Road test of Suzuki1000 V-STROM 2014 Riding between horizons

"Can it go in the paths?!?"
To this question, the dealer seems dubious. The 1000 V-Strom is Suzuki's answer to the ultra-competitive trail-GT segment. And in that name, there's "trail". Hence my curiosity about it. And yet...
"Uhhhh... Yes, a bit. It depends on the trail".
We agree, it's not made for it. It's been a long time since these big machines thought of anything but the road. And the latest maxi-trailer, the Suzuki 1000 V-Strom, seems to be no exception. Really?!? We'll see later. For now, let's get to know the bike a little better. Singularly styled in photos, and advocating the middle ground in its sales and technical arguments, the big 2nd-generation V-Strom looks wiser in person than on glossy paper or digital slates.

the stature is there, without being imposing. Its stature is there, without being imposing. Yet it instinctively knows its place. The V-Strom has the aplomb of a lord, but not of a king. There's no reason to hold this against it, because it doesn't pretend to be one. The shapes and styling are elaborate, with convoluted attempts at cohesion. The design office seems to have gone off in all directions, then given up on finding a way to bring them all together. Not far away, a 1200 Caponord boasts a much more airy, delicate and sensual silhouette. The Suzuki has the merit of catching the eye. The finish calls for no particular criticism; you don't feel the wise and irreproachable appearance of a Honda, the sensuality of an Italian or the Premium side of a BMW, but there's nothing to sour the picture or complain about. In short, it's a Suz we can't complain about.

before getting started, a few explanations are in order. You need to know how to adjust the bubble (3 positions) and traction control. With prose and demo, it takes a good... 30 seconds to get the hang of it. The bubble engages on a detent system, allowing you to tilt it to your liking. Simply push the bubble slightly beyond its first locking point. It then returns to rest on this point. Ditto for the 2nd point, then return to the basic position. Simple, quick and tool-free! Handling is less straightforward when you're on the move, where the thrust of the wind makes it harder to "feel" the mechanism. For fine-tuning and height adjustment, you'll need a BTR to fix it in one of the 3 available positions.
Traction control can be set with a flick of the thumb. On the suspension side, you can fine-tune the fork's efficiency, with preload, compression and rebound adjustments. A practical, accessible knob lets you click the amorto preload. However, the big V-Strom is annoying in some respects. No gimbal or center stand. One is not worthy of a machine called upon to ride far and long; the other won't make chain lubrication any easier. We recommend a detour to the options section. The plastoc shoe (also optional) looks a bit cheap. The handguards (also optional) are more convincing.
We're all set, and the big 1037 cm3 twin kicks in for a discovery ride. The sound is muffled, almost timid. That big exhaust and its valve are effective. The freeway's that way, and you'll want to follow it.

whether in a sports car, roadster, trail or steam barrow, it's hard to find pleasure in driving on this wide, endless tongue of asphalt. The V-Strom does, however, show some aptitude for quiet riding. The small bubble provides more protection than its size would suggest. Air flows over the top of the helmet without discomfort. Shoulders, on the other hand, don't get as much attention, and trouser bottoms aren't protected either. Comfortably seated, with your back straight, you let the milestones roll by. The firm but thick seat doesn't tug at the buttocks, and a relaxed atmosphere reigns on board. There's not much to make you want to pick up the pace (apart from the power reserve you keep warm under your wrist), and there's plenty of time to look at the speedometer full of numbers, which for the moment are not going crazy. Information is plentiful, with a good old-fashioned needle informing you at a glance of the engine speed, and a digital window teeming with data, including gear engaged, engine speed and fuel consumption.on the other, with gear engaged, speed, engine and outside temperature, fuel gauge, trips, traction control level, average or instantaneous fuel consumption, and so on... Surprisingly, all this information doesn't get in each other's way in such a small space. It's complete but not cluttered, and its brightness can be adjusted. Just below it is a 12 V socket, perfectly placed to power a GPS.

i don't know about you, but I'm sick and tired of seeing these blue signs scroll by. Let's get out of here. Follow me. Over there, there's a small village to pass through, and then the road becomes fun with surprises. A glance in the rear-view mirrors before turning allows you to judge the excellent vision they offer, despite their modest size.
Toll, clutch, foot on the floor. The trail is high, and so is the V-Strom. We balance on our toes, and my meter 73 won't be harmed, as the bike doesn't seem to want to throw itself to one side or the other.
Off we go through the village. An excellent opportunity to get a taste of the twin's suppleness. Convinced that it's up to the task, this block is happy to go down to the 2,000rpm mark without a hitch. Until 4th gear. On the final gears, it's best to review the limit at around 3000 rpm. With an upright, serene seating position and an SUV-like ride height, the rider dominates the traffic. The balance we saw on departure continues to distill a commendable dynamic lightness. The big Suz trail car is agile between cars. The suspension is pleasant to ride. They don't erase the roughness of the road, but rather "eat it up", leaving only the remnants in your arms and legs. Not enough to keep you going all day, but enough to keep you calm, to slip away from the avenues in peace and quiet, and to take the crew to other climes without triggering curses, wraths and irritations. Ah, we're out, and the long enfilades are taking shape in the morning.

a good companion on the road, the V-Strom 1000 reveals itself more on the main roads, preferably those with a little twist. It's then that you discover a remarkable naturalness of driving. Well-balanced and obedient, the chassis is strikingly neutral. Never tricky, nicely lively without being nervous, it allows you to drive, twist, twirl and accelerate with no ulterior motive and with hushed confidence. You almost wish it were more playful. Because the ease with which you swing the big V-Strom is matched only by its agility. It's such a delight to ride.
The engine is in much the same vein. Lively and powerful, it showed us that it was flexible, but it also knows how to show its strength. One revolution and it's off; all the best is between 4,000 and 8,000 rpm. In fact, it's at the start of this range that peak torque is reached. The boiler kicks into high gear, then kicks into high gear again at around 6,000 rpm. The muscle is always ready, both dry and convincing. I remember this block spitting its watts into the LRT. He'd growl, he'd send his horses off like a slap in the face, he'd shake your nuts as much as your adrenal gland. Willy used to say that a TL could climb trees, it was so torquey.
Deeply modified, the twin-cylinder has also changed its soul. It has gained in savoir-vivre, showing a temperament much more in tune with the machine it serves. Today, it "pulses", both in its voice and in its acceleration. Whether you're cruising along country lanes, main roads or freeways, you can overtake in 6th gear without ever needing to drop a gear. A quick glance to the left, turn, open up, and the job's done. The V-Strom's engine is an exemplary servant. On the other hand, there's no need to go looking for something when approaching the red zone. After 8,000 rpm, the twin just doesn't feel like exciting its connecting rods. In fact, riding this bike doesn't really allow for such an exercise. Valiant, certainly, but not as demonstrative and punchy as the engine of a KTM 1190 Adventure or a Ducati 1200 Multistrada. Not surprising, since the philosophy and engine cubic capacity are not comparable. Suz has opted for compromise, accessibility and rapid control. European bikes are tougher, but more demanding.

for many machines, I can only offer a few lines to describe the braking. Here, the zeal of the Tokico jaws is worthy of an entire paragraph. The 1000 V-Strom is astonishingly efficient when gripping the right-hand lever. Perhaps too much so. Just grab it! You don't even need to squeeze, the fork is already plunging. The pads instantly bite into the 310 mm discs, with a force approaching that of a sports bike. Surprising. Press harder and the fork tubes seem to plant themselves in the road, bringing the trail to a halt. A little adjustment of the forks should reduce this diving phenomenon. All it takes is one finger to brake: top-notch bite, excellent feel and plenty of power require a certain amount of restraint when slowing down. The rider naturally comes to use the rear brake to calm the machine's velocity, prepare to enter corners or villages... or play with the rear? No, the ABS can't be disconnected and is always on standby.

a few cables further on, this road splits in two. Here's a choice I wouldn't have had with my usual bike. Not far away, there's a small lake, an enchanting spot for a barbecue, a hand-in-hand stroll or a fishing trip. There are two options: continue on the asphalt and endure a 20 km detour with straights that would put a rabid Doberman to sleep; or turn right and hit 2 km of track. Let's see, let's evaluate... This V-Strom is high on legs, with suspension travel more suited to the exercise, tires with some tread, and the name trail in the catalog. Let's dare!
Not without a few misgivings. Like all large modern trailers, this one is first and foremost a GT. The ride begins on eggshells, with a light touch on the throttle and senses sharpened by wariness. But the Suzuki DL soon shows that its balance can also give confidence on this terrain, with its soft earth and leaves. The little forest road is rolling, not wild for a moment, and the V-Strom takes us gently along while sprinkling in a few accents of confidence. The trees pass around our eyes, waving. We're fine, but we instinctively feel that we shouldn't push the speed limit. A tap of the brake as we approached a tight bend reassured us that the ABS would intervene. A huge puddle must have squatted here over the past few days, and all that remains is a carpet of mud where the front wheel just wants to slide. The anti-lock braking system intervenes and saves the front axle, preventing the rider from taking a stupid hit at 3 km/h. There are a few minor difficulties, but they don't stop the machine from moving forward, such as these short gradients, gravel-dusted paths and shallow, scattered puddles. A ford comes into view. Will we attempt it to gain a few more hectometres? Certainly not. The V-Strom's natural balance means we can venture out onto a forest track, but there's no question of trying anything more daring. Let's be clear: this is no enduro, far from it. The V-Strom allows you to indulge in a few country eccentricities with the humility befitting a machine of its size. But not much more! That said, this is an example of use that will almost never occur. It's nice to know, however, that you can get into corners that are off-limits to many two-wheelers. Now the trail turns into a dusty dirt road. With the traction control still on level 2, we allow ourselves to step on the gas. Does a little more mean a little too much? No, because the electronic fairy is watching. A flick of the wrist and the TC light flashes like an epileptic, while the rear wheel lifts a few scents of rock without dancing the samba.

the lake is reached, and this little moment in the woods was more than enjoyable on the handlebars. The route was more emotional than the finish. A few ricochets, a trout caught for lunch, a moment with our feet in the water and the song of the sparrow hawks, and now the clock tells us it's time to set off again. This time, we change roads, get back on asphalt, and take advantage of the opportunity to bump into other people. A lady passing by beckons me to rejoin civilization. The passenger unabashedly appreciates her space on the saddle and the size of the passenger grips. They're designed to be grasped by a lady's hands, and their location gives enough room to fit lumberjack fingers covered in triple-density winter gloves. The package holder that extends from them allows you to unexpectedly take on board a pack of Leffe lemonade, a whole ham or the toy you're going to pick up at Youpiland for the children's birthday party.

that's a story for another time. Without thinking twice, I landed on the other side of the border. An opportunity to satisfy a curiosity of speed, totally useless by the way. As this area didn't seem to be colonized by the Carabinieri, I set off with fervor, urging the engine to take to the revs and letting the mechanics express themselves. The first gears are quick, the last less so. In 5th gear, the twin has already calmed its ardor and is content to push hard but not furiously in 6th. From 0 to 200 km/h, the V-Strom doesn't budge. Extremely stable, it spins along without any steering movement or hesitation. Once the speedometer reads 206 km/h (brought down to 185 real, but I suspect the GPS has skipped a measurement), the engine doesn't want to go any further. With a few more kilometers to free it up, no doubt the 1037 cm3 will be able to scrape a little more velocity and zest from its torque curve. But for now, we've grasped its character, its flexibility and its desires. The gearbox serves it with respectability. A fine tug of the boot changes the gear, effortlessly, with just the click of the lock. A pleasant surprise in terms of fuel consumption, which averaged 5.9 liters per 100 km on this trip. Well above the 4.8 liters claimed by Suzuki. But between the twisty roads, muscular acceleration, detours along trails and other excursions, the pace proved far more gluttonous than the manufacturer's tests in a sterilized environment.

the 2014 Suzuki 1000 V-Strom is faithful to the majority of the brand's models: good, even very good everywhere; excellent nowhere. The engine is powerful and responsive, but lacks a little madness. The chassis is neutral, particularly stable at all speeds and under all stresses, very sound and backed up by a confident front end. It's a pleasure to drive, without being irreproachable in terms of protection. And when it comes to getting its wheels off the pavement... Ah well, it's like everyone else: not glop, but he'll do it while he can. The big advantage of the Suzuk' is its price. Along with the Kawasaki 1000 Versys, it's the most affordable bike in its class. Packed with accessories, it's even cheaper than a BMW R 1200 GS. And the fact that we haven't overloaded the bike with electronic kickstands helps keep the price down. By the way, I never triggered the traction control on standard roads, only when the wheels got excited on the dusty track. Hence this bit of observation: either I'm a great rider, or the bike boasts very good traction.

The editors would like to thank the Run Motos dealership in Chambéry for carrying out this test.