+ Click to Enlarge MELLOW YELLOW: The Suzuki V-Strom is Hamamatsu’s entry in the adventure tourer class, built for comfort rather than speed. Pictures: DAVE ABRAHAMS

March 26, 2002
By Dave Abrahams

Suzuki’s big new “sport enduro tourer” (their words, not mine) was recently launched to the world’s motorcycling media right here in Cape Town in a flurry of hype and buzzwords. After the fuss had died down IOL was loaned one of the imported launch machines (the only yellow one, in fact – nearly all the bikes were dark blue) and spent a week getting to know it properly out on the country back roads it was built for.

The DL1000 V-Strom (no, Cyril, it’s not a mistake; it’s the German word for a stream of air) is based on the TL1000 V-twin sport bike motor, a unit renowned for its mid-range punch. This engine has already seen service in Cagiva’s superb Navigator all-rounder that left Hamamatsu with a hard act to follow, when the factory chose to build its own long rider.

The V-Strom, however, is distinctly tar-orientated, far more tourer than enduro. It’s also rather more laid-back. Suzuki engine specialist Makoto Wakimura explained that the DL motor has milder cams than its parent and its inlet valves have shrunk from 40mm to 36mm in the interests of better mid-range torque. Peak power drops from 93 to 73kW, presented at a very relaxed 7600rpm.

Having ridden the TL and gloried in its mid-range stomp, I take leave to question the validity of that statement, particularly as Suzuki carefully avoids quoting an actual torque figure for the V-Strom. It’s more likely that some of the cycle parts wouldn’t be up to dealing with the full 93kW; more about that later.

The revised 996cc motor pulls strongly from about 3500rpm until way past the power peak (the red line is at nine-five) without much of a power band, although it’s at its strongest between 5500 and 7500. There’s a little power-thudding below 4000rpm and some strong vibration under heavy acceleration but, in cruise mode, the DL runs surprisingly smoothly by big-twin standards.

It’s the first version of the big twin to be fitted with Suzuki’s dual throttle valve system, first seen on the GSX-R race replicas and which effectively smoothes out the low-speed jerkiness that plagues fuel-injected machinery. Each 45mm throttle body has two throttle valves, a primary throttle valve controlled by the rider via the twist grip and a secondary throttle valve operated by the engine management computer.

This “black box” reads primary throttle position, engine revs and gear position and progressively opens the secondary throttle valve to maintain optimum intake velocity, on the same principal as a CV carburettor. The injectors themselves are positioned at a 30-degree angle from the centre line of the throttle bodies, directing the fuel spray down the intake ports and on to the back of the intake valves for good fuel atomisation.

A built-in automatic fast-idling system sets the primary and secondary throttle valve opening when the engine is started from cold, keeping the idle revs at a constant 1050rpm hot or cold; nice touch – all fuel-injected motors should have it, it’s easy enough to do.

For this edition the TL clutch has been upgraded with both more and larger-diameter plates while hydraulic actuation replaces the sporter’s lighter cable for a smoother and noticeably lighter pull at the handlebar lever. The six-speed gearbox is typical Suzuki stuff, slick and crisp, although a little vocal at low revs.

No matter, big V-twin boxes have to be robust to cope with heavy-duty power impulses and the change is always positive enough above second gear to change up without the clutch.
There’s too much engine braking to try it the other way.

The final drive has commendably little lash, combining with the sophisticated throttle system to make the bike very manageable in heavy traffic.

The 207kg DL1000 will hit its top speed of just over 220km/h (indicated) at 7550rpm in the overdrive top gear; it reaches exactly the same terminal velocity at 9000 in fifth, 500 revs short of the redline, which tells you the factory gearing is spot on.

True top speed was measured at 204 after a long and very scary run-up – the bike is unstable above an indicated 190 and tends to float across the road, no matter how smooth the surface. But that’s academic anyway; this bike is intended to cruise the road less travelled at 120-140km/h, with the motor turning over at an easy 4500rpm.
At that speed it runs smoothly, with the strongest part of the power curve within easy reach for decisive overtaking.

Like Aprilia’s Caponord, the V-Strom confirms its preference for tar roads with a twin-spar alloy frame that has separate V-shaped hangers for the main engine mounts and huge cast-alloy gearbox mounting plates lending additional stiffness to the swingarm pivot.

Suzuki claims that the frame is lighter and stiffer than the steel chassis on comparable big trailies.

The swingarm is also alloy and has a very street-orientated rising-rate linkage for the rear monoshock, adjustable for rebound damping on the normal way, but with a remote knob, just below the right side-cover, to reset the preload on the move, depending on surface and average speeds.

The rear suspension has 162mm of progressive travel and copes well with heavy loads as well as bumpy roads; it’s one of the bike’s better features and significantly improves long-distance comfort.

The front suspension relies on a pair of 43mm conventional forks without any adjustment; just as well, since the bike’s front-end geometry must by the nature of its layout be a compromise and too much or too little damping would just make it worse anyway.

The front suspension is the DL1000’s weak point. Several riders have reported that, due to a combination of fork flex and excessive dive, the chassis is unstable under hard braking and seems unwilling to turn in sharply when pushed hard into a corner. I certainly found evidence of “pushing on” at quite moderate speeds and the bike is prone to shaking its head on long bumpy corners.

The front brakes have 310mm semi-floating rotors with twin-piston Tokico floating callipers, lacking in both initial bite and feel, while the rear brake has a single-piston calliper on a 260mm disc. Due to the uncertain nature of the front suspension I was unwilling to use the brakes to their (rather modest) full power under anything less than ideal conditions, preferring to leave myself a modicum of extra stopping distance where possible.

I hesitate to offer a glib “quick-fix” recipe for improvement other than suggesting a fork brace to counter any flex. Certainly the front suspension could do with some development.

The V-Strom rides on handsome three-spoked hollow cast-alloy wheels, once again definitely tar-road specification, shod with tubeless radials – a 19” Bridgestone TW101 in front and a sporty 150/70 x 17 at the back. It is possible that a change to an 18” front wheel might improve the bike’s steering under braking but straight-line stability would probably suffer.

As I said, there are no quick fixes.

At first glance the DL’s cosmetics seem to be an odd mix of enduro and very sporty components, until you start to look at the detail work and you find that it all hangs together with a lot of practical touches making up a superb all-day mile-eater.

The little fairing, which is seems to grow out of an ungainly radiator shield that dominates the front of the bike, is in fact cloned from the GSX-R sport bike series, with two powerful multi-faceted headlights under cat’s-eye shaped clear polycarbonate lenses.

Unlike the current series of Hondas, both lights work even on dipped beam and throw a well-defined cone of light well ahead of the rider, significantly improving night-riding safety. Until now, off-road and dual-purpose bikes in general have generally suffered from poor lighting; well done, Suzuki!

The stubby screen is quite steeply to avoid creating a vortex behind the rider’s head and the wide, high handlebars dictate an upright seating position. The speedo and rev-counter are special slim-line designs to take up as little space as possible with the warning icons laid out in classical style between them.

The instrument panel is one of the best I’ve seen on a Japanese bike of this genre, clear and very legible, neatly mounted inside the fully lined fairing. All the wiring and cables are neatly tucked away; the inside of the cockpit is commendably tidy by the standards of the class. Several established adventure tourers (no names, no pack drill, Cyril) are going to have to clean up their act to avoid unfavourable comparison.

The back of the 22-litre fuel tank narrows sharply for a relaxed seating position; the saddle is slightly stepped and very deeply padded, while the rider’s footpegs are just below the back of the tank in traditional touring geometry. Up to about 160km/h it’s a superbly comfortable seating position, although above the old-fashioned “ton” you’ll find yourself hunched over the bars as you fight the slipstream.

The rear saddle is wide and flat, exactly the same height as the built-in rear carrier, which makes it both easier and safer to bungee a big duffel behind a solo rider for extended trips.

The rear carrier also has smoothly curved wings extending forwards to the mid-point of the rear seat to act as firmly mounted and neatly positioned pillion grab handles, while the upswept exhaust pipes are tucked well out of the way, making it possible to site the pillion footpegs for maximum comfort.

The enduro styling cues show up in the built-in plastic hand-guards and sump guard, which Suzuki’s media material refers to as an “engine under cover”; it seems very pliable and probably wouldn’t be much help in case of an argument with a rock.

Despite its rangy 1550mm wheelbase and 830mm seat height, the V-Strom is surprisingly nimble at speeds within its comfort zone, capable of flicking through traffic or picking its way among the potholes of rural SA with equal agility. It’s one of the very few motorcycles of any genre that qualifies for the accolade “all-day comfort” and, provided you make allowance for extended braking distances and don’t get into a hurry, it’s capable of carrying a surprising load.

Suzuki will also offer pannier and top cases, a larger windscreen, heated handlebar grips and a centre-stand as extras. The V-Strom is certainly not a sports bike; its persona is far too laid-back for that. It’s a bike for seeing the country, not racing through it, and the test bike really earned its label – Mellow Yellow.

Thanks to Suzuki South, Cape Town for the loan of the test bike. Production versions are expected in SA by the end of this month but prices have not been computed.