Oh I so love touring motorcycles for their multi-faceted do-everything personality. They might not be downright gorgeous to look at like a supermodel diva, but they’re like the pretty looking simple girl next door whom you would love to settle down with. Someone who would walk every step of the life beside you, and is a fitting companion for whatever the life throws at you.
I was totally bowled over by a similar motorcycle when we reviewed it a few weeks back. So when our chief hinted that I’d be laying my hands on the Suzuki V-Strom 1000 – it was but arduous to hide the child-like excitement. It’s not every day that you get a flagship motorcycle from a prominent motorcycle manufacturer and with the adventure touring tag attached – it sent my enthusiasm spiraling into the orbit. I had already started picturing myself riding over the broken trail standing tall on the pegs in Dakar style – jumping over undulations astride the mammoth of a motorcycle that compares to the legendary likes of the BMW R1200GS and the KTM 1190 Adventure.
The day soon arrived. It was time to get cracking at the throttle and put the V-Strom through the paces and a two day stint with the burly motorcycle saw us raking up more than 800 kms in all possibly available conditions. Gentlemen, here is the experience and all the relevant numbers from the 2015 Suzuki V-Strom 1000 review.
STYLING & BUILD QUALITY
As iterated, touring motorcycles are never intended to make your heart skip a beat with their prettiness. They have a more purposeful approach with every element on the motorcycle assigned a functional role to play. The V-Strom has been around for more than a decade since inception. It underwent a major upgrade in the 2014 model, both in terms of bodywork, hardware and electronics. The design was a happy departure from the earlier variant with the twin symmetrical headlights making way for vertically stacked lamps. The DR-Z inspired beaked front mudguard in addition to the conventional fender makes the V-Strom get identified with the genus of adventure tourers. Mounted over the lights is a new windscreen with nine way adjustability. Three for angle change that can be adjusted on the fly with another three for tool assisted height adjustment.
The bare-it-all visual package is further reflected by a set of gold anodized fully adjustable 43mm Kayaba inverted forks planted on ten spoke 19” (front) and 17” (rear) Enkei wheels. The cowl wrapped 20 litre fuel tank imparts the robust touring appeal with air scoops beneath diverting the radiator’s heat away from the rider’s legs. A new twin spar aluminum frame with a piggybacking sub-frame though purposeful somehow looks dated. I wish the blokes at Dream Suzuki could have provided panniers, an addition that invariably makes an adventure bike look more tasteful at the rear. The roller coaster exhaust routing pushes all the combusted gases from the v-twin pods into a vertically flat exhaust.
The ergonomic saddle sweeps upwards towards the end with a pair of massive passenger grab rails and a mounting rack for a rear box. The LED tail lamp and honeycombed indicators conclude the styling of the 2015 Suzuki V-Strom 1000.
Overall, the V-Strom makes no voguish pretensions exposing the functionality of its hardware like most adventure tourers do out there. It might not appeal to every motorcycle lover, but touring bugs (me included) actually admire the functional design of this genre of motorcycles. If the new V-Strom still looks oddball to your eyes, I’d suggest you have a look at the last generation V-Strom.
The build quality on the 2015 Suzuki V-Strom 1000 as in the case of most motorcycles coming from the Japanese Big Three is first rate sans any rough edges. The panels are well secured with no audible squeaks or buzzes evident while tackling bad roads or high speed cruising. The quality of switchgear and other plastics is top notch with a durable feel. In conclusion the new V-Strom scores well on the build quality with superior all round construction leaving no point to grumble.
FEATURES
9 way (3×3) adjustable screen.
Vertically stacked headlights
Electronic fuel injected 1037cc 90 degree V-Twin with Suzuki Dual Throttle Valve system
Slipper clutch (with assist function)
ECU-controlled butterfly valve towards optimizing exhaust pressure and torque boost at low rpms. I’m surprised by the placement of the unit though.
A single sided exhaust that has been designed to improve low and mid range grunt
20 litre fuel tank to give you a decent range
Simple but neatly placed and detailed cockpit in addition to speed and distance indicates every possible number including near accurate real time mileage, ambient temperature, traction control level and gear position.
A 12v charging outlet to keep your gadgets juiced up.
4 way adjustable brake and clutch levers
Switchgear for switching/ changing TC modes. Unfortunately no option to change the TC levels on the fly.
Contoured seat for a comfortable ride for both rider and passenger
Gold anodized fully adjustable 43mm Kayaba inverted forks
Dial adjustable rear shock absorber
ABS equipped 310mm dual discs (front) and 260mm single rear disc
Lightweight 10 spoke cast aluminum Enkei wheels
Bridgestone Battlewing sports touring tyres to perform under both dry and wet conditions
Luggage rack to hold a top box
15 point LED tail light
PERFORMANCE
Engine & Gearbox
The new Suzuki V-Strom is powered by a DOHC liquid cooled 1037cc v-twin motor which is essentially a marginally bored out 996cc engine from the last generation V-Strom. But that is just one similarity between the two motorcycles. What follows is a major revamp to the internals with the list reading new cylinder heads with dual spark plugs per unit, lighter pistons, piston rings, con-rods, heavier flywheel, crankshaft and clutch assembly. Though it would be obvious to expect a major increment in power and torque figures, but in reality it isn’t much. The 2015 Suzuki V-Strom now produces peak power 99.2 bhp @ 8000 rpm as against 95.5 on the older model with present torque figures reading at 103 nm @ 4000 rpm as against the 101 nm @ 6400 rpm.
The engine on the V-Strom is unlike any motorcycle I have ridden so far. To start off, it comes attached with the typical v-twin vibes, though not as intrusive and hates being ridden below 3000 rpm in higher gears. There is some bit of knocking and spluttering to be experienced if you try riding the V-Strom in a taller gear below the said rpm. There is a massive step-up in the power and torque delivery post 3500 rpm, the gush of torque once the tacho needle sweeps the 3500 mark can be termed savage. In the hands of an over enthused rookie rider – any misadventure of the right wrist is outright dangerous.
Those power and torque figures might not speak much about the V-Strom’s traits – but the way it transmits all the engine’s work to the wheels is bewildering to say the least. No wonder the claimed 0-100 kph dash is dismissed in 3 seconds flat – quite astounding for a 225 kg touring motorcycle with “deceptively tame” power figures. The V-Strom is a long legged road runner and the numbers amply reflect in the speed vis-à-vis the engine revs in top gear.
- 80 kph – 2900 rpm
- 100 kph – 3600 rpm
- 120 kph – 4400 rpm
- 140 kph – 5100 rpm
- 150 kph – 5500 rpm
It’s a bit of a paradox, but the same bike which refuses to budge below 3000rpm feels like a breeze post that mark and cruises effortlessly on the highway in higher gears with the engine spinning lazily. It would coolly munch miles on the highways at 140 – 150 kmph in a totally unstressed manner. Bountiful torque is available at any given rpm above the 3500 mark, doesn’t matter which gear you are in.
Overtaking the “fast moving” vehicles on the highway just needs that slight twist of the wrist. 120-140 kph is where the sweet spot of the V-Strom lies – it feels so effortless at these speeds, you might probably use it for interplanetary travel if roads could exist in space. Also, once you know the V-Strom’s comfort zone on the tachometer, that torrent of torque would allow you to put you house in tow, and still ride like the engine is totally unstressed. And this entire discussion about the motorcycle is when we have put it in Traction Control Level 2, where the electronic intervention is at its maximum, cutting down drive to maximize grip. Switch to TC1 and the transformation is evident- the torque kicks in with even more ferocity forcing you to tighten your hold on the handlebar. That surge of torque as you transition from 3000 to 3500 revs is great fun, once you gets used to it. While some may call it a lack of linearity in engine, other would totally want to have the character of their bike’s engine that way, for the sheer kicks it delivers. No wonder, the V-Strom commands appreciation from riders across the globe.
The gearbox was a slight disappointment, though. The gears weren’t hard to slot, but every shift would produce an audible clunk which wasn’t quite in tune with the rest of the experience. I honestly expected smoother, more fluid shifts from a such a high-end Japanese motorcycle. I would like to give the V-Strom some benefit of doubt as it was a media (they’re abused beyond belief in most cases) bike with over 10,000 km on the odo. Maybe my opinion would change, in case I happen to ride a different example of the bike someday, but at the moment my sole gripe with the V-Strom would be the gearbox. Despite the clunkiness, though, I never encountered a false neutral or a mis-shift.
The slipper clutch is a welcome addition to the V-Strom as with the healthy flow of torque and substantial engine braking, one wouldn’t want to down-shift gears in a hurry either in a straight line or a corner. Put to test, it does work well – but the torque is so overwhelming that it takes away your attention from the slipper clutch working down under and you have to keenly observe to actually feel it functioning.
RIDE QUALITY, HANDLING & BRAKING
One of the most delightful parts of riding these burly touring motorcycles has to be the riding position. The commanding seating position with a toppish, clear view of the road evokes that very kingly feel. The seat is wide and well contoured to accommodate riders of all sizes while also offering enough room to change the seating position during long jaunts. It’s slightly on the harder side, though, causing discomfort on a 100 km run. Same goes for the pillion seat.
I remember doing a non-stop two-up 300 km run on the Versys with just one refueling break. In fact I had the same pillion rider during the trip and neither of us faced any discomfort. The variation in both bikes was surprising considering the V-Strom is built to tackle bad roads too. The 9 step adjustable windscreen wasn’t at the desired level to shield the rider from wind buffeting. Though it would keep the head well protected, the wind would get to the shoulders and chest while riding upwards of 120 kph. Suzuki does offer an optional touring windscreen that is 20mm wider and 40mm taller to take care of this concern. I wish it was offered as standard equipment, though.
Coming to the suspension – it was just perfect for all round riding. The fully adjustable 43mm Kayaba forks were set to medium stiffness to handle undulations well and not get squeezed out when pushed into corners. Not only did the V-Strom handle the broken tarmac well, but held its own when taken off track too. The rear shock was set to the softest when carrying a pillion on board and it felt extremely pliant throughout the test. I wished the V-Strom had more ground clearance being an adventure tourer, though. Not only did the underbelly scrape during the off road exercise, but also while riding over speed breakers in the city.
The V-Strom is certainly a visually intimidating motorcycle owing to its sheer size, and the daunting sentiment is retained at least in the initial phase when you start riding it. Though blazing down the straights is a breezy affair, thanks to the gut wrenching torque the V-twin produces, throw a set of corners into the mix and the bike would show you its reluctant side. Not that the V-Strom won’t turn-in or lean, but it would make you work for it. I’d somehow put a partial blame on that 19 inch front tyre.
It certainly doesn’t feel light going into a corner, but never loses poise. It maintains balance and will follow your decided line of entry and exit unless you have chicanes ahead. Thanks to the sheer size, weight and the high center of gravity, the V-Strom isn’t very easy to be dipped, picked up and dipped in the opposite direction again.
The sticky pair of Bridgestone Battlewings offer stupendous grip in dry conditions. However cornering in wet turned out to be a creepy affair at times with the tyre having clocked enough distance had transformed into a square profile reducing contact patch during lean. I’m sure a new set of tyres would have performed much better as it held remarkably well during our straight line high-speed runs in heavy rains. Overall, the 2015 Suzuki V-Strom is an able handler in all conditions- but it just commands an understanding of its dynamics from the rider in the early phases. Once you get the hang of the V-Strom’s attributes- it’s a challenging, yet fun to ride motorcycle despite the quarter ton on weight it packs in. Give it some time, befriend it, and it would start listening to your commands obediently.
Coming to brakes – they are surprisingly sharp for an adventure touring motorcycle and make the V-Strom shed speed quickly with minimal effort on the lever. The ABS is a capable supplement to the braking system and works well to pull you out of panic braking situations. The motorcycle had the opportunity to demonstrate its ABS efficiency in real life conditions – all thanks to a few reckless vehicles jumping right in the middle from blind medians. While the sharp braking was welcome on tarmac, it somewhat backfired during a brief off roading session. I wished it was a marginally soft as the brakes would quickly grab the front while going downhill. ABS, however, took care of that flaw, kicking in even at extreme low speeds preventing a lock up. I feel it was too demanding for a motorcycle to be ridden in slush and expecting it to hold up – and it did reasonably well.
CONCLUSION
The 2015 Suzuki V-Strom 1000 was put to every possible test comprising of 800 kms over a period of two days- which included highway and ghat riding (solo and two up) both in dry and wet conditions. It was taken to slippery broken terrain to ascertain the worthiness of its adventure tag and then trundling around in a stop go city scenario to conclude if it would double up as your every day motorcycle that you could take out to tour the lengths and breadths of the country too.
I’d say the new Suzuki V-Strom 1000 is more of a roadster than an all out adventure bike. Off the road it feels heavy and the ground clearance doesn’t really help its case much. Mild to moderate off-roading is a manageable affair, but expecting it to be a dune-bashing rock-smashing motorcycle would leave you somewhat disappointed. Treating it as an everyday motorcycle needs effort, it’s a big motorcycle to be crawling in and out of traffic. Additionally if you cannot comfortably flat foot while lugging around at low speeds- it becomes a tedious affair. But bring it to an open piece of black top and it would shine in its true colours. It would speed away effortlessly into the horizon with you, your co-rider and a year’s worth of supplies for a world trip. The lazy whirr of the engine is music to the ears and if not for the hard seat and fuel capacity limitations- you’d never want to get yourself off the V-Strom. And to add to the favourite Indian query of “kitna deti hai?” It returned a healthy 17.9 kpl during the overall run.
At 14.95 lacs (ex-showroom, Pune), the 2015 Suzuki V-Strom is not for everyone as outlined earlier. But someone looking to amplify his yearning to meet the horizon while occasionally treading the untrodden path would find the V-Strom a perfect match for his desires.
2015 Suzuki V-Strom 1000 Technical Specifications
Engine | 1037cc, 4-stroke, 2-cylinder, liquid-cooled, DOHC, 90-degree V-Twin |
Bore x Stroke | 100.0 mm x 66.0 mm (3.937 in x 2.598 in) |
Compression Ratio | 11.3 : 1 |
Max power | 99.2 bhp @ 8000 rpm |
Max torque | 103 nm @ 4000 rpm |
Fuel System | Suzuki Fuel Injection |
Starter | Electric |
Ignition | Electronic ignition (Transistorized) |
Lubrication | Wet sump |
Transmission | 6-speed, constant mesh |
Final Drive | Chain |
Chassis | Twin Spar Aluminum |
Suspension Front | Fully adjustable 43mm Kayaba Inverted telescopic forks, coil spring, oil damped |
Suspension Rear | Dial adjustable, coil spring, oil damped |
Brakes Front | Tokico 4-piston monoblock calipers with twin 310mm floating discs |
Brakes Rear | Tokico 2-piston brake caliper with single 260mm disc |
Tyre Front | 110/80R19M/C 59V, tubeless Bridgestone Battlewing Sports Touring |
Tyre Rear | 150/70R17M/C 69V, tubeless Bridgestone Battlewing Sports Touring |
Fuel Tank Capacity | 20 litres |
Overall Length | 2285 mm |
Overall Width | 865 mm |
Wheelbase | 1555 mm |
Ground Clearance | 165 mm |
Seat Height | 850mm |
Curb Weight | 228 kg |
Total test distance | 800 kms |
Top Speed (as tested) | 187 kph |
Fuel Efficiency | 17.9 kpl |
Price | INR 14,95,000/- (Ex-showroom, Pune) |
IMAGE CREDITS: Darshan Jadhav, Vaibhav Gokhale, Shamika Chavan