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In the big trail segment, Suzuki understood that it was useless to try to oust the reference 1200 GS. So the brand capitalized on its in-house policy, with a machine that does well everywhere, a less toxic price and an offbeat design.. A little when it was released in 2002; much more in its recent definition. Lots of road and a few paths later, Hamamatsu’s maxi-trail received a slight overhaul. 2017 brought him almost nothing but good, with what it takes to assert his position a little more.
Until yesterday, the V-Strom wore a face that had to be assumed. Well, no maxi-trail is really sexy, except maybe the Italians. But a little more flexibility in the design would have been beneficial.
It is now done. Taking a little more inspiration from the DR 800 S “Big” and at the same time the rally DR-Z of the 90s, the fork crown has a squarer and yet nicer face. The pyramidal shapes suit him much better than the insect facies. Still a Cyclops, the 1000 V-Strom let the designers take care of its face but not the rest. The dressing has not changed, and the only differences reside (apart from the colors) in touches of black more present. Fork tubes, exhaust and rear frame turn dark.
Subtle changes. Because like many, the V-Strom needed to evolve; to satisfy Euro4. While we’re at it, we might as well take the opportunity to make some adjustments. First, enrich the equipment. As standard, there are now hand guards and engine guard as a bonus. Then, the bubble was retouched for more efficiency, while growing by 49 mm. It is always adjusted in 3 positions: standard, + 7.5 ° and + 15 ° angle. Finally, borrow electronics from girlfriends. The left stalk is equipped with a control button inaugurated on the GSX-S 1000, allowing to navigate in the information of the dashboard and to adjust the traction control. Suzuki has also added Bosch IMU 5-axis inertial control unit, in order to offer ABS optimization when cornering. The manufacturer calls it the Motion Track Brake System. In addition, the braking is now coupled.
The big V-Strom also wins two goodies, which are in the process of invading the entire range: Low RPM Assist, to facilitate take-off by increasing the engine speed when releasing the clutch; and Easy Start – you press once, and the starter continues on its own until the engine starts.
About the traction control we were talking about earlier. This one is renewed in its functions, with two modes of intervention and the possibility of being deactivated..
Thus, without reaching the level of assistance that can be found on a KTM or a BMW, the Suzuki trail is discreetly equipped more and more, without denying its side which is simpler and more accessible than the competition. One point that saddens us is the absence (in series) of the suitcase anchoring system. Even though the 650 offers it as an option; but when we know that the small 250 is originally equipped, we can twist the grin at this type of economy.
Let’s not forget the engine, one of the strong points of the 1000 V-Smurf. If we strive to remember that it draws its origin from the TLS / TLR duo, it is because this twin is truly exciting. Full, available, always valiant, this 1037 cm3 gives a lot of satisfaction with its 101 horses, and does not bend the spine in front of the more powerful mechanics of the segment. Revised to satisfy Euro4, it does not lose power but must release 2 Nm of torque. Almost nothing, and he has over 10 kilograms of muscle to distribute. Technically, only the exhaust line changes with two catalysts instead of one, and the injection is re-parameterized.
The forehead is more flexible, the equipment more talkative, and under the coat, the technique has retained the confidence of the parents. The perimeter frame and the aluminum swingarm, the fully adjustable 43 mm inverted fork, the adjustable shock absorber via its large handy knob, the 19 and 17 inch stick rims, the 310 mm brake discs with calipers 4 piston radials: they were all in the same class last year and they can be found here again. Dynamically, the V-Strom will offer the same jouasse as the previous generation. And that’s good. We have a lot more fun on our handlebars than with other more serious and less lively productions.
Let’s take stock and come back to the qualities. 1037 cm3 V-Twin adapted to Euro4 with a bit less torque but still the same gniak; renewal of the light, compact and playful chassis; bubble adjustable without tools and higher; traction control 2 modes + OFF; Latest generation ABS adaptive to the angle; 12V socket on the dashboard; standard hand and engine guard; Suzuki easy start system and Low RPM assist; older generation GSX-R radial calipers and inverted fork; design revised with more flexibility. We would just have liked a little effort on the luggage side and the central stand as standard. The Suzuki 1000 V-Strom will soften the detractions with its pricing policy.
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12,799 €
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Replaces
DL 1000 V-STROM 2018
Model marketed in
2017
2018
2019
Performances
-
Max speed:
about 200 km / h -
Consumption
medium: 4.80 l
The technical aspect
Suzuki DL 1000 V-STROM 2019
- Frame
- Frame: Double aluminum beam
- Tank: 20 liters
- Seat height: 850 mm
- Length: 2,280 mm
- Width: 930 mm
- Height: 1,470 mm
- Wheelbase: 1,555 mm
- Operating weight: 232 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) -
101
ch
at 8000 rpm -
10.30 mkg
at 4000 rpm - Compression: 11.3: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
2019 BMW R 1250 GS
2019 Yamaha XTZ 1200 Super Tenere
Ducati 950 Multistrada 2019
Kawasaki VERSYS 1000 2019
Triumph Tiger 800 XCx 2019
2019 Honda CRF 1000 L AFRICA TWIN
2019 KTM 790 Adventure
Gallery
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