Suzuki DL VStrom 1000 test

Menus

• Energy influx
• Modernized and more powerful, the Suzuki DL1000 V-Strom is making a remarkable comeback in the highly competitive and popular segment of GT maxi trails. It will certainly have a hard time facing the big names in the category, BMW R1200 GS in the lead, but it can certainly count on its most…
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Comfort
• Braking
• Consumption
• Conclusion
• Rivals
• DL1000 V-Strom options

Energy influx

Modernized and more powerful, the Suzuki DL1000 V-Strom is making a remarkable comeback in the highly competitive and popular segment of GT maxi trails. It will certainly have a hard time facing the big names in the category, BMW R1200 GS in the lead, but it can certainly count on its most advantageous quality / price ratio ….

Withdrawn from the Suzuki catalog in 2008 due to more drastic emission standards (Euro 3), the DL1000 is back in service and even comes back to us in great shape..

In addition to its modernized design, but still inspired by the DR 750 S adventurer of 1988, the 2014 V-Strom benefits from a 90 ° V-twin engine, dual ACT and 4-valve cylinder heads, completely revised. Its displacement goes from 996 to 1037 cm3, with a power gain of 4 horsepower (100 hp at 8000 rpm) and 2 Nm of additional maximum torque (103 Nm at 4000 rpm), obtained 2400 rpm earlier than before. Its operation is optimized by the adoption of a double ignition, a 32-bit ECM unit, a double butterfly injection system and 10-port injectors (4 previously), which contribute to a serious reduction in consumption. (-16% in the WMTC test).

Many parts are improved to reduce friction losses and achieve this goal, including: cylinder heads, cylinders, pistons, rings, piston pin, connecting rods, crankshaft, air box, alternator and flywheel, clutch, 6th gear and spark plugs. The ISC system integrated into the injection body facilitates cold starts and maintaining idle speed, while the regulator’s rectifying cell disconnects the alternator when the latter is not supplying current, which favors engine torque by reducing engine torque. mechanical losses. Sign of the times, the V-Strom sees grafting of series a traction control disengageable and adjustable in two modes to the handlebars. A hydraulically operated Suzuki Clutch Assist System (SCAS) clutch also minimizes the effort required for the left lever when shifting and prevents rear wheel dribbling when downshifting.

The chassis also evolves and gains in liveliness as in rigor, with a shortened hunting angle (-1 °), an extended wheelbase (+ 20mm) and a new distribution of the masses promoting the agility of the machine in the sequences . The double aluminum beam frame remains associated with an extruded aluminum swingarm and 10-spoke alloy rims of 19 and 17 inches, but the whole is reduced by 8 kilos (228 kg in running order) thanks in particular to the use a simplified cooling system and a unique exhaust silencer. We also note the appearance of a new KYB inverted fork of 43 mm gold anodized, fully adjustable, as well as a progressive mono-shock absorber adjustable in preload (22 notches) via a large offset knob, placed at the rear left.

The new DL1000 V-Strom also features safer braking, with a 310mm dual front disc clamped by Tokico 4-piston radial-mounted monobloc calipers, a 260mm rear disc with single-piston Nissin caliper, the all assisted by a Bosch ABS present as standard.

Discovery

It was in Almeria, Spain, that we got to know this new generation DL1000 V-Strom ABS. This one adopts a new look, different from that of its younger DL650 and the old DL1000, with a headlight with double superimposed optics, thinner and elegant, which overhangs a projection of fairing like “duckbill”, characteristic of the “Big DR” (DR750S) from 1988. A nod to the past which underlines the adventurous side and the “off-road” capacities written in the genes of the machine, without however going so far as to use rims with spokes.

The front fairing loses volume, as does the tank, which loses 2 liters of capacity. It is surmounted by a narrower original bubble, of more complex shape, adjustable in inclination (3 angles) without tools and in height (3 positions) with an Allen key. Experts will notice the disappearance of the oil cooler, made unnecessary by the adoption of 100% more efficient water cooling, but also the absence of engine guard and hand guards, available as an option.

The rear section is also slimmer thanks to the low positioning of the exhaust silencer (with questionable aesthetics), thus positioned to facilitate the addition of the optional 29 and 26 liter side cases (right side). A new luggage carrier incorporating large, raised passenger grab handles and lashing lugs allows for the fitting of a 35-liter top-case kit. These robust polypropylene elements, embellished with aluminum panels, take up the general style of the motorcycle and of course lock with the ignition key, just like the aviation-type fuel tank cap. A rear LED light completes the picture, a little tarnished by large unsightly front / rear indicators. As for the previous DL1000, the center stand is available as an option to facilitate maintenance operations (see options table).

In the saddle

When taking a seat on board the DL1000 V-Strom ABS, we are faced with a compact and well-integrated dashboard, particularly well stocked and adjustable in brightness. It includes a large analog tachometer associated with a digital dial in two parts. Tachometer and gear indicator engaged on the one hand, battery voltage, average and instantaneous consumption, remaining range, clock, exterior temperature with frost indicator, odometer and trips, gear indicator engaged and traction control mode selected, gauges fuel and water temperature, plus various warning lights on the other hand. It overlooks a 12-volt outlet, handy for powering a GPS or other additional instruments.

A wide handlebar accommodates ergonomic and easy to handle stems. Ignition switch and right hand starter, headlight flasher, turn signals, horn and left hand traction control mode change switch. The brake and clutch levers are of course adjustable in spacing.

The proposed seat is quite comfortable, with a wide and soft saddle peaking at 850 mm, which allows people of standard build (1.70 m) to almost put both feet on the ground (but not flat). This is all the more easy as this saddle is slimmed down in its front part to make it easier to exercise. The rear section dedicated to the passenger is also well padded and wide enough to provide appreciable comfort to the passenger, in accordance with wide grab handles and well-positioned retractable footrests. The riding position is slightly more upright than on the old model, with a closer handlebars and driver’s footrests set back 15mm. Same thing for the passenger, with raised (+ 33.1mm) and forward (+ 7.7mm) footrests.

In the city

With the engine running, the new V-Strom manifests itself in a harsh but understated exhaust sound, barely more pronounced than that of the DL650. From the first turns of the wheels, we notice the increased maneuverability of this vintage in the urban cycle, compared to its predecessor. Very stable at low speeds, the DL1000 maneuvers without apprehension thanks to its low center of gravity and its more than decent turning radius, which allows you to make a U-turn without repeating it several times. Maneuvers facilitated by a relatively docile engine, which accepts cruising at low revs in first gears without bumping too much and is easily controlled with the clutch. The vibrations are well filtered at these speeds, even under revs. All it takes is an additional stream of gas to initiate a powerful and linear revving regardless of the gear engaged.

The transmission is smooth and well balanced, with a smooth and precise selection that allows upshifts without using the clutch lever. A small reduction in the gas regime is sufficient. In the fire, my 1m78 allows me to put both tips of my feet on the ground, not flat (I have to be short on legs because a colleague barely taller can do it). The DL1000 springs up at the slightest frank throttle action, even if it means lifting its front wheel to the sky in first gear if you put in a little too much effort and the traction control is deactivated. The curved inscription is round and natural, without restraint or excessive liveliness. A feeling of ease in part due to the new Bridgestone BW (Battle Wing) 501 and 502 tire fitting, which visibly contributes to the ease of use and driving comfort, despite a slightly slow rise in temperature.

Motorway and expressways

As soon as the horizon clears, the 100 horses of the DL1000 express themselves without any other restraint than that of their rider, all the same anxious to keep his license to ride…. But hey, chase the natural and it comes back at a gallop! At the first stretch, offering good visibility, the gears stack up quickly to obtain a top speed of 205 km / h at the end of the straight line, in 4th gear! A maximum that was neither renewed nor exceeded on the rest of the course, even on a fast track where the odometer was struggling to reach 198 km / h in sixth this time (probably the effect of the headwind, well established). However, the available power is largely sufficient to cruising at good speed on the motorway while maintaining an appreciable reserve of power. In "reasonable" use, stalled at around 150 km on sixth gear, a small additional rotation of the handle is enough to calmly perform an impromptu overtaking, even if it means switching to 5th to obtain a more lively recovery..

The stability of the machine at high speed is excellent, even with weapons and luggage, which we were able to verify by borrowing the DL1000 fully equipped with our opener, with lightly loaded suitcases and top case. No noticeable front load shedding at high speed, no parasitic movements, a priori these elements are perfectly integrated. The wind protection of the original screen turns out to be correct at high speed, despite a small area of ​​turbulence on the top of the helmet, both with the screen in the low or high position, regardless of the inclination. of it. The optional Touring screen, a little higher and wider in its lower part, fortunately improves this point. The driver’s legs are well protected behind the narrow sides of the tank, at least from the wind and the coolness of the morning. What about the rain and any projections? To be validated during a next test.

Departmental

On small roads, the refocusing of the masses and the increased agility of the front end work wonders, the DL1000 throwing itself without restraint in curves and passing from one angle to another with disconcerting ease. The Bridgestone BW’s grip is very good in the dry, with good feedback from the handlebars which quickly gives you confidence. Confidence all the more so as the presence of traction control reassures and minimizes the risk of loss of grip during a too sharp go-around or when passing through a wet or dusty area. The system analyzes the wheel speed differential every 4 milliseconds and manages the ignition accordingly.

Not very intrusive in mode 1, which allows a certain degree of rear wheel slip, the system reacts on the other hand to the slightest warning in mode 2, which can be frustrating for the most seasoned drivers. Fortunately, they can completely deactivate traction control to perform all their pranks in “sporty” driving, where the same tire ride will show its limits more quickly. During this test, the system tripped only twice, despite relatively unrestrained driving on small mountain roads and some residual moisture in the morning.

In the end, this Suzuki traction control shows good efficiency in the dry. It remains to test it also on roads soaked by rain to validate it 100%.

As for the suspensions, the report is very positive, with a fully adjustable KYB fork, reinforced by a larger internal piston. Its standard setting is suitable for a wide variety of pipes, from the most cast to the most incisive. It reacts very healthily to sudden stresses, while effectively absorbing small imperfections in the road surface. The rear shock absorber, set like the fork to half of its hydraulic and preload settings (11th notch out of 22), contributes as much to driving comfort as to the excellent handling of the machine. As a duo, it suffices to reinforce the preload via the dedicated wheel (left side), which is done very quickly.

Comfort

At the end of a 342-kilometer test alternating between town, small mountain roads and expressways, we have to admit that the original saddle offers excellent comfort and good general ergonomics, both for the driver and his driver. passenger. The driving position is relaxed and relaxed, offering excellent control of the machine in cushy driving as well as in “sporty” driving. The passenger is well housed, slightly raised, with a comfortable seat with non-slip coating and large side grab handles well positioned. The positioning of his legs is just as relevant.

Braking

Powerful, the braking of the DL1000 V-Strom ABS offers appreciable bite and good endurance in intensive use. One finger is all it takes to “crash” the front and slow down hard, a little more so when it comes to emergency freeway stops when going at full speed. The rear-foot braking is fortunately effective and perfectly complements the braking capacity of the machine in this context, especially since the whole is assisted by a Bosch ABS that is not very intrusive on dry terrain. It is also possible to use the rear brake to “seat” the motorcycle a little better on a curve without inadvertent intervention of the ABS, the use of the front brake accelerating for its part the mass transfer and the rocking of the train. forward when changing angle quickly.

Consumption

The Japanese manufacturer announces a reduction in consumption of 16% and 4.78 l / 100 km in the standardized WMTC consumption test. At the end of these 342 km in Iberian lands, we for our part noted an average consumption of 7.2 l / 100 km by carrying out a calculation at each refueling, measurement almost identical to that displayed on the dashboard by the fuel indicator. average consumption which indicated for its part 7 l / 100 km. Suddenly, the average autonomy of the DL1000 V-Strom ABS 2014 is around 278 km with the 20 liters contained in the tank (at these rapid speeds). At a more reasonable pace, we can a priori expect a consumption of around 6 liters per 100 km and more than 330 km of autonomy.

Conclusion

With the return of the DL1000, Suzuki once again has a relevant offering in the GT trail segment. We can legitimately hesitate between the two models proposed DL 650 and DL 1000, because each has convincing arguments: more affordable price, lightness and simplicity for the DL650 (8,199 €); modernized look, more rigorous chassis, improved engine and traction control for the DL1000 (€ 12,499). € 4,000 difference all the same. It all depends on the use you want to make of your motorcycle, knowing that the DL650 will a priori be the most versatile and economical on a daily basis to face the city and its outskirts, while the DL1000 will allow long-distance travelers to take any type of road with increased comfort and safety. While of course remaining capable of assuming the role of the cadet if necessary. In short, we come back once again to a story of purchasing power because, in the end, who can do the most, can do the most !

The DL1000 V-Strom ABS will be available in dealerships in January 2014 at a price of € 12,499. It will be offered in several finishes: Standard; Urban (clog, hand guards and tank bag); Adventure (shoe, hand protectors, touring screen, center stand, top-case kit, led indicators) and Tourer (Adventure + crankcases guard + complete luggage kit + tank protection + stickers). Suzuki France hopes to sell 1,000 to 1,500 copies in 2014, which will add to the score of around 197,000 V-Strom (140,800 DL650 / 46,200 DL1000) sold worldwide between 2002 and 2012.

This return of the DL1000 V-Strom therefore promises to be auspicious, especially in the face of generally more affluent and above all more expensive rivals. Lighter, powerful, economical and with a modernized look, it offers an interesting alternative to existing maxi trails.

Strong points

• Versatility
• Agility and maneuverability
• Traction control
• Safe braking
• Quality / price ratio

Weak points

• Flexibility at low speeds on intermediate gears
• Consumption still high
• No serial control unit

Rivals

• BMW R1200 GS
• Yamaha XTZ 1200 Super Tenere
• Honda Crosstourer 1200
• Triumph tiger 1200
• Aprilia Caponord 1200
• Ducati Multistrada 1200
• KTM 1190 Adventure
• Kawasaki Versys 1000
• Benelli Tre-K 1130
• Moto Guzzi Stelvio 1200
• Moto Morini Granpasso 1200

DL1000 V-Strom options

Hand guards, heated grips, low saddle, high saddle, crash bars, engine guard, touring windshield, tank bag, chain guard, central stand, LED fog light, thinner turn signals, 35 l top-case, side cases 29 and 26 liters.

Related articles

• Suzuki V-Strom 1050 XT motorcycle test

  Less is more 1.037 cc 90 ° V-Twin, 107 hp, 100 Nm, ride-by-wire accelerator, 247 kg, 14,599 euros The Suzuki DR! With this model, the Dakar of the great…

• Honda CB 1000 R test

  Honda renews its big roadster. Retro, sporty, or both ? 4 cylinders in line, 998 cm3, 145 hp at 10,500 rpm, 104 Nm at 8,250 rpm, 212 kilos with full…

• Suzuki GSX-S750 test

  GSR reloaded Appeared in 2011, the GSR 750 hands over to the GSX-S 750, an heiress who wants to reshuffle the cards in a category in perpetual movement…

• Suzuki V-Strom 650 XT test

  The mid-size trail passes Euro 4 standards: 645 cm3, 71 hp and 62 Nm, 216 kilos, € 8,899 A simple, accessible, versatile and efficient motorcycle For 7…

• Suzuki Katana motorcycle test

  Japanese legend, successor to the GSX1100S Katana 4 cylinders in line, 999 cm3, 150 hp, 108 Nm, 215 kg full made, 13,699 euros The Katana is a very old…

• Kawasaki Versys 1000 motorcycle test

  La Z goes green Eternal absent from the Kawasaki range, apart from the unlikely KLV 1000 (Suzuki V-Str m renamed), the maxi-trail model finally appears…

• Suzuki GSR 750 motorcycle test

  The way of the Samurai Following an almost Darwinian principle, motorcycle models are constantly evolving and by period. Thus, the era of the 600cc…

• Suzuki DL 650 VStrom motorcycle test – 2012 vintage

  Aids for the road 10 years of good and loyal service … the DL 650 VStrom indeed celebrates a nice anniversary in 2012, without having succeeded in…

• Suzuki Inazuma 250 test

  Small charter for business class Suzuki finally presents its small displacement machine, announced at the 2011 Paris Motor Show. The 250 Inazuma is now…

• Suzuki Hayabusa test

  197 hp at 9,500 rpm, 155 Nm at 7,200 rpm, 3 engine maps, 300 km / h, € 15,499 Cut for speed, does the myth stand up to the ravages of time? ? Thursday 11…