.

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The angle and height of the windshield can also be adjusted by hand.

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The result: the wheelbase grows from 1535 to 1555 millimeters and should thus provide more traction and better suspension response.

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Also thanks to the 43 mm upside-down fork from Kayaba.

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At the same time, the swing arm was lengthened and the swing arm pivot point was moved further forward.

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He wants to do this with a new frame that is supposed to be 13 percent lighter than the old Suzuki V-Strom 1000.

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… Akira Kyuji, who is responsible for Suzuki, is targeting the new Suzuki V-Strom 1000 neither in the 1200 nor in the small travel enduro segment.

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It does have GS’s beak …

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For the model year, Suzuki is back with the new V-Strom 1000.

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… for the new Suzuki V-Strom 1000 also positioned exactly between the large 1200s and the small travel enduros.

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When looking from above, the slim line of the new Suzuki V-Strom 1000 catches the eye.

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This is made possible by the narrow engine, in which everything is new (see yellow color). Only the valves, the valve train and part of the gearbox were taken over from the old unit.

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The Suzuki double throttle valve system has also proven itself. The dual ignition, on the other hand, is completely new.

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With the Kayaba upside-down suspension fork, the rebound can also be adjusted by hand.

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No electrically adjustable chassis, but a hand wheel to adjust the spring base

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Everything is displayed here: driving modes, speed, engine speed, gear, consumption, remaining range, battery charge status, ambient temperature and time.

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It is controlled by the left hand in two modes or can be deactivated entirely.

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As an additional assistance system, the Suzuki now also has traction control on board.

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… that regulates the braking force at the front and rear.

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… and the latest generation of Bosch ABS …

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The new Suzuki V-Strom 1000 with 310 discs and one-piece Tokico brake calipers decelerates at the front …

Kaschel

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Suzuki presented its new, large travel enduro V-Strom 1000 at EICMA 2013 in Milan …

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Not only the presentation, but also the V-Strom 1000 itself offers some invisible helpers, such as traction control.

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?

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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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