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The big trail is a rather special love story at Suzuki. The most emblematic model is certainly the DR 750, and its apogee obtained with the 800 version. At the time, the Paris-Dakar spirit was in the sky, the trails grew bigger and the cylinders multiplied.. Suzuki continued in the path of mono until 1994. Then, it was not until 2002 that the big trail was reborn in Hamamatsu, but it became trail-GT and that changed everything. A serious V-twin, aesthetics and behavior all-purpose, this is the 1000 V-Strom. His career ended with us in 2009 but the model is still marketed in other countries. The situation changes in 2014: Suzuki has split a brand new V-Strom, more aesthetic, more potent, more technological. He arrives in a market where competition is formidable as much as it is crowded. Does the last have enough to tackle the first? Suzuki has obviously been working on the issue for a long time in development. What about:
Why did I tell you about the “Big DR”? Because the new generation V-Strom is inspired by it for its design. It’s subtle, and it’s the only thing the ancestor and the rookie will share. It feels a bit like the GSX-R in terms of the headlights and air intakes, and on the technical side, the trail is clearly based on its predecessor … with a big boost in optimization.
Engine: the always valiant TLR.
The V-Strom chose a mechanism well known to the Suzukists. A twin-cylinder with a sporting past (the TLR was to rub shoulders with the Superbike) whose career was extended in the 1st V-strom and the SV 1000. It still responds but the engine manufacturers have not left it as it once was. It is about giving it the confidence to face the big twin of the competition. First, the re-cuber! In 1200 like all the others? No, just a bite to eat. 2mm more bore and our 996cc becomes a 1037cc. The power is on the rise, anecdotal 2 kw more. The most interesting is the couple. Not that it is really beefier, but its max -10.5 mkg – is available much earlier: 4,000 trs instead of 6,400. top. Will this be enough to distract from the 12.7 mkg that a Bavarian boxer can spit out? The technique is being used, with a new injection box, double ignition with iridium sauce, injectors with 10 holes instead of 4 and a host of new parts: pistons, connecting rods, cylinders, assisted clutch (13% less effort), oil cooler eliminated thanks to the increase in the water cooler, revised alternator and redesigned air box. Not to mention the hunt for weight. The new radiator is 1.5 kg lighter, and the exhaust, almost as sexy as the pan of the first Yamaha FZ8s, benefits from a gain of 4.7 kg.
A proven chassis, reinforced with electronic assistance
We remain in the classic frame side, with the same profile as before for the double perimeter aluminum beam, with a bonus of 13% weight reduction while benefiting from 33% greater rigidity. A little work on the geometry announces a wheelbase which goes from 1535 to 1555 mm, a column angle reduced by 1 ° and nine on the suspension side. From a conventional Showa, the fork becomes an inverted 43mm Kayaba now fully adjustable. The shock absorber has a 20 notch wheel to set the preload.
Braking is in tune with girlfriends in the segment … and sports. Bye bye dual pistons – welcome to monoblock 4 piston radial calipers ready to gniak up 310mm tracks. ABS is standard, a very light Bosch weighing only 1050 gr.
One would have thought that Suzuki would ignore electronic assistance; its sports cars do not have one and can only count on the choice of injection cards and the pilot’s right hand to calm the boiler. But surprise, the V-strom will be (almost) of the same ilk as the competition. It is entitled to traction control – the first from the house of Suz for a production model. It takes into account the speed of the wheels, the position of the injection butterflies, the vilo and the gearbox ratio engaged. The system checks the conditions every 4 milliseconds and adapts the ignition and the air supply to restore balance in the event of loss of traction. Three positions are selectable from the handlebars: deactivated for total freedom / 1 – low sensitivity to allow slight drifts / 2 – high sensitivity for total control.
The road is this way
The subjective face hides an unprecedented dashboard. Compact, complete, and teeming with indications. The place of honor goes to the tachometer – the digital window informs you of the speed, the gear engaged, the fuel level, the Traction Control mode, and then we find the time, the engine and exterior temperatures, the voltage, trip, autonomy, consumption, a frost indicator … there is something to read.
A selection of equipment is already on board. The screen is manually adjusted to 30 mm, a 12V socket is available under the instrumentation, the rear accommodates a luggage rack extending by the passenger handles, and of course, a list of options allows you to equip the V -Schtroumf for the distant journey.
In the big bath
The 1000 V-Strom is completely renewed and returns to the market with certain arguments but without really distinguishing itself. Like the majority of competitors, she feels adventure and the road without advancing any off-road skills. Its engine does not advance the “standard” cubing of the category but the punch from the TLS / TLR lights could surprise more than one. Suzuki will play its trump card, an aggressive price, to distinguish itself from the bloated offer of the segment. It will surely suffer from the comparison with a certain R 1200 GS, but the 3,000 euros that separate them offer you a few thousand km, or a second hand 500 to complete the garage.
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Replaces
1000 V-STROM 2014
Model marketed in
2014
2015
2016
Performances
-
Max speed:
about 200 km / h -
Consumption
medium: 4.80 l
The technical aspect
Suzuki 1000 V-STROM 2015
- Frame
- Frame: Double aluminum beam
- Tank: 20 liters
- Seat height: 850 mm
- Length: 2,285 mm
- Width: 865 mm
- Height: 1410 mm
- Wheelbase: 1,555 mm
- Operating weight: 228 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 160 mm
- 2 discs Ø 310 mm, 4 piston radial calipers
- Front wheel:
110/80
– 19
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 160 mm
- 1 disc Ø 260 mm, 1 piston caliper
- Rear wheel:
150/70
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø nc
- 2 ACT
- 4 valves per cylinder
-
1,037 cc
(100 x 66 mm) -
100
ch
at 8000 rpm -
10.50 mkg
at 4000 rpm - Compression: 11.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW R 1200 GS 2015
Yamaha XTZ 1200 Super Tenere 2015
KTM 1050 Adventure 2015
Kawasaki VERSYS 1000 2015
Triumph 1200 TIGER EXPLORER 2015
Honda 1200 CROSSTOURER 2015
Moto-Guzzi STELVIO 1200 8V 2015
Aprilia 1200 CAPONORD 2015
Gallery
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