Test Suzuki V-Strom 1000 - The Supermoto among the travel steamers

Test Suzuki V-Strom 1000 - The Supermoto among the travel steamers

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ergonomics

Typically on a travel enduro, you sit quite high in the saddle of the yellow Suzuki V-Strom 1000 - 850 mm, if you take it seriously. The crotch arch is a little narrower, so you can easily get your feet to the ground. The saddle is comfortable, the step to the pillion section is not excessively high, but offers enough counter pressure when accelerating. The yellow seat cover is impractical as it looks dirty within a few minutes and is not that easy to clean. A plain black saddle would be more practical. The footrests are exactly where they belong and positioned high enough so that they don't touch down straight away, even in attack mode. The handlebars fit well in the hand, but could be a bit wider and flatter for my taste. The steering angle is quite decent – ​​quick turning on narrow roads is easy. The angle of the windshield can be easily adjusted using a pressure mechanism, even while driving, as long as you are not driving too fast and the wind pressure is greater than that which you can apply with your left hand. The rearview mirrors are terribly ugly, but they offer very good rear visibility. The engineers and not the designers probably won here. Practical: The handwheel for continuous adjustment of the shock absorber on the left side under the saddle. This allows the rear level to be quickly adjusted for luggage or pillion use. In short: the Suzuki V-Strom 1000 sits actively, discreetly oriented towards the front wheel and comfortably in the saddle. With a full tank I was able to measure 231.7 kg (111 / 120.7 kg). 

Handling

In addition to the engine, the handling is the V-Strom 1000's flagship discipline. After just a few kilometers you feel so pleasantly calmly connected to the V-Strom that you really hit the corners. The fantastic front wheel feel is responsible for this. While most large travel enduros are trimmed for maximum stability, the V-Strom is the queen of handiness without ever seeming unstable. I can't describe it better, but the turn-in feels so light that you feel like you're in the saddle of a heavy supermoto. Fantastic. This makes cornering completely natural. Whether it's long, high-speed curves or tight mountain passes, the V-Strom inhales the winding strip of asphalt unpretentiously and calmly, increasing the rider's self-confidence immeasurably. This thing is just really fun. I haven't tried it, but apparently the V-Strom 1000 can be repositioned to exhaust loops. And it's definitely not because it doesn't have enough lean angle. Quite the opposite. 

Engine/gearbox

Already her little sister, who V-Strom 650, I praised their engine. The big sister even goes further. The 1037 cubic two-cylinder runs really silky smoothly, producing a maximum of 101 hp and just as many Newton meters of torque. That may not sound particularly sporty, but believe me, they are very potent, spontaneous and motivated horses. Coupled with the perfect throttle response, you become one with the V-Strom so quickly that you're soon in the flow. Even from a standstill, the V-engine pushes hard, but never overwhelms the rider. To be on the safe side, Suzuki has given the V-Strom a two-stage traction control (which can easily be switched on and off while driving), but you don't actually need it. If you only have a little feeling in your butt and right wrist, you can pull the V-Strom onto the rear wheel as you like or allow a small slide at the exit of the curve - that's how harmonious a well-coordinated drive package can be. The Suzuki Clutch Assist System (SCAS) offers enough reserves (similar to an anti-hopping clutch), especially when downshifting, to easily master corners even when braking late. By the way, the feeling for the hydraulic clutch on the lever is extra precise. The transmission without automatic gearshift shows its silky side - similar to the engine. The shift travel is crisp, the individual gear steps click into place cleanly and noticeably. That fits so wonderfully. The gear ratios or gear connections match the engine well. Even the rev limiter doesn't kick in too abruptly, but rather gently.  Except for the peak performance, the engine gets full marks from me. And to be honest: I never missed performance during the entire test week. 

Undercarriage

Luckily, Suzuki did exactly what I always wanted with the V-Strom 1000: didn't skimp on the front suspension and installed a fully adjustable, clean-responsive 43 mm USD fork. The 19-inch front wheel moves over the asphalt so precisely and with a lot of feedback that you become the king of corner entry. If you brake hard, the fork doesn't dive out from under you, but rather moves smoothly over the bumps with hydraulic support and offers exactly the feedback you need to recognize whether the front tires or chassis are reaching their limits. I can't put it any other way, but the front wheel feel is almost super sporty. There are expensive naked bikes on the market that are heavily focused on performance and do not offer such precise front wheel guidance. The Suzuki guys really did a top job. Unfortunately, the shock absorber can't quite keep up with the fork. In addition to the preload, the rebound can also be adjusted. If you attack badly, the front wheel pecks but the hindquarters feel noticeably less precise. On heavily undulating asphalt you can feel the rear rocking a little. However, I'm complaining at a high level now, but you have to be honest that there is a noticeable difference in performance between the fork and the shock absorber. The rider always knows what the 17-inch rear wheel is doing, but coupled with the comfortable saddle, the last bit of feedback remains hidden. Overall, the chassis is very well tuned and offers a wide range of uses. The high-speed stability is also good.

Brakes

This is exactly how the pressure point of the front wheel brake should feel and no different. Hard as Krupp steel, but still with enough feedback to avoid being reprimanded by the Bosch ABS. Great cinema, exactly my taste. The radial brake calipers don't bite the 310 mm double brake discs too harshly or radically, but they are tight enough to slow down the V-Strom precisely. Coupled with the fantastic front wheel performance, for me – in the area of ​​conventional chassis – this is the benchmark in the big enduro segment. The rear wheel brake with a 260 mm brake disc is also easy to control and, together with the engine brake, is always sufficient to bring you to a standstill quickly in the city. Interesting: The ABS is tuned to be very sporty. If you anchor really hard, you'll hear the tire whistle for a moment and draw a short, black line with the front tire at the entrance to the curve. 

Noticed

How harmonious the overall package of the V-Strom 1000 is. You're making a big mistake if you only compare individual aspects of the motorcycle with the competition. Only as a whole does the Suzuki reach its greatness. Pleasant sound, sober cockpit, a bit of yellow and a somewhat tame design. Their comparatively low price. 

Failed

The yellow seat cover, totally impractical. Unfortunately only rubber brake hoses. The ugly mirrors, but they offer a great overview. It could certainly be prettier. 

Test verdict: Suzuki V-Strom 1000, by p.bednar

More information about Suzuki V-Strom 1000

With kind support from  TOTAL Austria

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