Suzuki V-Strom 1000 ABS – Road test

Well yes, born in 2002 to satisfy motorcyclists who want a motorcycle that is satisfying to ride, but still comfortable on medium/long-distance trips, returns in a completely new and completely redesigned guise. He had been missing for some years, because its marketing on the European market had been interrupted. In 2011 its sister 650 was presented, also completely new. This year Suzuki launches the new V-Strom 1000 ABS, highly anticipated model by the motorcycling public for its history, for its concept “all-rounder” motorcycle, for its usability and also because the V-Strom 650 was the best-selling motorcycle in the world in the 650-800 cc class, who knows if the 1000 will also live up to many expectations. The new model is therefore burdened by a great responsibility for Suzuki and the commitment in transferring all its knowledge and peculiarities into such a strategic motorcycle was total. The new V-Strom 1000 is able to immediately convey great driving pleasure on the road. The choice of a displacement that has become intermediate also pays off, with direct competitors grown up to 1,2 litres. The 101 horsepower are in fact more than enough to satisfy all the itchings of motorcyclists, from the less experienced to the most knowledgeable. The low weight is the lowest in the category, the fluid and full-bodied delivery of the engine, the intuitive and sincere chassis, make this motorbike a traveling companion excellent in every situation. Suzuki left nothing to chance. The low weight was achieved thanks to a complete redesign of the bike, with the confirmation of choices that are almost unique in the segment, such as the aluminum frame (Moreover dropped by 13% in weight) and thanks toadoption of noble materials (for example the side panels are also made of aluminium), combined with high-level components, among all the fully adjustable and sporting suspensions (remember that the fork was taken from none other than the GSX-R 1000 K8, with the appropriate calibrations to adapt to a maxi enduro). We then find a top ABS system, combined with Radial mount front brake calipers. Traction control makes its debut, an absolute novelty for the Hamamatsu company, which provides three different selectable modes of use. In addition to being a motorcycle that can be ridden immediately as if we have always known it, one of the few maxi enduros that can be driven like a naked sports bike, gran touring peculiarities are added, such as the excellent comfort for the pilot and the passenger, in this the V-Strom 1000 certainly does not disappoint in comparison with the main competitors, an intuitive and easy multifunction instrumentation (all the controls are enclosed in the left block), the windscreen adjustable in both height and inclination (solution patented by Suzuki) and the 12 volt socket. Suzuki therefore did not make us wait in vain for years for the advent of the new V-Strom 1000, because the long wait ended with the presentation of a truly very successful project.

Aesthetics and finishes:

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Slim and well-groomed, it stands out for its characterful lines and solutions

The new V-Strom 1000 is undeniably beautiful. Her tastes are personal and she may not convince everyone, but her silhouette is slim and aggressive at the same time, so streamlined, especially compared to her main rivals, and it is noticeable at first glance. The proportions of the bike are spot on and balanced. The front beak/fender, which has become a must in the sector, is a source of pride for the new V-Strom 1000. In fact, the paternity of this detail belongs to its progenitor, the 1988 DR Big. The weight is the lowest in the category, with 228 kg in running order. In addition to influencing the dynamic behavior of the motorbike, it also affects the aesthetics of the motorbike, rich in elements noble materials, chosen for their lightness, but also pleasant in look, which give the V-Strom 1000 a dynamic character uncommon to other bikes in the category. The standard equipment, such as the Tokico 4-piston monobloc radial calipers, or the fork of the GSX-R 1000 K8, make the bike interesting even to an expert eye, who will certainly appreciate the technique, capable of putting its competitors in difficulty in road driving. The quality of the materials and the perfect assembly of the parts is now a standard to which Japanese manufacturers have pleasantly accustomed us for years. We also find the external 12 volt socket as standard, easy to access as it is positioned right on the instrument panel, which has become an essential accessory for powering your technological gadgets. Wanting to find a flaw in her, something that is out of place on such a well looked after motorbike, I am the mirrors with a too retro feel and the black plastic instrument holder. If for the former you can always adopt an after market solution, for the latter it is a shame, also because the instrumentation itself has a modern appearance and is functional, very complete and intuitive, which can be controlled from the left handlebar block, without having to move a hand. Even the exhaust terminal may not be too good, the only slightly subdued element in the successful line of the bike. However, a few months after the launch of the V-Strom 1000, there are already many products available for a replacement, complete or limited to the final part, of the exhaust system. An operation that can give an extra aesthetic touch to the bike, but also a more decisive voice and determination. Still in the field of customization, Suzuki offers a wide range of original accessories for this model. We remember among many the set of 3 bags which integrate perfectly into the design of the motorcycle and the tank bag. Anyone wishing to undertake long journeys, alone or as a couple, is served.

Engine and performance:

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Is one hundred horsepower enough? The answer is definitely positive

The engine of the new V-Strom 1000 was an unknown. There's no denying that the presence of 1.200 competitors, with up to 50 horsepower greater, could cast doubt on the choice to keep the displacement and power of the old V-Strom substantially unchanged. The choice instead was to dedicate yourself to fluidity and delivery right from the lowest revs. After driving it we can assure you that the 101 horsepower are enough to give you a lot of satisfaction. The engine was completely redesigned and is truly capable of guaranteeing optimal behavior on any type of road. Now it has Traction control is also standard. To develop it, Suzuki took advantage of its experience in MotoGP and created a complex system that acts on the basis of 5 parameters (two-wheel speed, throttle position, gear engaged and engine speed). Its functioning is to say the least exceptional. In addition to possibility of eliminating its action, for off-road driving or for the more savvy who want to manage the power independently, It is adjustable in two positions, one less invasive, the other more decisive. Using the operation first it is so fluid and "intelligent" that you notice its intervention only by the flashing light on the dashboard when it comes into operation. The second method is more invasive, suitable for those who do not want to take any risks, or in the presence of surfaces with very low adhesion. In the classic Sunday stroll, the storm that could have made you worry becomes harmless. Just change the TC setting and you will return home calm and safe. Honestly, on dry roads and in good conditions you can easily turn off the traction control. The fluidity of delivery, combined with an easy and always intuitive chassis, make it almost superfluous. In addition to the qualities that we had the opportunity to discover while driving the V-Strom 1000, the engine is also cutting-edge from a technological point of view. Suzuki really left nothing to chance. They make their debut on the V-Strom 1000 le double spark plugs per cylinder, very long lasting being of the type with electrode with iridium alloy coating, combined with two ignition coils per cylinder, double throttle valve injection, new injectors, noble and light materials for the pistons, flywheel, control unit and latest generation highly reliable voltage regulator. Plus we also find one new clutch equipped with anti-hopping with SCAS system (Suzuki Clutch Assist System). The competitors, even if they have a higher displacement, must start worrying about her too, the new V-Strom 1000 has nothing to envy of it.

Ride and handling:

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The maxi enduro that rides like a naked bike, but is also at ease off road

Many times, when in a road test we talk about ride and handling, they are used terms such as “It rides like a bicycle” or “Once in motion the weight vanishes and the handling is extraordinary”. Many, perhaps too many. The credit, however, goes above all to increasingly efficient and easy-to-ride motorcycles. Getting on a maxi enduro from just 10-15 years ago clearly shows the enormous progress made with the latest generations. The new V-Strom 1000 is absolutely one of the bikes that deserves this kind of expression, because perhaps it embodies these peculiarities like no other of its kind. From the first kilometres it is evident how good the work done by Suzuki is. The bike is easy and intuitive, the easy handling means that after a day in the saddle you almost forget that it is a maxi enduro, not only is its weight reduced, but on extra-urban routes, with your feet always on the footrests, you end up driving it and convincing yourself that it is a naked, and also with sporting ambitions. Only at the traffic lights, when you put your feet on the ground, do you remember that the height is that of an enduro motorbike. We are faced with one of the most successful bikes of recent yearsa truly excellent dynamic behavior. However, unlike a road motorbike, with which you travel with very bent knees, and perhaps with your wrists loaded from the position stretched forward on the half-handlebars, with the V-Strom 1000 after a 500 km ride at a cheerful pace, a thousand curves, mountain passes, motorway transfers, we got off the bike not at all tired and tired. Precisely because the driving position is a fair compromise between comfort and sportiness, and why The ease of driving is amazing. Furthermore, the almost total absence of vibrations makes the V-Strom a driving companion that is loved even on long journeys at constant speeds. The fork is fantastic at dampening the roughness of the terrain, even off road, but at the same time in the most violent braking sections it maintains exceptional stability and progressively hardens as it sinks, keeping the front wheel always attached to the ground. The brakes surprise with their modulability and for the truly contained stopping spaces, facilitated in their task by a ABS never too invasive, that truly intervenes where needed. Hairpin bends, medium or long range bends can be tackled without fear, knowing that the motorbike will perfectly and docilely follow the orders given by the rider. The rear axle is no less than the front. The traction of the wheel is excellent, thanks to the excellent frame and above all to the fluid and progressive delivery of the engine, which pulls out of corners at any speed, without requiring spasmodic use of the gearbox, but it is off road is convinced us even more. We had the S-Cross, Suzuki's biggest 4-wheeled novelty, in the editorial office, and we took the opportunity to mistreat them both in the mud. The surprise was the traction of the V-Strom 1000, even in mud and despite having purely road tyres. On asphalt then the presence of excellent traction control further improves the result, taking away any worries even for a less experienced driver, or allowing you to always proceed safely, even when you are tired and tend to drive a little less concentrated . Some may not like the self-righting effect when cornering, especially when braking, more pronounced than on some competitors. Old school motorcycle things, some say, style issues, we say. You get used to it by adapting your riding style, plus in certain situations it can also help, because when the bike is straight you brake more. The passenger position is also well thought out, with a comfortable saddle and rider-level comfort. Finally, let us remember that the new windshield is equipped with an original, yet simple, mechanism to adjust its angle with a quick gesture, in order to adapt to driving conditions.

Price and consumption:

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Like the displacement, the price is also low compared to its competitors

Suzuki's choice to contain the displacement, as well as the weight, also has a positive impact on the price of the motorbike, for sale at 12.490 euro, which becomes 13.590 for the 3L version equipped with the kit of 3 bags (capacities 35+29+26 litres). Starting from the assumption that the performances are aligned with some 1.200 competitors, the price becomes very competitive indeed. Given the contents, with lots of electronics and high-end solutions, it is even more so. There are three colors available: white, Desert Khaki and the red of the sample being tested.Consumption is very good, at the indicated 130 km/h, 19 kilometers are measured per liter. At tourist speeds it is not difficult to reach 20 per liter, but even by adopting a sporty driving style and pushing the engine hard it is difficult to go below 16 km/l.

We like it:
Modern and personal line, always full-bodied engine delivery, great driving balance

We do not like it:
Slightly dated mirror look, black plastic instrument panel and exhaust terminal could be improved from an aesthetic point of view

Suzuki V-Strom 1000 ABS: the Motorionline Report Card

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Test clothing:
Jacket: Dainese G. Ridder Gore-Tex
Trousers: Dainese P. Travelguard Gore-Tex
Gloves: Dainese Scout Evo Gore-Tex
Boot: Dainese Carroarmato Gore-Tex
Helmet: Caberg Duke Legend