2014 Suzuki V-Strom 1000 ABS- First Ride Review- Specs- Photos

14 Июн 2015 | Author: | Комментарии к записи 2014 Suzuki V-Strom 1000 ABS- First Ride Review- Specs- Photos отключены
motorcycle Suzuki AH 100

2014 Suzuki V-Strom ABS – First Ride Back in Suzuki’s reimagined V-Strom is for for whom every day is an adventure.

The doesn’t really begin, say, until something wrong. When we combine bikes with guys have seen too many BMW this inevitably entails adventure bikes back up the dusty trail (or in my case, them extracted by helicopter). it’s very clear why matters.

One solution is to downsize to smaller, which explains the of the V-Strom 650.

Now, this redesigned 2014 1000, Suzuki seeks to the difference between big, adventure bikes and the smaller its 650 competes with in the U.S. BMW F800GS . your Versys and Kawasaki s, your Triumph 800). At a claimed 503 pounds up, the new V-Strom is 23 pounds lighter a BMW R1200GS . 75 pounds lighter a Yamaha Super Ténéré . and 31 heavier than its 650 sibling. says it was after a compact, package it calls a “Sport Tourer.”

For most riders, the antics seen in the BMW commercials the pages of Cycle World ) to quote Suzuki’s test Jurgen Plaschka, “a dream.” through mountain streams and through boulder fields on bikes is really best to the experts, and Suzuki says few of the V-Strom will even the attempt. Rather than try to a dirt-first bike like the KTM then, this Suzuki is intended to be a really comfortable touring bike with that only imply its might be off to North Africa. In to the well-heeled BMW R1200GS rider, who the M4 or Audi to work, the Suzuki is more likely use his V-Strom as transpo, a beast better to the urban jungle.

For that, the V-Strom will be to beat. By now you’ve figured out “adventure” is code for older, riders who just no longer or are able to assume the GSX-R yet still want to be Errol (who?). Adventure ergos are standard ergos used to be, a couple of inches farther the pavement.

The V-Strom offers up a (steel) handlebar, a thick, seat and rubber-covered footpegs where you’d rest slippers if you were home a Love Boat marathon. The fuel tank directs around your thighs, and the new three-position (and 30mm ratcheting windshield pokes a quiet hole in the air: rpm and 100 mph works well on the A7 in a hurry to Almeria, Spain, for cocktail at the end of a long day slaying curves.

For a with 6.3 inches of fork it works okay for curve-slaying. The is all-new, with a longer and sportier rake and trail than before. The wide and upright riding position plenty of directional control and brake calipers from the give plenty of stoppability.

No radial master cylinders or steel lines here, which means braking is not quite so sensitive. So what? The ABS is nice and smooth.

Once you to the V-Strom’s rhythms and squeeze the gently at first while the strokes through about 4 of that travel, all is swell. If big dirt bike we’re why not? Mainly you want to get to the of the corner where you can get back on the most excellent gas pedal; is the first production Suzuki with traction control.

you can transfer weight to the rear patch, the computer does the and does it well. (And the handlebar switch makes it to switch between TC1, 2, and Naturally we got rained on a little in a of Spain famous for its lack of In the wet, I left it in TC2 and felt to grab gluttonous amounts of I felt the rear slide an or two now and then, liked the flashing TC light, and learned to stop after about six or seven wet

The original TL1000S was a crazed eager to bang up against its redline. Suzuki changed up for the original V-Strom in 2002, and again pushed the torque lower for the 2014 version. The Strom made max torque at rpm; this one makes a more pound-feet—76 claimed at the just 4000 rpm, and its way out of corners in a way reminiscent of the dearly Honda Superhawk.

There’s so much juicy down there, it’s easy to forgive the fact the show’s over at 8000 which happens to be right Suzuki says max power—100.6 being made.

On the motorway, the rushes up to about 130-mph and 8000 rpm, and isn’t all eager to go much faster. was I, really. For its intended role, the got more than enough of the kind of power, and Suzuki’s old (Dual Throttle Valve) it smoothly.

New cylinder heads two plugs per (each with its own 10-hole injectors and a 32-bit ECU all add up to better power, along 16-percent better fuel says Suzuki: 49 mpg. optimistic, given that time I looked at the average mileage number on the LCD panel, it between 38 and 42 mpg. Emissions are reduced, thanks to an O2 sensor helps make the bike 3 compliant.

If you need an example of how improves the breed, this and Honda’s RC-51 twin not exist if Superbike rules in the old hadn’t made 750 fours against 1000cc twins, and the would be a much poorer Another cool thing the Suzuki twin is its hybrid drive, which lets the cams be lifted out for service disturbing the cam chains. The revised also gets a new semi-slipper and a taller sixth gear.

motorcycle Suzuki AH 100

All the hoopla about making one a comfortable long-distance runner like it could be true. You definitely fill the optional (standard on the Adventure version) and the fuel tank and spend quality time on this The grips have been 1.3 inches rearward and the pegs over half-an-inch, compared to the old for more upright seating and legroom.

Suzuki’s not spec’ing a height, but my 30-inch legs had the of my feet touching on both simultaneously. There’s a taller option and a shorter one: bother with the short it just removes foam but splays your hips a bit around the seat frame so you don’t lose any altitude but do comfort once you’re

The new ratcheting windscreen works and in any of its three positions provides good protection along smooth airflow. A new LCD panel to a big analog tachometer provides more info than including average fuel gear position, a voltmeter, warning and ambient temp of it adjustable for brightness. And there’s a outlet right below it, by a 550-watt alternator that’s heavier for better off-roadability.

We didn’t actually go off-roading the day I got to the bike, but I did zot around in a dirt/sand lot down by the beach and with a of mangy dogs in the rocky behind a gas station, and the TC seems it will work as well as the used on the BMW F800GS I off-roaded a months ago. To the average rider like yours any TC is good TC; the fact that the wheel’s not spinning out and throwing me off let me clamber up at least one steepish on the BMW I wouldn’t have thought when looking up from the at the disappointed crowd gathered up top to me trash a brand new $15,000

But on truly gnarly terrain, the tell me it will all come to a bad When there just any traction any more, TC means you go The only solution at that is to back up and get a run with TC switched off and use ah, expertness.

The V-Strom 1000 intended for that kind of or terrain so much, but I have no our off-road tester Ryan could ride it up a tree. For fire roads and avoiding black diamond runs, I bet it be great for the average riding And if it’s not, at least be easier to pick up than the big dual-sports.

The other expert complaint is you switch ABS off, but it’s enough to remove the seat and the ABS or maybe wire in a handlebar

As they say in the infomercials, how much you expect to pay? $12,699 seem bad compared to the $14,990 pay for a stripper BMW R1200GS. Then got your V-Strom 1000 ABS which adds saddlebags mounts) keyed to the ignition, a windscreen, hand guards, bars and an under-engine cowl to be confused with a skid for $13,999. But wait, there are more accessories: heated centerstand, top case, actual aluminum skid plate, the goes on… as does the beak.

of which, if anybody on a Eurobike down their beak at one’s, remind them it was who appended the first moto-proboscis—to its circa 1988.

motorcycle Suzuki AH 100


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