SUZUKI V- STROM 1000 REVIEW

SUZUKI V- STROM 1000 REVIEW. The latest Suzuki V-Strom 1000 marks the Japanese firm’s re-entry into the booming adventure bike clas.Few recent models have been as urgently needed as the V-Strom 1000 is by Suzuki. The Japanese firm has suffered in the global downturn, hindered by its traditional reliance on the crumbling super-sports sector. Worse still, for the past five years Suzuki has had no model in the large-capacity adventure class, motorcycling’s sole boom area. The previous V-Strom 1000 was killed off by emissions regulations just as the credit crunch and Japanese yen’s strength combined to scupper Suzuki’s plans for a replacement.
Finally the new V-Strom 1000 is ready, complete with the beaked front mudguard, tall profile and 19in diameter front wheel typical of an adventure bike. Despite this, Suzuki insists that the newcomer is a road-going tourer, and is not designed for off-road use.
Like the previous V-Strom 1000, it is powered by a liquid-cooled, eight-valve V-twin. The capacity is increased from 996cc to 1,037cc; the long list of new parts includes cylinder heads and crankshaft. Maximum power is increased by only 2bhp, to 99bhp, but there’s a bigger gain at lower revs, especially around 4,000rpm where maximum torque is produced.

That flexible power delivery helps give the Suzuki a pleasantly relaxed character, and makes it very easy to ride. Its riding position is upright; the seat is broad, comfortable and not impossibly high for most riders (though it loses marks for lack of adjustability). The screen can easily be adjusted for angle by hand, through three positions, even while riding. But being tall I found it too low, and the limited height adjustment requires the use of tools.

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Fuelling is generally precise, and the broad spread of torque allows strong acceleration with minimal use of the six-speed gearbox. The V-Strom sits smoothly and comfortably at the legal limit, surges forward eagerly in response to a twist of the throttle, and has a top speed of about 120mph. That’s more than adequate, although the V-twin’s lack of zip at higher revs is disappointing.
At least this version is substantially more economical than its predecessor, according to Suzuki. Fuel capacity is reduced by two litres to 20 litres but most riders should average close to 50mpg, for a range of more than 160 miles. Chassis updates begin with a new twin-spar aluminium frame that is both lighter and more rigid than the old one, and holds a longer swing-arm for improved stability. Front suspension is revamped with larger diameter, 43mm forks. The V-Strom’s touring bias means its chassis is tuned for comfort rather than agility. On standard suspension settings the bike steers quite slowly and the rear shock is rather soft. But spring preload can easily be adjusted using a remote knob, giving sharper steering with a well-controlled ride.
Braking power is impressive, thanks to four-piston Tokico monobloc front calipers, backed up by an excellent ABS system. Suzuki’s electronics update also incorporates the firm’s first traction control system, which is especially welcome on slippery roads.

Although this gives a choice of two settings, neither the traction control nor the ABS is optimised for off-road use. This presumably explains Suzuki’s caution in insisting that the V-Strom is a road-going bike only. For touring use the bike Suzuki gains marks with its well-designed instrument panel, electrical socket, luggage rack and pillion grab-handles. The fairing’s lack of hand protection is a drawback but can be overcome using hand-guards or heated grips from the options list. Other extras include luggage, crash bars and fog lamps, offering further opportunity to enhance both the V-Strom’s practicality and its rather misleading adventure bike image.

The V-Strom’s lack of off-road intent is surely a missed opportunity, and its unspectacular performance and specification contrast with those of cutting-edge Suzukis of a decade ago, let alone those from the firm’s heyday in the mid-Eighties. But as a versatile roadster the V-twin has some appeal. Its price of £9,999 means it slots into the market sector between Suzuki’s own popular, if ageing, V-Strom 650 and more expensive, genuinely dual-purpose models such as BMW’s R1200GS.

For riders seeking an adventure-styled V-twin, it’s comfortable, respectably quick and a useful all-rounder. It’s also confirmation that, after years of underemployment, Suzuki’s development engineers are back in business.

THE FACTS
Suzuki V-Strom 1000
Tested: 1,037cc four-stroke V-twin, six-speed transmission
Price/on sale: £9,999 (£10,132 OTR)/February
Power/torque: 99bhp @ 8,000rpm/76lb ft @ 4,000rpm
Top speed: 120mph (est)
Range: 170 miles @ 45mpg (est)
Verdict: Respectably quick, sweet-handling and well appointed V-twin that offers roadgoing practicality and comfort, if not the off-road ability suggested by its looks
Telegraph rating: Three out of five stars

THE RIVALS
BMW F800GS Adventure, £9,650
Less powerful than the V-Strom and slightly agricultural, BMW's 85bhp parallel twin lives up to its name and style by combining roadgoing practicality with genuine off-road ability.

Kawasaki Versys 1000, £9,599
Curiously styled and powered by a 1,043cc, four-cylinder engine that produces 116bhp, the softly tuned Versys is big and heavy but is a smooth, comfortable long-distance roadster.

Triumph Tiger Sport, £9,599
The only one of Triumph's Tiger triples with no off-road ability, the 123bhp Sport is less exciting than its name suggests but is a fast, stable-handling and capable sports-tourer.

Source : telegraph[dot]co[dot]uk