Motorcycle specifications SuzukiDL 1000 V-STROM 2017 Big picnic

in the large trail segment, Suzuki has clearly understood that there's no point in trying to oust the benchmark 1200 GS. So the brand capitalized on its in-house policy, with a machine that does well everywhere, a less toxic price tag and an offbeat design. A little bit when it first came out in 2002; a lot more in its recent definition. A lot of road and a few trails later, Hamamatsu's maxi-trail benefits from a slight redesign. 2017 brings almost nothing but good, with what it takes to assert its position a little more.

until yesterday, the V-Strom wore a mug you had to live up to. Now, no maxi-trail is really sexy, except maybe the Italians. But a little more design flexibility would have been salutary.
Now it's done. Taking a little more inspiration from the DR 800 S "Big" and, in parallel, from the DR-Z rally bike of the 90s, the forkhead has a squarer, yet nicer face. Pyramidal shapes suit it much better than the insect-like visage. Still a cyclops, the 1000 V-Strom let the designers take care of its face, but not the rest. The bodywork remains unchanged, and the only differences (apart from color) are the more prominent black accents. The fork tubes, exhaust and rear frame are darker.

subtle changes. Because, like many other models, the V-Strom needed to evolve to meet Euro4 standards. While we're at it, we might as well take the opportunity to make a few adjustments. Firstly, to enhance the equipment. Handguards and an engine cover are now standard extras. Secondly, the bubble has been redesigned for greater efficiency, and is 49 mm larger than before. It can still be adjusted to 3 positions: standard, +7.5° and +15°. Finally, borrowing electronics from friends. The left-hand commodo has been fitted with a control knob, first used on the GSX-S 1000, for navigating the instrument panel and adjusting traction control. Suzuki has also added a 5-axis Bosch IMU inertial control unit to optimize ABS in corners. Suzuki calls this the Motion Track Brake System. What's more, braking is now coupled.
The big V-Strom also gains two goodies, which are now invading the whole range: Low RPM Assist, to facilitate take-off by increasing engine speed when the clutch is released; and Easy Start - you press one button, and the starter continues on its own until the engine starts.
And now for the traction control we were talking about earlier. Its functions have been renewed, with two intervention modes and the possibility of deactivating it.
So, without reaching the level of assistance found on a KTM or BMW, the Suzuki trail bike is becoming more and more discreetly equipped, without denying its simpler and more accessible side than the competition. One point that saddens us is the absence (as standard) of a luggage anchoring system. It's all very well for the 650 to offer it as an option, but when you consider that the little 250 is equipped with it as standard, you can't help but cringe at this kind of economy.

let's not forget the engine, one of the strengths of the 1000 V-Smurf. If we're at pains to point out that it originates from the TLS / TLR duo, it's because this twin is truly inspiring. Full-bodied, available and always hard-working, this 101 hp, 1037 cm3 delivers a great deal of satisfaction, and doesn't bend over backwards in the face of the segment's more powerful engines. Overhauled to meet Euro4 standards, it doesn't lose any power, but has to give up 2 Nm of torque. Virtually nothing, and it has over 10 mkg of muscle to distribute. Technically, only the exhaust system has changed, with two catalytic converters instead of one, and the fuel injection has been re-parameterized.

the front end is more supple, the equipment more caustic, and underneath the clothing, the technique has retained the confidence of its progenitors. The aluminum perimeter frame and swingarm, the fully adjustable 43 mm inverted fork, the adjustable shock absorber with its handy large knob, the 19" and 17" spoked wheels, the 310 mm brake discs with 4-piston radial calipers : they were all in the same class last year, and they're here again. In terms of dynamics, the V-Strom will offer the same smooth ride as the previous generation. And that's just as well. It's much more fun to ride than other, more serious and less lively models.

let's take stock and look back at its qualities. 1037 cm3 V-Twin adapted to Euro4 with a hair less torque but still the same gniak; renewal of the light, compact and playful chassis; tool-free adjustable and higher bubble; 2-mode traction control + OFF; latest-generation ABSangle-adaptive ABS; 12V socket on dashboard; hand guards and engine cowling as standard; Suzuki easy start system and Low RPM assist; radial calipers and inverted forks from old-generation GSX-R; revised design with more flexibility. We'd just have liked to see a little more effort on the luggage side, and a center stand as standard. The Suzuki 1000 V-Strom's pricing policy will soften the blow.
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