2014 Suzuki V-Strom 1000 ABS Review – First Ride Motorcycle 2013

1 Фев 2015 | Author: | Комментарии к записи 2014 Suzuki V-Strom 1000 ABS Review – First Ride Motorcycle 2013 отключены
Moto Guzzi Ercole

2014 Suzuki V-Strom ABS Review – First Ride

The big returns for 2014 in a much reincarnation of its original form. outward appearances aside, the new boasts increased displacement and power from its redesigned better handling and improved from its new chassis. and an electronics including non-switchable ABS and a three Traction Control system; TC a for any Suzuki motorcycle .

For two days subjected a select group of journalists to sample, critique and the virtues of the 2014 V-Strom ABS . Blacktop was the primary surface which we travelled, but a short atop dirtier roadways the adventurousness of the Strom as well as a few of the attending journos (me included) to the of riding a 500-pound motorcycle with street tires deep sand.

Fashion comes from Suzuki’s own Dakar entry. Note the front end, a current profile associated with models. but this bike gives Suzuki original cred.

Introduced in 2002 no major improvements since, it necessarily difficult to improve the old design. But Suzuki didn’t throw new components at the aged and call it done. Suzuki a team to interview current owners to determine the bike’s points then address accordingly. Their findings in focused improvements to:

Highlighted areas represent engine components. Suzuki the new, larger pistons the same as previous ones. cylinder boasts two iridium plugs compared to a single spark plug in the old model.

The two are controlled independently by their own coils.

Low-to-mid range Increased high speed Reduced weight and bulkiness styling design Integrated 3 luggage Increased range of accessories

Improved engine comes via larger displacement to 1037cc) achieved by increasing the from 98mm to 100mm leaving the … the same at Throttle bodies now boast fuel injectors (replacing the -hole injectors of the old model) fuel atomization.

Overall is shorter due to a numerically higher ratio. while sixth goes to a 1 :1 ratio from the model’s slightly overdriven Both are designed for snappier passing power without an increase in engine vibes.

An count resulted in a four-second for the Strom to accelerate from 65 mph to 75 mph in top gear. At 55 mph, though, a from 6th to 5th is required to quickly slower moving traffic. the engine outputs enough and mid-range power to keep exciting and vibrations to a minimum.

Above 5,000 rpm you’ll some engine vibes into the bars and footpegs, but never cruising at this rpm (85 mph is below the 5k-rpm threshold) you’re purposefully wanting to the rush that comes the tach sweeps past 6

Cornering clearance is sporty. but riders will be touching peg feelers early. The next to go on the side is the lower edge of the pipe.

On-road handling are vastly improved by virtue of a combo that’s 13 % lighter and 33 % torsionally rigid. A fully 43mm, inverted KYB fork and adjustable shock maintain the 502-pound (claimed, wet) at speed and compliancy when are more docile.

The level of is what you’d expect a tall bike (33.5-inch height) with a long (61 .2 inches), a 19 -inch front long-travel suspension (6.3 front and rear ), carrying its load (5.3 gal.) in the location – slow. The addition of one inch between contact certainly didn’t help transition speed but does for better high-speed stability. In the longer wheelbase Suzuki shortened the distance between the axle and swingarm pivot and the swingarm.

Like a lot of Adventure-Touring bikes the off-road worthiness depends on the of its pilot. Some may scoff at the of anything less than beneath the street tires of the but the V-Strom 1000 weighs 69 less than Triumph ’s Adventure model.

Given the however, the big Strom will quick work of a twisty its tires and cornering clearance it from higher levels of Lending to the 2014 V-Strom’s handling is an overall reduction in weight, dropping from 520 to 502 pounds full of liquids.

not engineers but this seems precarious placement for the delicate Suzuki Exhaust Tuning valve – especially for any daring adventurers.

Helping shed and improve handling is the redesigned system that replaces the old muffler arrangement with a muffler and relocates the exhaust can under the seat to a lower on the bike’s right side. says the new system saves 10 – more than half of the bike’s weight reduction. radiator capacity and the loss of the old oil cooler accounts for another reduction.

There is big news in the electronics courtesy of Suzuki’s first-ever traction control system. The three-mode (1, 2, Off) system front and rear wheel throttle position, crank and gear position then rear wheel slippage via the coil and secondary throttle

Moto Guzzi Ercole
Moto Guzzi Ercole

Suzuki deserves kudos for a first-time TC system that, when in level two, not abruptly retard power, but softly restricts power without disrupting corner drive or chassis composure.

Control levels are selectable on the fly via handlebar switchgear that toggles information such as the odometer, fuel range,

Unlike its TC system, the V-Strom’s ABS is and while it works very many will prefer to the ABS – at least to the rear wheel as the Enduro Pro mode with BMW ’s ABS on the R1200GS . And while not an electronic aid, the Strom 1000 equipped with Suzuki’s Assist System (SCAS). other slipper clutches, helps reduce reverse torque when snapping downshifts and also reduces pull by a claimed 13 percent.

The instrument is legible but the one missing rider aid component and corresponding we’d like to see added is control. Note the easily 12V power outlet.

Improved rider comfort by way of a handlebar that’s 34mm to the rider, and a longer seat-to-peg that results in an extra of legroom. The seat/tank junction has been narrowed, and while helps disguise the tallness of the 33.5-inch seat height, remains a wide feeling your knees due to the width of the tank. Seat foam is a on the stiff side but all-day is manageable.

Suzuki offers Low and seat options. reducing and seat height by 1.2 inches and 1.3 respectively.

Passenger pegs raised 33.1mm and moved 7.7mm. A nice design is the inclusion of passenger grab into the rear luggage

The new windscreen is three-position adjustable by pressing forward to change its movement, while its vertical requires unbolting the screen its mount. There’s also an touring windscreen that’s higher and 20mm wider.

for the 2014 Suzuki V-Strom ABS is set at $ 12,699. The V-Strom 1000 model includes hand touring windscreen, side and mounting brackets, engine and bottom cowl for an additional $ Both of which seem situated between Triumph ’s ($ 15,699) and Tiger 800 ($ 10,999).

Once we get a V-Strom 1000 in our fleet, we’ll be able to it against the Triumph Tigers and comparable adventure-touring bikes to how its price and performance stack up. then, however, you, us, will have to wait April when both press bikes and retail become available .

On display the Yoshimura pit at the Anaheim II SX race was V-Strom outfitted with Twinduro tires – a necessary for any serious off-roading. Note the exhaust, pinstriped wheels. rack and air scoops. The only component is a metal bash for protecting the exposed exhaust and oil filter.

Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole
Moto Guzzi Ercole

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