Suzuki V-Strom 1000 in the top test

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Suzuki V-Strom 1000 in the top test

Suzuki V-Strom 1000 in the top test

Suzuki V-Strom 1000 in the top test

Suzuki V-Strom 1000 in the top test

Suzuki V-Strom 1000 in the top test

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Suzuki V-Strom 1000 in the top test

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First of all, the meticulousness with which Suzuki’s technicians and engineers went to work is surprising. The new V-Strom, which is not an old acquaintance, is surprisingly fresh, and not just visually.

Suzuki V-Strom 1000 in the top test

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Aluminum bezels from the tank to the beak.

Suzuki V-Strom 1000 in the top test

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Newly garnished with golden anodized upside-down fork and filigree ten-spoke wheels instead of clumsy-looking three-spoke cast rims as in the past.

Suzuki V-Strom 1000 in the top test

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Promoting torque: A flat interference tube connects the two elbows.

Suzuki V-Strom 1000 in the top test

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The engine starts flawlessly, warm and cold, and maintains a stable idling speed.

Suzuki V-Strom 1000 in the top test

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Nevertheless, the now single silencer takes its task seriously, attenuates very well. Wild and mild.

Suzuki V-Strom 1000 in the top test

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The V2 with completely new cylinders, heads and crankshafts sounds robust and thunders comfortably.

Suzuki V-Strom 1000 in the top test

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What is immediately noticeable is the new seating feeling: more active and higher than on the 650.

Suzuki V-Strom 1000 in the top test

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Goes well. A passenger travels comfortably, with enough space and an open knee angle

Suzuki V-Strom 1000 in the top test

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Throws up a lot of dust. If you turn off Suzuki’s first traction control beforehand.

Suzuki V-Strom 1000 in the top test

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Although the V-Strom moderately rotates almost 4000 tours at 100 km / h, it takes less than eight seconds in sixth gear from 60 to 140 km / h.

Suzuki V-Strom 1000 in the top test

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Another plus point: The V-Strom is the first Suzuki with maintenance intervals doubled to 12,000 kilometers. Great for frequent drivers.

Suzuki V-Strom 1000 in the top test

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Shortcoming: The tires need temperature to develop grip and neutral driving behavior.

Suzuki V-Strom 1000 in the top test

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With a lot of dedication, Suzuki has conjured a really fresh travel enduro out of its hat. Forget the old 1000, the new V-Strom runs much crisper, but is still comfortable.

Suzuki V-Strom 1000 in the top test

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The water-cooled two-cylinder four-stroke 90-degree V-engine.

Suzuki V-Strom 1000 in the top test

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The rotary knob for the hydraulic adjustment of the spring base on the central spring strut is practical.

Suzuki V-Strom 1000 in the top test

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Its sharp beak shouldn’t emphasize its closeness to the BMW GS, says Suzuki. But quote the in-house DR Big with 750 single-cylinder.

Suzuki V-Strom 1000 in the top test

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Plump: height adjustment with a tool. Smart: the incline of the disc locks into place by hand in three stages.

Suzuki V-Strom 1000 in the top test

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The cockpit of the Suzuki V-Strom 1000.

Suzuki V-Strom 1000 in the top test

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Well equipped: cockpit with dominant rev counter, gear indicator, on-board computer and socket.

Suzuki V-Strom 1000 in the top test

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Features of the new V-Strom: ABS, four-piston stopper and the fully adjustable upside-down fork.

Suzuki V-Strom 1000 in the top test

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Despite the flap in the exhaust: This engine remains acoustically discreet even when revving up, protecting the environment.

Suzuki V-Strom 1000 in the top test
Suzuki

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New in the 2014 engine (yellow): pistons, connecting rods, crankshaft, double ignition with Iridium spark plugs, alternator, clutch with servo / slipper function.

Suzuki V-Strom 1000 in the top test
Suzuki

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The bridge frame and swing arm are made of aluminum profiles, the steel stern is bolted. The new design should be 13 percent lighter and a third stiffer.

Suzuki V-Strom 1000 in the top test
Suzuki

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The first version of the V-Strom 1000 (2002 to 2008) had no ABS, but two XXL exhausts.

Suzuki V-Strom 1000 in the top test
Suzuki

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Well done: maintenance-free LED taillights, the luggage rack has practical hooks.

Suzuki V-Strom 1000 in the top test

Long range, high payload, low weight

In terms of performance and price, the new Suzuki V-Strom 1000 should hit the middle of the gap between 800 and 1200 touring enduros. This also applies to the weight: only 229 kilograms with a full tank are really inviting. In addition, ABS, traction control and many well thought-out details create trust.

Pierre-Yves knows his way around: “Wow, you already have the new Suzuki V-Strom 1000 with you.” He recognized Suzuki’s big novelty for 2014 from afar. No wonder, the man from Marseille drives the 650 sister. Just like tens of thousands of motorcyclists around the world: Suzuki has built almost 200,000 units of the V-Strom 650 and 1000 since 2002. Three quarters of them are 650s. It has been on offer since 2004 and has since been heavily revised. The old 1000, on the other hand, lacked ABS and fine-tuning, and in 2008 it consequently fell out of the range in Europe.

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Suzuki V-Strom 1000 in the top test

Suzuki V-Strom 1000 in the top test
Long range, high payload, low weight

Sharp Schnabel quotes DR Big

The sharp beak of the Suzuki V-Strom 1000 is not intended to emphasize its proximity to the BMW GS, says Suzuki. But quote the in-house DR Big with 750 single-cylinder. After all, these platypuses made it socially acceptable in the motorcycle world a good 25 years ago. Newly garnished with golden anodized upside-down fork and filigree ten-spoke wheels instead of clumsy-looking three-spoke cast rims as in the past. Noble: aluminum panels from the tank to the beak. Pierre-Yves thinks all of this is “Très chic”. Especially the “slim forehead” with the main headlights mounted one above the other.

Seat rehearsal for the French. “Oh là là, pas mal”, not bad! Even 1.70-meter men can easily get both soles of their feet on the ground. Because the waist of the Suzuki V-Strom 1000 is cut nice and slim, putting 86 centimeters clear height of the one-piece seat into perspective. However, the tank is noticeably wider, but spreads the legs a little. For those who like it lower or higher on the buttocks: the extensive range of accessories has matching benches at an extra 180 euros. What Pierre-Yves immediately notices is the “new seating experience”: more active and higher than on his 650. Closer to the front wheel, closer to the action than on the old 1000.

Suzuki V-Strom 1000 in the top test

Naked bike


Innovations: model presentation Suzuki V-Strom 1000

Very friendly

read more

Suzuki V-Strom 1000 in the top test

Enduro


Suzuki V-Strom 1000 in the top test

Long range, high payload, low weight

read more

Suzuki V-Strom 1000 acoustically discreet

The current, moderately cranked handlebars accommodate the driver a good three centimeters more. Pierre-Yves swings the Suzuki V-Strom 1000 from left to right and back again while stationary. “Not too heavy,” he says. A full 229 kilograms is just 15 more than his 650. Handshake, driver change, au revoir.

The V2 with completely new cylinders, heads and crankshafts sounds robust and thunders comfortably. Nevertheless, the now single silencer takes its task seriously, attenuates very well. Wild and mild. Despite the flap in the exhaust: This engine remains acoustically discreet even when revving up, protecting the environment. Without getting bored with the bland sound. OK then.

Dear Pierre-Yves, you might be reading this article in our Gallic sister magazine “Moto Journal”. There is still so much to report about the Suzuki V-Strom 1000. Above all, good things! That starts with the power plant. “Only” 100 instead of the previous 98 hp peak power might not seem like much to a spoiled German. But for you in France that’s the end of the line anyway. And with the nature of his power output, Suzuki’s old acquaintance experienced a remarkable regimen of strength. The 90-degree V2, which is pumped up to 1037 cubic meters, is basically still from the TL 1000 S. Sensitive people believe that they can hear the typical intermediate shafts that drive the two overhead camshafts during a cold start.

Both warm and cold, the engine starts flawlessly and maintains a stable idle speed. Powerful, almost impetuously, the short stroke comes from the slipper clutch. It should prevent a stamping rear wheel when downshifting violently. The clutch lever of the Suzuki V-Strom 1000 can be pulled easily thanks to the servo support, but not particularly well controlled: there is only a frictional connection on the very last millimeter of lever travel. Annoying when starting or turning with care. Once in motion, the V2 pushes forward emphatically, already deep in the rev range.

Suzuki promises a maximum torque of 103 Nm at 4000 revs. Almost there. Our Dynojet test bench at home in Germany found 99.7 Newton meters at 6400 tours. And also a first, hardly less powerful peak between 3500 and 4000 tours. So there’s plenty of power in the low rev range. Upshifting early becomes a pleasure. The Suzuki V-Strom 1000 already has a full 98 hp at 7000 tours. Above the 7000 mark, the V2 looks tough and does not turn out much in the higher gears. Pressing out up to 8300 rpm, so that a full 102 hp are applied? Not necessary.

First traction control in a serial Suzi

Double throttle valves, one operated by the driver and one operated by the fast-reacting 32-bit on-board computer, are intended to improve the flow in the intake tract. And so optimize the filling in the large combustion chambers, including the response behavior. In fact, the V2 directly follows the pull on the throttle cable. He never accelerates in a frightening or aggressive manner. Speaking of which: Suzuki’s first traction control in a production motorcycle works in the new Suzuki V-Strom 1000. It monitors the speed of the front and rear wheels, the throttle position, crankshaft speed and gear position 250 times per second and compares them with target data. As soon as the sensors detect slippage on the rear wheel, they immediately reduce the engine output by interfering with the ignition timing and the air supply. Suzuki claims that this technology is derived directly from MotoGP racers. Hm, on the racetrack, the anti-spin mechanism will certainly not intervene until much later. Only in the second stage does the traction control allow a little more slip. Nevertheless, in case of doubt, it regulates more defensively. Well, if you want to drift off-road or wheel on-road, you can still switch it off.

Okay, there are more fiery, more explosive V-Zwos. But also more economical of this caliber, with fat 100 pistons? The automaker Suzuki is also promising lower fuel consumption. Right. When coasting without propulsion (overrun fuel cut-off), the new on-board computer in the cockpit shows consumption of just 0.1 liters. The new Suzuki V-Strom 1000 takes an average of five liters on the country road, six liters with a constant 130. Makes 0.4 or 0.3 liters less than the old 1000. Neat, if you know that the newly tuned sixth gear is almost nine percent shorter: the new V2 turns faster than before at the same speed. And still uses less. respect!

Maintenance intervals doubled to 12,000 kilometers

This measure improves the pull anyway: Although the Suzuki V-Strom 1000 rotates moderately almost 4000 tours at 100 km / h, it takes less than eight seconds in sixth gear from 60 to 140 km / h. That’s a really good number. Better than with an “old”, air / oil-cooled BMW R 1200 GS built up to 2013. Any questions? Another plus point: The V-Strom is the first Suzuki with maintenance intervals doubled to 12,000 kilometers. Great for frequent drivers. Otherwise, “Suzi carefree” (she also has a mobility guarantee and first aid kit under the bench) wants to see a workshop at least once a year.

Newly garnished with golden anodized upside-down fork and filigree ten-spoke wheels instead of clumsy-looking three-spoke cast rims as in the past.

How are the suspension and brakes on the Suzuki V-Strom 1000? Different than before, better! Only not when driving off in the morning. The Bridgestone Battle Wing BW 501 and 502 “J” irritate by abruptly folding down in an inclined position and zero feeling for what is happening. Feels like driving over cracked eggs. The tires need temperature in order to develop grip and neutral driving behavior. It was no coincidence that this pair of tires was found in the 2013 Enduro tire test at the end of the test field. But don’t worry when you take a test drive: The Suzuki V-Strom 1000 has standard tire sizes 110/80 R 19 and 150/70 R 17 – without any tire binding. You can also mount the test winners Metzeler Tourance Next or Conti Trail Attack there.

Only when the tires are warmed up does the Suzuki V-Strom 1000 drive, inspire confidence, do what it should. Hardly stands up even on mogul slopes with the narrow tires. Their rather tightly damped spring elements then convey a lot of contact with the road. Balanced wheel load distribution, almost 50:50, makes the V-Strom well balanced. Tight, sporty and neutral, it circles curves of all radii. Despite the lean pounds, the 1000 is no handling miracle. She likes honest impulses on the relatively narrow handlebars to give in and dive deep.

Anything that the fully adjustable upside-down fork lets through to the driver is fished out by the rubber mounts of the slim 22-millimeter handlebar at the latest. Quiet even crisper, the steering precision of the Suzuki V-Strom 1000 should be sharper. Whether other tires make it even more accurate? Well, the endurance test over 50,000 kilometers at MOTORRAD will show. The shock absorber works comfortably with a practical handwheel and can easily handle even the worst third-rate roads and rough country lanes. More spring preload at the rear makes it a bit more manageable and noticeably puts more load on the front wheel. And improves the feeling with which you circle the curves.

Important on German motorways: the tendency of the old 1000s to commute is definitely a thing of the past, at least without luggage. The sturdy, but small and sinfully expensive cases were not yet available: 880 euros the set, and then not even a helmet goes in. Only the top case swallows one of these for 620 euros! Unloaded, the Suzuki V-Strom 1000 pulls its course unimpressed after a short run-up, even with 200 things. Depending on the stature of the driver, the wind protection is acceptable up to around 130, 140 km / h. You have to duck down late. If placed higher or steeper, the pane shields better and acoustically quieter. However, then sometimes negative pressure (suction) occurs on the trunk. Shoulders and helmet lie calmly in a laminar flow. Clever: The inclination of the windshield can be adjusted in three stages while driving, simply by simply pushing the opposite way.

The standard Bosch ABS with its fine control intervals provides safety when braking. And the one-piece cast four-piston calipers grasp the 310 mm washers really crisp and easy to dose. Without going through a lot of over-the-top technology, the Suzuki V-Strom 1000 is a real feel-good package, a great buddy. Well done Suzuki. In the past, the 650 was considered the better version. Those days are over. Now the big sister holds the scepter firmly in her hand for 12,290 euros. And, Pierre-Yves, all these qualities are worth around 4000 euros extra on your tried and tested V-Strom 650?

Technical specifications

The water-cooled two-cylinder four-stroke 90-degree V-engine.

engine

Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 45 mm, regulated catalytic converter with
Secondary air system, alternator 490 W, battery 12 V / 12 Ah, hydraulically operated multi-plate oil bath clutch (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 41:17.

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

Features of the new V-Strom: ABS, four-piston stopper and the fully adjustable upside-down fork.

Bridge frame made of aluminum, upside-down fork, Ø 43 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 and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake rear, Ø 260 mm, single-piston floating caliper, traction control, ABS.

Cast aluminum wheels: 2.50 x 19; 4.00 x 17
Tires: 110/80 R 19; 150/70 R 17
Tires in the test: Bridgestone BW 501/502 “J”

mass and weight

Wheelbase 1555 mm, steering head angle 64.5 degrees, caster 109 mm, spring travel f / r 160/160 mm, permissible total weight 440 kg, tank capacity 20.0 liters.

Service data

Service intervals: 12,000 km
Oil and filter change: every 12,000 km, 3.1 liters
Engine oil: SAE 10W-40
Telescopic fork oil: k. A..
Spark plugs: NGK LMAR8BI-9
Idle speed: 1200 ± 100 / min
Tire pressure solo (with pillion passenger): front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Guarantee: two years
Colors: brown, red, black, white
Price: 12,290 euros
Additional costs: 250 euros

Set up country road

fork
Rebound 7 of 14 revolutions
Pressure level 7 of 18 revolutions
preload four rings visible
Air pressure 2.5 bar
Revolutions counted from the closed position
Strut
Rebound 1 of 3 revolutions
preload 5 out of 25 clicks on
Air pressure 2.9 bar
Revolutions counted from the closed position

equipment

Suzuki can even pay extra for recommended accessories on the V-Strom 1000. Here are the key components:

  • Touring windshield (around 50 millimeters higher, three-way height adjustable): 174.95 euros
  • Heated handles (five levels): 209.95 euros
  • Hand protectors (black): 74.95 euros
  • Luggage set (volume 26 liters on the right, 29 liters on the left): 879.90 euros
  • Top case (35 liter volume): 620 euros
  • Tank bag (nylon, five to nine or eleven to 15 liters volume): 109.95 and 184.95 euros
  • Attachment for tank bag: 31.95 euros
  • Main stand (powder-coated tubular steel): 199.95 euros
  • Motor protection (optionally plastic with aluminum inserts or two millimeter thick aluminum sheet): 174.95 or 239.95 euros
  • Crash bar set (powder-coated, two millimeter thick steel tube): 239.95 euros
  • LED fog lamps (310 grams per lamp, for mounting on the crash bar set): 599.90 euros
  • Lower or higher bench (around
  • 30 millimeters lower or 35 millimeters additionally padded): 179.95 euros each
  • LED turn signals (set of 4): 99.95 euros

Technology – what’s new?


Suzuki

New in the 2014 engine (yellow): pistons, connecting rods, crankshaft, double ignition with Iridium spark plugs, alternator, clutch with servo / slipper function.

The basic construction is based on the first Suzuki V-Strom 1000 (2002 to 2008). But on closer inspection, the effort that Suzuki engineers have devoted to all the assemblies is surprising. Up to a lot of fine work in small details.

The number of new parts by far exceeds that of the acquired ones. Wheels, front brakes, fork, strut, seat, tank, fairing, headlights, windshield, cockpit, exhaust: everything is new. The main and rear frames as well as the aluminum swing arm were changed. Larger wheelbase (1555 instead of 1535 millimeters) and a longer aluminum swing arm provide greater driving stability. For the same purpose, the diameter of the wheel axles increased from 20 millimeters each to 25 millimeters at the front and 28 at the rear. The one degree steeper steering head and two millimeters less caster should improve handling. The new Suzuki V-Strom 1000 carries a fully adjustable upside-down fork from Kayaba. The old one had a conventional Showa telescopic fork without adjustable damping.


Suzuki

The bridge frame and swing arm are made of aluminum profiles, the steel stern is bolted. The new design should be 13 percent lighter and a third stiffer.

Radially screwed-on four-piston brakes are bite-proof instead of double-piston floating calipers until 2008. Great: Bosch ABS and Suzuki’s first traction control as standard. It works in two stages and can be switched off.

The 90-degree V2 received a completely new crankshaft drive, i.e. the crankshaft, connecting rod and piston with friction-optimized rings. There is also a clutch with servo and anti-hopping functions. 100 millimeters bore, two more than before, pump the engine up to 1037 instead of 996 cm³ with the same 66 stroke. The nominal power increased from 98 to 100 hp, the torque increased strongly, especially at lower speeds. A new 32-bit control unit including mapping, double ignition, iridium candles, more effective ten-hole injection nozzles and the new exhaust system contribute to a power boost, cleaner exhaust gas and lower fuel consumption. It has a torque-increasing interference pipe between the manifolds and saves 4.7 kilograms in weight thanks to a single silencer. The wider and lower water cooler (two centimeters each) increased the cooling capacity from 19.8 to 22.7 kW. This saves an additional oil cooler and thus 1.5 kilograms. Weight also reduces the tank volume, which has been reduced from 22 to 20 liters. All in all, the new Suzuki V-Strom 1000 weighs eight kilograms less than before, despite better equipment – 229 instead of 237 kilograms in real terms.

MOTORCYCLE measurements

Although the V-Strom moderately rotates almost 4000 tours at 100 km / h, it takes less than eight seconds in sixth gear from 60 to 140 km / h.

Mileage

Top speed * 205 (200) ** km / h
Acceleration**
0-100 km / h
0-140 km / h
0-200 km / h		 4.0 (3.9) sec
6.8 (6.8) sec
19.4 sec
Draft**
60-100 km / h
100-140 km / h
140-180 km / h		 3.7 (6.2) sec
4.2 (5.5) sec
6.4 (8.7) sec
Speedometer deviation
Effective (display 50/100)		 47/95 km / h
Tachometer deviation 
Display red area
Effectively		 9500 rpm
9200 rpm
* Manufacturer information; ** Values ​​in brackets: V-Strom 1000 model 2008


BILLION

The engine power of the Suzuki V-Strom 1000. Power on the crankshaft. Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

consumption

Country road ** 5.0 (5.4) l / 100 km
At 130 km / h 6.0 (6.3) l / 100 km
Theor. Reach country road  400 km
Fuel type normal
** Values ​​in brackets: V-Strom 1000 model 2008

measurements and weight

L / W / H 2310/840/1450 mm
Seat height 860 mm
Handlebar height 1160 mm
Turning circle 5930 mm
Weight with full tank **  229 (237) kg
Payload ** 211 (203) kg
Wheel load distribution v / h 49.3 / 50.7%
** Values ​​in brackets: V-Strom 1000 model 2008

Greatly improved! The increase in displacement of 41 cubic centimeters, new engine components and fresh software including double ignition translates the V2 into a much fuller torque curve than its predecessor. Ten Newton meters more between 3000 and 4000 tours and around five between 6000 and 7000 rpm speak for themselves. In addition, the practice-oriented shorter ratio of sixth gear adds up to 229 instead of the previous 265 km / h. The result: the new Suzuki V-Strom 1000 pulls through better.


BILLION

MOTORRAD test course, values ​​averaged from the three best driving tests; Reference: motorcycle from the respective category with the previous best values.

Brakes
Problem recognized, problem eliminated. The toothless, blunt double-piston floating calipers were a point of criticism of the old V-Strom 1000. That is now history. The new one brakes powerfully and easily with the radially screwed four-piston calipers. The Bosch ABS controls fine, keeps the deceleration of the narrow front tire at a high level. In absolute terms, however, the more expensive competition can do it a bit better, undercutting the magical limit of 40 meters of braking distance from 100 km / h.

Scoring and conclusion

With a lot of dedication, Suzuki has conjured a really fresh travel enduro out of its hat. Forget the old 1000, the new V-Strom runs much crisper, but is still comfortable.

engine

  Maximum
score 
Suzuki
V-Strom 1000 ABS
Draft 40 29
acceleration  40 19th
Top speed 30th 14th
Engine characteristics  30th 22nd
Responsiveness 20th 12th
Load change 20th 14th
Smoothness 20th 11
coupling 10 7th
circuit 20th 13
Gear ratio 10 8th
Start 10 9
total 250 158

The strengthened V2 does its job well. Okay, it doesn’t rip the helmet off your shoulders when you accelerate. But on the country road, it puts itself in the limelight with a lot of power around 4000 tours. Especially since the passage in sixth gear compared to the Suzuki V-Strom 1000 from 2002 to 2008 is significantly faster. The inflated engine hangs directly, but not greedily, on the gas. It changes load little, at the top it turns out rather tough. Vibrations? The 90-degree V2 with good mass balance pulsates noticeably, but never annoyingly. The clutch operates smoothly, but moderately controllable.

landing gear


 Maximum
score 
Suzuki
V-Strom 1000 ABS
Handiness 40 28
Stability in turns 40 28
Steering behavior 40 26th
feedback 10 6th
Inclined position 20th 14th
Straight-line stability  20th 14th
Suspension tuning in front 20th 13
Chassis set-up at the rear 20th 13
Adjustment options undercarriage  10 7th
Suspension comfort 10 6th
Driving behavior with a passenger 20th 13
total
 250 168

Reliable partner with a sporty chassis, this woman Strom. She circles curves very predictably. The feedback for what is happening is only good when the tires are warm. Despite only 229 kilograms of weight, the Japanese woman likes to feel a bit of pressure on the handlebars, which are not overly wide. The straight-line stability is worlds better than with the old Suzuki V-Strom 1000: the tendency to swing is definitely a thing of the past. The spring elements have a tight basic set-up and practical adjustment options. Nevertheless, the suspension comfort is okay. That’s right, is a tourer.

everyday life


 Maximum
score 
Suzuki
V-Strom 1000 ABS
Ergonomics driver 40 30th
Ergonomics pillion 20th 13
Windbreak 20th 13
view 20th 13
light 20th 13
Furnishing 30th 22nd
Handling / maintenance  30th 17th
Luggage storage 10 5
Payload 10 8th
Range 30th 25th
processing 20th 13
total 250 172

Best facilities for a fulfilling relationship. In everyday life, the Suzuki V-Strom 1000 plays a lot of trump cards and is completely convincing. The full-length bench provides a comfortable space in front and behind. Especially in the first row you can endure it for hours in the saddle. What can happen quickly with a range of 400 kilometers. A high payload of 211 kilograms invites you to use the pillion seat plus luggage rack. The wind protection on the motorway is quite neat, the equipment rich, without being overloaded. And the processing is downright solid for Suzuki standards.

security


 Maximum
score 
Suzuki
V-Strom 1000 ABS
Braking effect 40 28
Brake metering 30th 22nd
Braking with a passenger / fading 20th 13
Righting moment when braking  10 8th
ABS function 20th 14th
Handlebar slapping 20th 15th
Ground clearance 10 8th
total 150 108

Exemplarily safe, this Suzuki V-Strom 1000. The easy to dose and grip four-piston monoblock calipers pay off. In addition, there is the defensive, but finely regulating Bosch ABS. This is how a touring motorcycle brakes today! Which in this case still provides traction control and a lot of ground clearance. Stand up when brakes are inclined or the handlebars hit? Nothing.

costs


 Maximum
score 
Suzuki
V-Strom 1000 ABS
guarantee 30th 17th
Consumption (country road)  30th 19th
Inspection costs 20th 18th
Maintenance costs 20th 11
total 100 65

No luxury airs. On the contrary. Even more moderate consumption (from five liters), mobility guarantee and an immense 12,000 kilometers between two service appointments, for the first time at Suzuki, make frequent drivers happy.

Overall rating and conclusion


 Maximum
score 
Suzuki
V-Strom 1000 ABS
Overall rating 1000 671
Price-performance note  1.0 1.9

In terms of price, the new Suzuki V-Strom 1000 is in the gap between the 800 and 1200. In view of their qualities, this results in a good price-performance ratio.

Voilà, Suzuki has conjured up a really fresh travel enduro out of its hat with a lot of dedication. Forget the old 1000, the new Suzuki V-Strom 1000 drives much crisper, but is still comfortable. The modified V2, powerful and economical, deserves praise. Long maintenance intervals of 12,000 kilometers and a meager 229 kilograms weight set the right course. Compliment. Only the accessories should be cheaper.

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