Absent from the market of the big road trail since 2008, Suzuki returns this year with a deeply revamped version of its Suzuki DL1000 V-Strom. Is this late return, on an already full niche a good idea? The new Suzuki DL1000 V-Strom 2014 has – it fairly broad shoulders for a spot in the Sun among all its competitors? Early response…
It is in the South of Spain, in Algeria; Suzuki invited us for the international launch of its biggest novelty 2014. The stakes are high for the manufacturer and model, expected by many, must sign the return of Hamada’s on a long segment was abandoned.
This new Suzuki DL1000 V-Strom made himself wait due to a long, but intelligent gestation. Japanese engineers have come in Europe meets old V-Strom users, discussed with them on the strengths of their bike and details to be improved. They have also traveled thousands of kilometers on ‘our’ routes by all time and all conditions, to identify the expectations of bikers.
The result we have before us today, although almost unheard-of at 100%, is already mature and well led. And even though its aesthetics may displease some (although the bike is most flattering in a situation as in picture), the Suzuki DL1000 V-Strom 2014 raw has a few assets argues when facing the roads. All roads…
It is long, it is good
In the room that hosts the press conference its two DL1000: a 2008 model and novelty 2014. The least we can say is that the former takes a slap, and several areas! Aesthetically, firstly, a stylishly modernized although ultimately rather consensual. We like or not, but you get used quickly and we end up not paying attention
Finishing and Assembly are also a good forward, even if it remains a few cables and hoses too present. Materials, mostly plastic, are solid and underline the presence of two elements beautifully crafted on the fork head aluminum.
The engineers told us have changed the position of conduct, more relaxed. A jump on the 2 machines in the suite is not really this difference in my opinion, apart from a higher smoothness to between it leg, through 30 mm less wide saddle. And as the height of course it does not change, this lesser width argues his interest at the time of rest both feet on the ground almost at my seventy-six meter dish.
Another novelty infield practice, adjustable bubble on three positions in height (with tools) and three other angles (without tools, rolling). Just push the bubble… and that of it, a system of notches with spring ensures the return to the original position. Simple, fast, and easy otherwise, in dynamic gives what? I come there, impatient crew-member…
Easy and well suspended
0845 hours, I am in the saddle and altered full ultra dashboard before departure. Although swarming info all kinds, it remains readable and handling (navigating the menus, options settings) turns out to be simple with the buttons to the left stalk. I adjusted the levers (adjustable in gauge), rule mirrors (efficient, no more) and pressed the starter button.
The cavernous, a little metal V-twin sound is familiar and pleasant. Although the engine is not very keen to the rise in regimes, neither too longs a climb at the top of the lap counter. Traction control be switched off set to 2 (in case of precarious grip or for rain, position 1 leaving a little rear tire drift), we leave to the surrounding mountains. But after a little problem of understanding with our hosts, I find myself alone, to catch up with my group. Damned, it is barely and already knows will I have to horsewhip this Suzuki DL1000…
First observation, the brakes are holding up strong and growing. Stains and powerful, but they remain Assayable with cold tires, they easily wake ABS. At the rear, however, it is difficult to find the feeling as the pedal provides a short run and shows a hard drive. Moreover, blocking is quickly if one stresses. Damage
Aside from that, the grip is obvious, and after a few hundred meters touch, here I am already to twirl in tight corners. Side suspensions, it’s simply almost perfect. Suzuki DL1000 V-Strom 2014 with its quality elements, both front and rear. The Showa shock that debate on 160 mm, absorbs the bumps in the road as far as the large holes, making handling and comfort a little firm, but present. Another good point is adjustable in all directions and the spring has an easy to use dial.
The fork, also adjustable across and discussing also about 160 mm, provides a touch of road nice and secure, without undergoing its pilot his rebounds. The comfort/handling compromise is there also to fly high. The bike accepts the inputs in turn on the brakes, but rises and locks a little if you catch the right lever on the corner. Bit annoying both the Kayaba element is good job also. And if it increases the pace up to conduct sports, no problem, the transfer of masses is contained and hydraulics makes wonder, including shock.
Indeed, these are footrests that telling you first that it is time to benefit the upper body in the curve rather than against-steer. After that, one can still raise the rate without overflow suspensions, to a little avowable level. Nothing to say, they have well worked on the side of the Japan… and in Europe, because they are testing riders from the old Continent (including one French) who are busy finalizing the development chassis and establish the setting of origin of suspensions. And if some people find the new Suzuki DL1000 V-Strom closed, it is possible to relax a little all to win in comfort without really losing handling.
A powerful and flexible twin
The engine has undergone a great deal of work on the part of the technical staff of Suzuki, in the aim of increasing its flexibility and its approval at low and mid-schemes. And this brings its fruit: on the first three reports, it almost starts in the idle speed, with a smile! And on the last three, he agreed to drop below the 2,000 rpm on condition of distribute on a net of gas. Without the gear indicator, one sometimes wonders how fast is engaged both the block is flexible!
Question approval, the twin responds also present with a large torque available from 3,000 rpm, allowing the occasions and accelerations muscled but controllable. The cable control – not to ride by wire here – is clear, and the answer always adapted to the demand, thanks to an injection perfectly calibrated. Point of violence in this twin-cylinder: just a simple efficiency accompanied by good sensations that the tone comes stress.
If it grows until the beginning of its red zone (9000 rpm), its real helpful and pleasant beach lies between 3 and 7 000 rpm there, the 1000 is expressed fully. On paper, the ‘ only ‘ 100 horsepower (even in the free version) may seem fair compared the cavalry offered by the competition, but resumed testing might surprise more than one because, with more than 10 mkg torque available starting at 4,000 rpm, this block tows very. However it may be that with arms and baggage, should downgrade to maintain acceleration in the passes.
To spend all this ground, the hydraulic clutch is reviewed. Easier to operate, it also has an anti-lock sliding-type limited assistance. Too bad it lacks progressiveness, with a late attack and very short lever. Side gearbox RAS reports are linked correctly even whether to securely lock the gearshift. Probably a small problem of youth, my machine is not accusing that 500 km on the meter.
Tourism fast at long course
The km parade turns to follow and it is riding the Suzuki DL1000 V-Strom. Even after several hours of road, no pain or muscle fatigue just dull comfort side table.
Thick, non -slip seat is perfectly its job and the balloon, are handled as that channel, proves effective enough. Setting low and low inclination, she correctly deflects pressure to the top of the helmet. If pushed to the right, head and bust are perfectly safe… if you are not too big.
Some colleagues asked the staff to raise the height during a break. The result was expected: the wind their pass at the top and it becomes possible to hold the large excess of speed for a long time, especially as high speed cap holding is unimpeachable, even with suitcases. Remain arms and shoulders which are rather exposed to the wind.
This driving comfort is also found on the passenger’s side, who benefited from a relaxed position, of a saddle less thick but comfortable although a little short (it is close enough to the driver) and handles well placed.
Side electronics, despite the absence of different cartographies of injection (whose usefulness was felt both engine is manageable under any circumstances), the Suzuki blows the hot and less hot. ABS fires sometimes too quickly, under pressure from the powerful calipers, dating back to the pronounced rebound lever. But the effectiveness is there and it is not afraid to catch the brakes when it passes on roads wet or cold.
Traction control as it is transparent, high quality. I thought judge his effectiveness the morning by 6 ° during accelerations out of curve, but the Suzuki DL1000 V-Strom motor so although I am unable to activate the switch. It took a full load pass on furniture or dusty soil to finally see the LED light on the dashboard. Cuts ignitions are smooth and the engine does not seem to choke in position 2. If you switch to mode 1, authorized deviations are reasonable and the bike back on line smoothly.
Suzuki DL1000 V-Strom 2014 Review: Worthy heir!
The Suzuki DL1000 V-Strom 2014 is the worthy successor to the old milling, retaining what was the interest of the model (general comfort, character engine) while improving other points (road holding, agility) with a modern twist (ABS, Traction Control).
A very successful scientist cocktail certainly does not revolutionize the class, but will delight fans of the kind. All for an affordable price (from € 12,499) obtained without compromising quality. Still some gaps in the basic package, including center stand, or perfectible finishing places. In addition, this bike will come home without undergoing the throes of rare clamping to be stressed.