Suzuki plays an important role in the dual-sport category, like always before, with the V-Strom 1000 model. A bike designed for all kinds of roads and all kinds of riders, this is without a doubt a benchmark in matters of versatility and comfort with many secrets yet to be unveiled by every rider individually. Furthermore, Suzuki also offers the V-Strom 1000SE Touring, which raises the bike’s long haul credentials.
The 2010 Suzuki V-Strom isn’t the result of intensive revising neither in the technical nor design category as the model has had its fair share of upgrades during the years. That resulted into a mighty liquid-cooled 996cc 90-degree V-twin, DOHC 8-valve engine that is both reliable and capable to deliver the best of power and torque either you’re finding your way through tight traffic, cruise down the highway or decide to go your own way off the road. Fuel injected and mated to a six-speed transmission, the torquey engine rarely begs for gear downshifts and the rush seems never ending.
Most chassis pieces are made out of aluminum for high resistance and light weight. The twin-spar frame, swingarm and rims make for ease of riding and proper exploiting of the engine and tranny and also set the base for those great ergonomics that are a V-Strom characteristic.
Suzuki used the TL1000S engine to power the 2002 DL1000 V-Strom, an all new motorcycle for the time. Taking the best of all worlds, the new bike’s fuel-injection system feeding the 996cc V-twin motor was derived from the GSX-R series and brought a big contribution to the 98 hp at 7,500 rpm and 104 Nm at 6,500 rpm that were developed by the very first production model.
But the Japanese manufacturer didn’t rest on its laurels and added fork preload adjusters and increased the alternator’s output to 400 watts. Also, the 2003 model year featured a new slave cylinder dust cover.
The 2004 Suzuki DL 1000 V-Strom received minor, but stylish modifications that improved life on board. It now featured a 50mm height adjustable windshield, new instruments with larger speedometer and tachometer as well as a new LCD displaying fuel level, engine temperature, odometer, tripmeters and clock. The engine undercover was slightly modified in order to increase ground clearance and the handguard was also redesigned.
Starting 2005, the frame was black painted as well as the rear frame covers. The headlight now turned off during starting for less demand on the battery.
The 2007 model year saw new clear turn signal lenses and new swingarm pivot covers.
In 2008, the Blue color scheme was replaced by the Red one, which was to be ousted from the 2009 model year.
Unlike its smaller sibling, the V-Strom 650, which competes with the Honda Transalp and the Kawasaki KLR 650, the biggest V-Strom finds its competitor an ocean away. By its name, BMW R 1200 GS, the machine is a greater alternative for riders seeking the possibility of going on a variety of roads and even around the globe.
The Beemer is powered by the notorious 1170cc air and oil cooled Boxer twin-cylinder engine that is not only an awesome torque provider (85 lb/ft at 5,750 rpm) and delivers slightly more power (105 hp at 7,500 rpm), but it is recommended by its incredibly powerful background (it was first designed in 1923).
But, with a high-end price, the BMW R 1200 GS shows why the Suzuki is sometimes not even considered worthy of this fight, but we thought that it is worth writing this heading in order to make it easier for you to take a decision depending on the price you are willing to pay for adventure.
2010 Suzuki V-Strom 1000SE Touring
Stylistically, the V-Strom is a combination between the different categories that inspired designers when they created it. So the bike has the elements of a sport-tourer (half fairing with integrated multi-reflector lights, adjustable screen, upright riding position, the V engine configuration) as well as characters and details generally found on enduro motorcycles (6.5 inches of ground clearance, engine protective shield, high-mounted stainless steel exhaust and hand guards).
The bike manages to meet the best of both worlds and still looks aggressive and tempting despite not being built for those purposes. Like on a veritable enduro motorcycle, the mirrors are mounted on the handlebars. The seat is flat and spacious, giving a clue on the mile-soaking abilities of the Suzuki V-Strom.
What I believe that would have made the difference in 2010 is a pair of spoke wheels, perfect for both on and off-road riding, but Suzuki stays true to the cast aluminum wheels that aren’t as efficient when the going gets tough.
Also, the Black color scheme carries on to 2010, but now it isn’t the only one available for this model as Suzuki considers Red as an appropriate color for both the standard and the Special Edition Touring model too.
"The great news is that the DL1000 is the perfect machine for simply riding short or great distances on real-life, i.e. bumpy roads. Suspension travel and absorbency are key parameters here, and I had not yet ridden a light touring bike that felt as comfortable as this one, either for a run to the A&P or to Shannonville to see the races." – moto123
"There’s surprising power even as low as 3000 rpm; it’ll pull wheelies at 1500 rpm in first gear just like-you guessed it-the TL1000S. Keep the bike between 5000 and 7000 rpm in the higher gears and you’re really moving, and like any recent Suzuki, the fuel injection is flawless-no surging or hiccups were experienced at any time." – motorcyclistonline
“The Suzuki DL1000 V-Strom’s wide, high bars and low pegs have you adopting a sit up and beg posture that makes comfortable sense in the long run. The suspension is plush to soak the bumps and ruts of British roads easing your ride.That plush suspension can mean the Suzuki DL1000 V-Strom wallows a little, but only if you tackle twisties in the way you would on a more dedicated sportsbike.” – MCN
Dreadfully cheaper than a BMW R 1200 GS (just under $15K), the Suzuki V-Strom 1000 comes with a starting price of little under $10K, showing that buying an adventure riding motorcycle doesn’t necessarily have to make a hole in your pocket.
Now that you’ve read about our great appreciation for the V-Strom’s combined characteristics, but, most importantly, if you were already planning on buying one, the only thing for you remaining to do is to draw a straight line on the map and simply follow it. I haven’t done that, so if there are any volunteers, let me know.
Electronic fuel injection features the Suzuki Dual Throttle Valve System (SDTV) - maintains optimum air velocity in the intake tract for smooth low-to-mid rpm throttle response and improved engine torque
Auto Fast Idling System (AFIS), automatically sets throttle valve opening during cold engine starts by monitoring coolant temperature
Digital ignition system provides optimum ignition timing with separate maps for each cylinder
Semi-gear driven valve system simplifies maintenance and minimizes cam sprocket size and engine height for optimum engine placement
Lightweight shim-under-bucket valve system operates 36mm intake and 33mm exhaust valves, plus valve timing with emphasis on low-rpm power