Suzuki Dl 1000 Off Road Protection
It’s tempting to write the new V-Strom off as simply an update of the old model, released way back in 2002. And, despite Suzuki’s insistence that it’s, “all new,” it technically is an update. However, it is a very, very thorough one.Starting with the 1 st generation’s TL-based V-twin, Suzuki has redesigned the cylinders, cylinder heads, pistons, piston rings, piston pins, connecting rods, crankshaft, crankcase, magneto, fly wheel, clutch, transmission and spark plugs. See what we mean by thorough?Those changes have taken the motor from 996 to 1,037cc, added a slipper clutch (with assist function to reduce lever effort) and new, twin-sparkplug heads.
- Suzuki Dl 1000 Off Road Protection Form
- Suzuki Dl 1000 Off Road Protection Form
- Suzuki Dl 1000 Off Road Protection Program
That doesn’t add up to a lot more power — now 99.2 instead of 95.5 — but rather it moves the torque curve down the rev range and makes it fatter. Maximum torque of 76 lb.-ft. Now arrives at 4,000 rpm. The old model made 74.5 lb.-ft., but at 6,400 rpm. 2014 Suzuki V-Strom 1000 ABS (turn)So too, is the new frame visually similar to the old one, even if it is a totally new item with enhanced rigidity, lower weight and new geometry. Now, the swingarm pivot has been moved closer (957 vs 963mm to the front axel) and further from the rear.
The swingarm is now 20mm longer. Those changes should make steering faster, while accomplishing the seemingly divergent goal of adding both stability and traction. Rake and trail are a little more aggressive and the steering angle increases considerably from 36 to 40 degrees. All that further speeds steering.Additionally, curb weight is down 17.5 lbs to just 503 lbs.For the first time on a Suzuki, the V-Strom 1000 is equipped with traction control.
It’s switchable between two levels of intervention and off. The standard ABS is not switchable, but can be disabled by pulling its fuse. The RideWe spent two days and 500 miles on the bike in and around the Southern California desert, riding the bike on congested freeways, city surface streets, fun mountain roads, the open highway and even a few miles on a dirt road.Out of the parking lot on the first morning, the first impression was in how easily controllable the 1000 feels. You can’t detect any additional weight, size or challenge over its uber-popular 650cc little brother. The 1000 is actually slimmer between your legs than the 650 — and feels it. But, also immediately apparent over that bike is a superior quality suspension set up considerably stiffer and sportier. Spring rates are stiffer, but the damping controls it well, leading to a responsive, controlled, capable ride.2014 Suzuki V-Strom 1000 ABS (top)Stand up on the bike and try and navigate the parking lot at a walking pace and the new, dual-throttle valve (one’s electronic, one’s manual) arrangement still throws some herks and jerks in your way below 3,000rpm.
That disappears totally in higher gears and at higher revs.Suzuki makes much of its new, easily-adjustable windscreen. There’s three height settings (10mm apart) you need an (included) Allen wrench to alter and then — this is the neat part — you push on the screen to move it through three ratcheting locations. Starting in the lowest, you push it up one notch for medium and up another for high. Push it further and it returns to the start. This is the kind of simple, elegant, successful solution that embodies the spirit with which the rest of the bike was designed. Why go through the expense and complication of electric adjustment when a manual system like this works equally well?That screen is remarkably effective given its size, but ultimately isn’t able to keep the wind fully off your shoulders or helmet, if you’re tall like me. We weren’t able to try the “Adventure” model which packages a taller “touring screen” and several other accessories like the much-needed lever guards into one cost-efficient upgrade.
All 1000s shipped come with a lock-set under the seat, keyed to be the same as the bike’s ignition. Should you later buy hard luggage, you’ll be able to key it easily.2014 Suzuki V-Strom 1000 ABSSuzuki is eager to push the V-Strom’s new accessory range and has gone so far to include specially designed bags which fit narrower than the handlebars and even looked to the aftermarket — SW Motech in this case — for important protection parts like the available sump guard. That part will be in high demand, the front cylinder’s header and the oil filter are both incredibly exposed.Even without total wind protection, the 1000 cruises at highway speeds remarkably comfortably. 70 mph in 6 th equates to that 4,000rpm torque peak, a point at which the motor is completely smooth and totally capable of urgently passing other vehicles. If it weren’t for the too-hard seat, you could sit there all day as well as you would on any big touring bike.One of the areas Suzuki targeted for improvement was stability. With Southern California’s Santa Ana winds in full effect, that’s something we tested over each and every one of the 500 miles. And it is; completely and totally stable no matter how strong the cross wind or how significant another vehicle buffets you.The 33.5-inch seat height is tall, but both higher and lower options are available and the area where the tank meets the seat is so slim that even the short of leg will be able to flat foot the 1000.
Suzuki Dl 1000 Off Road Protection Form
Yay, V-twins.2014 Suzuki V-Strom 1000 ABS (rear)Standing up in order to ride off-road is also refreshingly comfortable. The bars are high, the pegs low and the seat/tank slim enough that you have good control, comfort and plenty of room to move around.The dirt road we attempted was sandier than first thought, proving an actual challenge for the road-tire-equipped bikes we were on. Three other journalists wiped out in the deep sand. We were actually surprised at what a willing dirt partner this supposedly road-focused bike turned out to be. Its ABS isn’t remarkably effective in the soft stuff, as you’d expect, but is at least capable of keeping the front from washing if you stand on the front brake. The traction control works better, keeping the rear from spinning out of control while (in the lower level 1) allowing you to apply enough power to make progress. Level 2 gets in the way more, but at least there’s no chance you’ll get into trouble with it enabled.Suspension, which feels stiff and responsive on the road, actually tackles gentle dirt roading better than you’d expect.
It’s not dirt bike soft, but it at least gives you good feel to inform your riding and won’t pitch you out of the seat. With Continental TKC80s fitted, the 1000 will actually be a fairly capable dirt road tool.At least when it’s fitted with aftermarket crash protection.
The three crashes all occurred at very low speed and all resulted in broken levers and missing pieces of bodywork. Sump guard and crash bars, stat, if you plan on keeping your V-Strom in tip-top shape.Back on the asphalt, where the 1000 was designed to work best, things are much happier. The relatively lightweight and firm suspension make it responsive and willing at fast riding, if not all that outright fast. It’s the pegs with their inch-long feelers that will touch down first (and earlier than a dedicated sport rider would want), followed by the exhaust canister. Having said that, you can trail the 1000 into a corner very hard, relying on the feedback given by the excellent suspension and the strong-feel, radial brakes to combine perfectly with the easy downshifts of the slipper clutch.
Steering is slower than you’d expect from a bike with such wide bars, but they ultimately do you give you the leverage to really crank it through a corner. It’s also impressive how early you can get on the power, aided by the natural traction of a big V-twin, the road-only Bridgestone Battlewings and the traction control. That last component may not sound as fancy as the multi-mode systems used by the European manufacturers, but it works with equal effect, allowing you a little slide and seamless safety2014 Suzuki V-Strom 1000 ABS (rear)The biggest limitation on these 250-mile days, to me, was in the comfort of the seat.
Where the V-Strom 650 comes with the world’s most comfortable, the 1000’s is harder. Other riders didn’t complain as much and it should be noted that that big accident a year ago has left me with a terminally sensitive rear end.By throwing out the notion of the ADV-class’s traditionally dirty image, Suzuki has instead given buyers an excellent, practical, capable road bike. Think of it as a performance roadster that also happens to be very comfortable, easy to ride in traffic and which gives you a respectable turn of speed. It accomplishes the same trick as its 650cc counterpoint at being behind the competition at on-paper specs like peak horsepower and whizz-bang features, but delivering such solid, understated rideablity that it works better in the real world than the allegedly more capable stuff. If you’re using a bike everyday to do everything, you’ll appreciate what the V-Strom gives you.2014 Suzuki V-Strom 1000 ABSWhat’s GoodThis bike does every (on-road) task well — scratching, touring, commuting, whatever you need it to do.Surprisingly comfortable on a dirt road, given its on-road focus. If your riding includes the occasional fire road or easy trail, the V-Strom will have no trouble tackling those too.The engine delivers solid V-twin character combined with and inline-four-like smoothness at highway speeds.
When we evaluated the last year, we came away from the test with mixed feelings. In many ways, the then new Wee-Strom hit the mark as a practical long-distance adventure touring bike with comfortable ergonomics and seating. And its powerful 650cc V-Twin gave it a lot of character too.A low seat height and smaller chassis make the V-Strom 650 XT maneuverable off-road compared to other big bore ADV Bikes. While a set of rugged wire-spoke wheels and quality suspension are a good foundation for any off-road capable motorcycle.However, the V-Strom isn’t without its flaws. It falls short in key areas like ground clearance and suspension travel that are important for off-road travel, and its protruding oil filter and exhaust header are big liabilities on the trail. Despite its limitations in the dirt, riding the new V-Strom 650 XT still put a smile on our faces. So we were curious to see ‘how’ we could address some of its limitations through the aftermarket and ‘if’ we could extend its off-road capability beyond just graded dirt roads.Of course with enough time and money you can achieve just about anything.
But getting too extreme with mods on a V-Strom can quickly turn impractical. At some point it starts to make more sense to upgrade to a more expensive bike (e.g. BMW F800GS, Honda Africa Twin, etc.). So we set out to see how well the V-Strom 650 XT would respond to a few strategic upgrades that wouldn’t break the bank.Below we outline some of the mods we performed to make our V-Strom 650 XT test bike trail ready: V-Strom 650 Off-Road UpgradesAfter sliding around on the stock Bridgestone Trail Wing tires, we knew we would never realize the bike’s true off-road potential unless we installed a set of proper dual sport knobby tires. Tires are one of the easiest and most cost-effective ways to improve off-road performance, so we spooned on a set of ($312) — one of the most popular 50/50 dual sport knobby tires of all time.Next we set out to improve the off-road protection of the bike.
In stock form, there are no hand guards on the V-Strom 650 XT and the factory accessory add-on hand guards are really just wind blockers that offer inadequate protection for your hands and levers. So we installed a set of ($149). Their full wrap-around design with a steel reinforced backbone offers the ultimate protection on the trail from impacts with tree branches or the inevitable fall.One of our biggest concerns when riding the V-Strom on rocky trails was the exposed underbelly and the potential to kick up rocks that could puncture the oil filter or dent the exhaust. Our concerns were amplified further by the bike’s low ground clearance that increases the chance of bottoming. To help us avoid getting stranded on the trail with a cracked sump or mangled exhaust, we needed good protection. We opted for an ($354), constructed of 3.2 mm anodized aluminum and precision fit to the V-Strom 650.
Suzuki Dl 1000 Off Road Protection Form
It weighs 5.85 pounds and the design allows oil changes to be completed without its removal.While we were at it, the thin gauge steel Suzuki crashbars were looking a bit more ‘show’ than ‘go,’ so we opted for a set of beefy ($372) as well. Since they are stainless steel, (instead of the faux aluminum painted stock crash bars) they are highly resistant to rust or tarnishing. The large one-inch TIG welded tubing is also much stronger and more resistant to bending. In addition, the unique connecting bar design helps redirect energy from an impact to the opposite-side crash bar instead of to the frame or engine mounts.The V-Strom’s limited suspension travel (5.9″ front/6.3″ rear) was something that we couldn’t fix without throwing a lot of money at the bike.
While not a complete solution, many riders overlook the potential gains of simply setting suspension sag and adjusting damping rates (FREE!). Dialing in the suspension settings as much as possible, ensures you get the most out of the available performance.
We proceeded to set front and rear sag for our 215-pound test rider, then cranked up the damping on the rear shock to stiffen it up for more aggressive off-road terrain. Off-Road Test after UpgradesAfter getting the V-Strom setup with a few essential off-road improvements, we were ready for a test of the machine in the dirt. We headed out to our desert testing grounds to evaluate the performance of the bike on a timed off-road course. The course includes just about everything you can expect to encounter off-road: big whoops, steep rocky hill climbs, gnarly ruts, baby head rocks and deep sand sections. Riding an adventure bike on the 2.3-mile off-road course at full speed takes just over five minutes to complete. The V-Strom 650 XT outfitted with Barkbuster hand guards, AltRider skid plate and crash bars, and Continental TKC 80 dual sport knobbies.In order to get a measurable gauge of the V-Strom’s ‘off-road’ performance, we brought along a known performer in the dirt to use as a benchmark — the KTM 990 Adventure R.
Before you spit out your coffee, the purpose of testing the V-Strom against the KTM was strictly to get a point of reference; obviously these are two very different bikes. The off-road-focused KTM has a raced-tuned suspension with nearly 4 inches more suspension travel, 21″/18″ wheel combination and 45 more horsepower than the Suzuki.While the V-Strom does have a 16-pound weight advantage over the big KTM, we never expected it to match or even come close to a motorcycle derived from a. The purpose for the comparison was simply to measure the off-road performance gap, so that we could better understand where the V-Strom sits in the spectrum of dirt-capable adventure bikes (capable or not). We tested the V-Strom 650 XT on the same course with the KTM 990 Adventure R to get a better picture of where the V-Strom sits in the spectrum of off-road capability.Comparing the V-Strom 650 both before and after the upgrades wouldn’t be possible though, since the lack of protection and slippery tires on the stock bike would have made the challenge too risky on this rugged terrain. Fortunately, we had one other comparison point to look at. Having previously between a stock Kawasaki KLR 650 and the KTM 990 Adventure R on the same course and same test rider, this gave us another point of reference to gauge the off-road capability of the V-Strom 650. We could now see which of these two bikes (KLR or V-Strom) got closer to the KTM on the time sheets.
Any predictions? Running the Timed CourseHeading out on the V-Strom for the first test run left us with question marks — not knowing how it would perform or even if it would be able to complete the course. But our first test lap left us pleasantly surprised.
The suspension adjustments and grippy Continental TKC 80 tires made a solid improvement in the bike’s off-road handling, and the Suzuki soaked up the whoop sections and tough hill climbs better than we anticipated.But after turning up the speed, we started to experience bottoming in the whoops. The V-Strom could still reach respectable speeds on the trail but it had to be ridden with significant caution. The ride is jarring through the rough stuff and the V-Strom lets you know it doesn’t like being pushed. Despite increasing the damping, the rear suspension still bottomed frequently, and the bike’s laid-back ergonomics made it hard to get completely comfortable riding in the attack position.Of course most V-Strom owners aren’t intending to blaze around on trails at race speeds, but pushing the bike to the max allowed us to better understand its potential. So with gritted teeth and a tightened kidney belt, our test rider pushed the bike beyond the comfort zone to put in a good time on the course. We also performed back-to-back test runs on the KTM 990 Adventure R for benchmark comparison times.Off-Road Test ResultsAfter reviewing the results, the gap from the Suzuki to the KTM was 19 seconds — a significant margin on a 5-minute course. It was faster than we expected, but what stunned us the most was how the V-Strom 650 compared to the KLR 650 we’d previously tested on the same course with the same test rider.The KLR 650 has a 2″ advantage in suspension travel in the front and 1″ advantage in the rear over the V-Strom, and it’s also got a larger 21″ front wheel and weighs 40 pounds less.Most people will tell you the KLR will outperform the V-Strom in any type of technical off-road terrain, and we’d have to agree with that assumption from a ‘feeling’ perspective.
But the numbers told us a different story.During our stock KLR 650 vs KTM 990 Adventure R test, we recorded a 23-second difference between the two bikes. That makes the V-Strom four seconds faster than the KLR. Going through the test data, it appears the KLR 650 struggled on the hill climbs sections where it was underpowered. Whereas, the V-Strom had no problem accelerating up hills and was able to maintain momentum and track straight. The 37 HP Kawasaki KLR650 struggled on some of the steep hill sections of the course.In this case, the V-Strom’s power advantage was able to overcome the KLR 650’s advantages in suspension and weight, even in technical off-road terrain. Goal Achieved?It was a rough ride but the various guards we added managed to keep the V-Strom’s vitals protected over some pretty harsh terrain. Hindi spelling checker software free download full. We found that with suspension tuning and tires, the V-Strom is capable of outperforming a KLR 650 in the dirt.
However, we wouldn’t go as far as to say it’s better off-road than the KLR. The KLR offers a more confidence inspiring ride and is generally a more pleasing bike to ride off-road. The KLR was only held back by its limited power output and a small gearing change might have changed the result.Clearly, there are other adventure bike choices available that make more sense if playing in the dirt is your main priority, but the V-Strom fits the bill for those that want a great street bike that’s more than capable of handling the occasional stint off-road, even in rough terrain. With a few upgrades, the Wee-Strom can be made off-road-ready and it performs better in the dirt than it gets credit for.
Author:Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, North Africa, Europe, and throughout the American West.
As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far. There are vastly better ADV bikes for going off-road than the V-Strom, but that doesn’t mean it shouldn’t. I have a 2012 V-Strom 650 (and a DR650 too). The biggest change to the new models are the spoked wheels — and I wish I could get them affordably, but $2000 for a set is more than I’m gonna spend.I upgraded my 2012 with crash bars and bash plate, hand guards (Barkbusters) and also raised the bars enough to make standing comfortable. It works well, but yet you do have to take it easy. Even with stiffer fork springs and Racetech Gold Valves, the front end is still a little unsure of itself.
A fork brace helps, but it’s still not as precise as I’d like. I haven’t been willing to spend money on the rear suspension, mainly because I’m worried if I do, I’ll push it hard enough to damage the cast wheels.Two weekends ago, I rode it on Oregon’s NF-370, my favorite trail in the center of the state.
There was a point where I did push it a bit, and after that ride, I was certain I had destroyed my front wheel. Much to my surprise, I hadn’t. It’s still straight, round, and holds air just fine.The moral? Yes, it’ll go off-road, and it’ll do a pretty decent job at it. BUT, you do have to take it easy.
Suzuki Dl 1000 Off Road Protection Program
It’s not a bike you ride aggressively in that situation. New for new, I’d suggest the Tiger 800 XCx, but since you can buy these used at very reasonable prices, they’re worth considering if you can budget in the skid plate, crash bars and other mods. The bike has a special charm that makes you just want to ride it, even though it’s not great off-road. Might be better to just buy an XT on the used market then transfer over some of your upgrades.
Then you get the wheels and a newer bike. The XT wheels are some of the strongest I’ve seen on any adventure bike. What the bike really needs though is more suspension travel, especially in the rear. That would help bring up the ground clearance too. Just hoping Suzuki decides to put that sweet motor in a more off-road-oriented chassis some time soon!
Fantastic follow up! Your conclusions surpised me with the results against the KLR – had a DR in years past, I wonder if the weight difference would have helped the DR win? Really great to see what the big DL is capable of in expert hands.
I added a comment on the WR upgrade (can’t wait for part 2) and still believe that it would be a neat comparison for a similar dollars horses for courses article with the DL. This off road follow up spurs me on even more – we ride our DL primarily 2 up and have done most of the COBDR – similar add-ons – barkbusters, skid plate, tip over guards – we run soft bags (Adventure Spec) instead of the hard bags you folks tested with here – lighter, narrower – perhaps safer(imho) for the missus legs when we tip over. As you report – pace is the key – fully loaded front end isn’t bad, and actually kind of helps in sandy conditions – we really like the big KTMs and BMWs (had 2 GSs) but with the savings on the DL we have essentially travelled for free for the last 2 years and have had zero mechanicals and minimal maintenance expense (not so with our BMWs unfortunately – suppose it was our luck – twice?) Sometimes miss the power of the BMW, but only on the road – off road the DL is the nuts for us. Keep up the good work – now I just need to justify the WR to the missus for my solo rides:). Hi, i am from ecuador, here i have a vstrom dl650a 2015, i dont have the rings of steel rays, that you have, and i make all, here are multiples travels by the andes, or the orient. And my bike is perfect, is truth that a better fork are very better in the furure, but the bike is very unique and confortable for all.
I have 31000KMS, and never i need change nothing as a fork reten or oring, is very durable and hard. The abs is not disconectable, and some times i have scary, jaja but is controlable and sometimes the abs save me too. Is a very good Bike.