Suzuki DL 1000 V-Strom Grand Touring




Make Model.

Suzuki DL 1000 V-Strom Grand Touring


2009 - 10


Four stroke, 90°-V-twin, DOHC, 4 valves per cylinder.


996 cc / 60.8 cu-in

Bore x Stroke 98 X 66 mm
Cooling System Liquid cooled
Compression Ratio 11.3:1


Fuel injection with 45mm throttle bodies


Electronic ignition

Spark Plug NGK, CR8EK
Starting Electric

Max Power

72 kW / 98 hp @ 7400 rpm

Max Torque

101 Nm / 10.3 kg-m / 74.5 lb-ft @ 6400 rpm

Clutch Wet, multiple discs, hydraulic


6 Speed 

Final Drive Chain
Frame Aluminium, twin spar

Front Suspension

Telescopic, coil spring, oil damped, 43mm forks

Front Wheel Travel 160 mm / 6.3 in

Rear Suspension

Swingarm, coil spring, oil damped, adjustable for preload and rebound damping

Rear Wheel Travel 162 mm / 6.4 in

Front Brakes

2 x 310mm discs,  2 piston calipers

Rear Brakes

Single 260 mm disc,  1 piston caliper.

Front Tyre

110/80 R19

Rear Tyre

150/70 R17

Trail 110 mm / 4.3 in

Length 2285 mm / 89.9 in

Width     910 mm / 37.0 in

Height  1335 mm / 52.5 in

Wheelbase 1535 mm / 60.4 in
Ground clearance 165 mm / 6.5 in
Seat Height 840 mm / 33.1 in

Wet Weight

236 Kg  / 520 lbs

Fuel Capacity 

22 Litres  / 5.8 US gal / 4.8 Imp gal

Standing ¼ Mile  

12.2 sec / 181 km/h / 112.5 mph

Standing 0 - 1000m 23.3 sec / 199 km/h / 123.7 mph

Top Speed

 207.5 km/h / 128.9 mph

Engine and Transmission

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
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
High-efficiency liquid cooling system for optimum engine operating temperature - includes compact oil cooler
High-mounted stainless steel exhaust system with aluminum mufflers tuned to enhance engine torque output
Semi-gear driven valve system simplifies maintenance and minimizes cam sprocket size and engine height for optimum engine placement
Wide-ratio 6-speed transmission with 6th gear over-drive and wide-diameter hydraulic clutch for a light pull at the clutch lever

Chassis Features
Aluminum twin-spar frame and aluminum swingarm are lightweight, compact and rigid - bolt-on sub-frame simplifies maintenance
Black-painted frame and swingarm for stylish appearance
Cartridge-style 43mm front fork with adjustable preload provides 6.3 inches of wheel travel for a comfortable ride
Dual front disc brakes with large 310mm rotors and twin-piston calipers, plus single-disc rear brake with 260mm rotor and single-piston caliper
Easy-to-read instruments with large speedometer and tach dials, plus LCD display for fuel level, engine temperature, odometer, tripmeters and clock
Engine undercover shaped for ample ground clearance and sleek appearance
Height-adjustable windshield for increased wind protection and comfort - can be adjusted to three positions in a 50mm vertical range
Large 22.0 L (4.8 Imp gal) fuel tank for long-range operation
Large rear luggage rack with rubber-padded platform to help keep bags and luggage in place
Lightweight cast aluminum wheels - F: 2.50 x 19 with 110/80R-19 radial tire, R: 4.0 x 17 with 150/70R-17 rear tire
Sport-styled front fairing for wind protection, plus large comfortable seat, engine guard, and hand guards - fairing includes large multi-reflector 60/55W headlights.

Standard hand guards designed for maximum wind protection


It's all BMW's fault. If they hadn't come along and proved that great big in-yer-face trail bikes could be an absolute hoot, nobody would build them. But they did, and as a result everyone is now producing large, comfortable and fairly bizarre looking trail cum tourer cum commuter cum whatever bikes. They all have a different class name, of course, because none of them can possibly be seen to be copying each other. Despite the fact that they patently are.

The latest to hit the streets is the Suzuki V-Strom. They call the class "Adventure Sports" which, to be fair, is as good a name for it as any. Apparently the name comes from the engine layout (V) and the German phrase for "a stream of wind" (Strom). Quite.

First impressions, they say, count for a lot. And this bike makes a big first impression. Did I say big? I meant enormous. The numbers don't do it justice - this bike is huge. Everything that first catches your eye - the headlights, the twin exhausts, the massive tank - seems that much bigger than usual. The feeling is reinforced when you climb aboard. Despite being a reasonable size I struggled to get both feet on the ground and mainly found myself sliding a cheek off the saddle and resting it on one foot. This is greatly eased, though, by the fact that despite its size the V-Strom is not especially heavy and is particularly well balanced.

At the risk of overusing a slightly tired cliché, the size and weight simply disappear as soon as you start moving. For such a big bike the V-Strom is quite extraordinarily agile. While obviously not a sports bike, the wide bars give great leverage and allow it to be thrown around like something far smaller. That it manages this while still remaining stable and predictable is even more impressive. Once the pace hots up, handling seems to be on a par with the benchmark for the breed, the evergreen BMW GS with only a slightly soft front end raising a slight question mark when braking hard.

As far as performance is concerned, the V-Strom has plenty. It is a fast bike. Not "Oh my God" fast, but certainly real world fast. Lets face it, most of the time 140mph is more than enough, and it's an unusually irresponsible rider who really craves the ability to cruise all day at more than 120 or so. In which case the V-Strom is just fine. The big vee twin pulls hard as well. There's plenty of urge for overtaking, even in top, which is tall enough to justify the overdrive light on the dash. Like most big vees with a sporting bent, the V-Strom drives well out of corners and is deceptive in the way that it builds speed. In fact, if you were so inclined you could really upset a few sportsbike riders at track days. Especially if you left the optional hard luggage fitted.

Dynamically, the only fly in the ointment is the brakes. Not that there's anything wrong with them per se, it's just that they seem to lack a bit of feel and bite. They stop the bike perfectly adequately and I never had any problems with them, they just don't inspire confidence in the way that the rest of the bike does.

You'd think that long gearing combined with a huge fuel tank would give truly intercontinental range. And you'd be right. Well, if your continents are less than 250 miles across, anyway. But. The fuel gauge starts to cry wolf after just 160 miles, when 40 miles later there are still 3½ Litres (or nigh on another 40 miles) in the tank. Actually, that's another gripe, because the gauge doesn't actually cry wolf, it more sort of mutters it quietly. As in flashing a really discreet little black pump symbol on a grey LCD background. Now correct me if I'm wrong but when you don't fill a bike up that often (and with a tank this size you don't) I think you need to be told it needs filling up. Give me flashing lights and even a buzzer if you like, but with no reserve tap I want to know I'm about to start pushing before the engine dies, please. Thank you.

Minor instrumentation gripes apart, the overall impression is one of quality. The bike is clearly very well screwed together, everything is neat and tidy and there is a refreshing attention to detail often missing on bikes like this. The mirrors, for example, are not only a decent size but they actually show what is behind you rather than just your elbows. And they don't blur into uselessness at high speed, either. The integrated rack is well made and useful, complete with it's moulded in bungee hooks. The lights are excellent and the clocks (apart from that darn fuel gauge) are a model of clarity. The alloy silencers look as though they should get in the way but don't, although I'm sure that the bike would benefit from something just a trifle more vocal than the standard set up.

I mentioned optional hard luggage earlier. With or without the options, the V-Strom would, I'm sure, make an excellent tourer. It's certainly got the range and it's comfortable enough to be able to carry on happily even after a fuel stop. It's fast enough to make the journey bearable and handles well enough to have a laugh when you get there.

All in all, then, we have a bike which handles well, goes well and is built well. It's comfortable, practical and it doesn't look bad either. It has a strange name, but I've never yet bought a bike because of its name. Or been put off by it. Hopefully you won't either, because if you're looking for a large, comfortable bike that will take pretty well everything you throw at it and looks different to boot then you could do a whole lot worse than this.

In conclusion:
After living with the V-Strom for a couple of weeks day in, day out, I can honestly say that I failed to find anything it didn't do well and managed to find lots of things it did brilliantly. I had some initial misgivings about the sheer size of the thing and the style is an acquired taste, but after just a few minutes the size worries faded, and who cares what it looks like when it goes and handles this well? I never thought I'd say it, but I'd buy one. It really grew on me that much.

Source Motorbikes Today