Suzuki V-Strom DL1000 XT

 

By Réhann Coetzee

 

The Japanese are known for a number of things and building really competent and reliable motor vehicle is, as far as I’m concerned, the top one. But their bikes are not always very exciting.

And that, in a nutshell, is my criticism of the DL1000 V-Strom.

Suzuki describes the bike as a sport adventure tourer for all enthusiasts. And, like Suzuki says, it does provide a compelling alternative to the heavier bikes from Europe.

The ride is surprisingly nimble and the bike handles really easily – even around town. This is no doubt thanks to its more compact dimensions and, of course, reduced weight. Suzuki reckons the low and comfortable seating position also contributes to this. The only down side of the narrower bike is that the current weather finds your legs very easily. It is interesting how we have gotten used to protection against the elements.

The V-Strom 1000 was the first Suzuki to feature a three-way adjustable traction control system. Suzuki says the traction control reacts rapidly, as its measures the riding status every four milliseconds. Fortunately its sensitivity is adjustable.

Every time I ride the V-Strom I am surprised by how good a bike it is. The XT version now has spoke rims and on the test unit, in Champion Yellow, the rims are golden. The colour certainly was a bold move on Suzuki’s part. It is not ugly, but quite in-your-face. You will notice this bike.

Although the 2014 design was quite a step up for the V-Strom, certain features are now a little dated. In a market where everyone else is going for TFT screens for the instrument binnacle, the V-Strom still has an analogue rev counter. Don’t get me wrong, the instruments work really well – in good and bad light. It is just dated.

The ABS still cannot switch off, which has been a major source of criticism. But I guess this shows that the V-Strom is really not aimed at becoming the next Dakar winner.

Although the V-Strom is not a hugely exciting bike, it still is an incredibly capable one. And although 74kW might not impress a lot of people, the ride is comfortable and very smooth – especially if you keep in mind that this is a V-twin. There is some V-twin vibration at lower and very high engine speeds, but the lasting impression is one of smoothness.

A look at some competitors with more or less the same features shows the value that the V-Strom offers:

• Honda CRF1000L Africa Twin (70kW/98Nm/230kg) – R182 300
• Triumph Tiger 800 XCx (71kW/79Nm/215kg) – R181 000
• KTM 1090 Adventure (91kW/109Nm/207kg) – R167 999
• Suzuki V-Strom DL1000 (74kW/103Nm/228kg) – R167 550
• BMW F800 GS (63kW/80Nm/207kg) – R161 609

Suzuki offers accessories to enhance your touring experience: topbox, panniers, uprated bash plate and fog lights. I did miss heated grips, though.

But the tale of the tape is not the whole story. The V-Strom is a really nice bike to ride. It handles easily and has enough power for two-up touring. And it is a Suzuki: it will definitely not leave you on the side of the road.

Technically speaking: Suzuki DL1000 V-Strom

Engine: 1 037cc, V-2 cylinder, DOHC, four valves per cylinder, liquid cooled

Power: 74kW @ 8 000rpm / 103Nm @ 4 000rpm

Gears: 6 speed, chain

Fuel tank: 20 litres

Seat height: 840mm

Tyres: 110/80/19 front, 150/70/17 rear

Brakes: 4-piston 310mm double disks (front); 2-piston 265mm single disk (rear)

Wet weight: 228kg

Price: R167 550