Suzuki has released more information on its 2014 V-Strom 1000 at the
inaugural AIMExpo in Orlando. Debuting as a concept model at the 2012
Intermot show in Cologne, the new Strom officially broke cover last
month – prompting MotoUSA’s 2014 V-Strom 1000 First Look feature.
But the AIMExpo, where the Japanese marque also hosted its annual
dealer meeting, saw Suzuki dish out more details on the production
model.
The 2014 V-Strom 1000 features several key performance upgrades for a bike that has gone mostly unchanged since its 2002 model year debut. Suzuki’s technical presentation to the media explained the inner workings of the company’s first-ever traction control system, the Strom’s larger displacement engine and slipper clutch, as well as its new suspension and braking components. However, Suzuki has left one critical 2014 specification blank, as the new V-Strom’s MSRP is still to be determined.
The 2014 V-Strom 1000 features several key performance upgrades for a bike that has gone mostly unchanged since its 2002 model year debut. Suzuki’s technical presentation to the media explained the inner workings of the company’s first-ever traction control system, the Strom’s larger displacement engine and slipper clutch, as well as its new suspension and braking components. However, Suzuki has left one critical 2014 specification blank, as the new V-Strom’s MSRP is still to be determined.
ENGINE
Suzuki bumped displacement on the Strom’s 90-degree V-Twin from 996 to 1037cc
via 2mm wider bore. The larger diameter pistons retain the same weight
and rigidity of the previous model, while thinner piston rings reduce
friction to enhance efficiency. The cylinder head has been altered as
well, with twin iridium spark plugs replacing the single plug
configuration found on the predecessor.
The V-Strom continues to utilize Suzuki’s Dual Throttle Valve (SDTV) system, in which the rider controls the primary valve with the ECU modulating a secondary valve. Unlike some of its 1200 rivals, the system is not ride-by-wire, so no cruise control. Fuel injection now makes use of 10-hole injectors, up from 4-hole, to enhance combustion efficiency. The system also incorporates feedback from an O2 sensor, which now meet Euro 3 emissions requirements – the V-Strom 1000 having been pulled out of the EU market in 2009 for this reason.
A single exhaust can replaces the dual-pipe layout of the previous model, the system sourcing a butterfly valve to manipulate backpressure for engine performance. The more compact exhaust also nets a 10.4 pound weight reduction and lowers the center of gravity. The engine’s cooling system reduces weight too, by 2.8 pounds, as a larger capacity radiator allowed engineers to ditch the older bike’s oil-cooler.
Other engine changes include a heavier flywheel with 15% more inertial mass for improved traction and smoothness in the lower revs. The V-Strom also sources a new open-type rectifier that cuts the magneto when not generating electricity, reducing mechanical losses and subsequent claims of increased low and mid-range torque.
As for those power numbers, Suzuki claims 99.2 horsepower at 8000 rpm, up from 95.5 at 7600 rpm. The new Strom’s 76 lb-ft of torque mark a 1.5 lb-ft increase, but that peak torque now comes in at 4000 rpm instead of 6400. Overlaying dyno charts shows how much the V-Strom 1000 has improved off the bottom in particular, with an extra surge up top after the previous model signed off producing the extra 3.7 ponies. Improved power on the bottom and mid-range was a consistent top request from V-Strom riders when Suzuki surveyed them while researching the redesign effort.
The V-Strom continues to utilize Suzuki’s Dual Throttle Valve (SDTV) system, in which the rider controls the primary valve with the ECU modulating a secondary valve. Unlike some of its 1200 rivals, the system is not ride-by-wire, so no cruise control. Fuel injection now makes use of 10-hole injectors, up from 4-hole, to enhance combustion efficiency. The system also incorporates feedback from an O2 sensor, which now meet Euro 3 emissions requirements – the V-Strom 1000 having been pulled out of the EU market in 2009 for this reason.
A single exhaust can replaces the dual-pipe layout of the previous model, the system sourcing a butterfly valve to manipulate backpressure for engine performance. The more compact exhaust also nets a 10.4 pound weight reduction and lowers the center of gravity. The engine’s cooling system reduces weight too, by 2.8 pounds, as a larger capacity radiator allowed engineers to ditch the older bike’s oil-cooler.
Other engine changes include a heavier flywheel with 15% more inertial mass for improved traction and smoothness in the lower revs. The V-Strom also sources a new open-type rectifier that cuts the magneto when not generating electricity, reducing mechanical losses and subsequent claims of increased low and mid-range torque.
As for those power numbers, Suzuki claims 99.2 horsepower at 8000 rpm, up from 95.5 at 7600 rpm. The new Strom’s 76 lb-ft of torque mark a 1.5 lb-ft increase, but that peak torque now comes in at 4000 rpm instead of 6400. Overlaying dyno charts shows how much the V-Strom 1000 has improved off the bottom in particular, with an extra surge up top after the previous model signed off producing the extra 3.7 ponies. Improved power on the bottom and mid-range was a consistent top request from V-Strom riders when Suzuki surveyed them while researching the redesign effort.
TRANSMISSION
The 2014 model sources a six-speed transmission with revised gear ratios
and a completely new clutch. The Suzuki Clutch Assist System (SCAS)
provides slipper functionality to smoothing downshifts – with slipper
clutches sourced in most of its ADV rivals. The assist function lightens
lever pull, with Suzuki claiming 13% less pulling effort.
BRAKES
Brakes are another area where the Strom claims improved performance.
Radial-mount four-piston Tokico monoblocs pinch dual 310mm rotors up
front, replacing conventional two-piston calipers. The monobloc
configuration, which sources larger diameter pistons as well (32/30mm
instead of 30/30mm) promise stronger initial bite.
The new DL1000 also features standard ABS from Bosch. Suzuki claims only 2.3 pounds (1050 grams) are added by the control unit and sensors, which monitor wheel rotation 50 times per second. Off-road riders, however, will furrow their brows that unlike the TC system the ABS can’t be switched off.
The new DL1000 also features standard ABS from Bosch. Suzuki claims only 2.3 pounds (1050 grams) are added by the control unit and sensors, which monitor wheel rotation 50 times per second. Off-road riders, however, will furrow their brows that unlike the TC system the ABS can’t be switched off.
INSTRUMENTATION
I
nstrumentation gets a thorough facelift for 2014. The wide dual analog
speedo/tach with inset LCD is a replaced by a single analog tach with a
right-side digital speedometer above a larger LCD console. The Strom’s
display carries over the digital fuel and engine temperature gauges but
now features a gear position indicator as well. The bigger Strom also
showcases some of the data that made its debut on the Wee Strom redesign
in 2012, namely a freeze indicator light, ambient air temperature and
the ability to adjust the display’s backlight. The stacked headlight
assembly features a high beam that’s 18% brighter than the previous
model. Meanwhile the taillight is LED.
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