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Topic: New V-Strom 1000 on the way  (Read 27932 times)

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SWriverstone
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« Reply #40 on: September 24, 2013, 04:57:09 pm »

I'm thinking it looks best in the silver/black/gray color scheme. That seems to minimize "beak damage" (and reduce Woody Woodpecker comparos, LOL). I wouldn't be surprised if someone comes up with an aftermarket "Beakectomy" kit for the bike.  Lol (Saw that thing off!)

Depending on price, I'd seriously consider one. Will have to wait and see.

Aside from the beak, the only other "DOH!" Suzuki made (IMO) is the single exhaust. Lame-o. The dual underseat exhaust was FAR better looking. This looks like every other bike that has a giant ugly garbage can hanging off the side of the bike.   The point of exhausts is to HIDE them. Not to SHOWCASE them. Put them under the seat or under the bike...but not hanging off the side, please.  Rolleyes

Now if the price of this bike equals the $13-14K of the Super Tenere...then I'm going with the S10 (Shaft drive! No beak!)

Scott
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« Reply #41 on: September 24, 2013, 08:51:11 pm »

I kinda like how Suzi did the single side exhaust.  It is hung low to keep from robbing pannier capacity.  Some of the adv tourers, like the MS, is horrible in this regard.

a lot of riders change their exhaust anyway.  Once you have a nice can out back, it might actually be a plus to showcase it.  Underseat exhaust was once very fashionable, but most mfrs these days are moving away from it.  Plus it helps to lower the CG, something that adv t's could def use.

everybody's sensibility is different, so good to see it done differently.
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« Reply #42 on: September 24, 2013, 09:35:48 pm »




I'd like to be the first to say SHUT YOUR GIANT CAKEHOLE YOU FREAKISHLY TALL WHINER.  Seriously, that entire segment of motorcycling caters to you people.  Throw us hobbitses a bone, will ya?   Lol


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« Reply #43 on: September 26, 2013, 05:21:57 pm »




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 Lol
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« Reply #44 on: September 27, 2013, 05:25:57 pm »

Looking at the hi-rez photos, one of the fairing stickers sez '95 RON gasoline only'. The premium for Premium could be a deal-breaker for me.... I've saved a ton o' green over the years by being able to use regular.
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« Reply #45 on: September 27, 2013, 07:05:37 pm »

95RON is about 90 Octane or AKI.  That's mid grade for most of the US.

suzuki might retune the octane require ment when it hits our shores.  I agree, I like bikes that can run happily on regular.  Unless it's a premium sport bike when a few HPs makes a different... to some riders, I just don't see the point of requiring premium fuel only.
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« Reply #46 on: September 27, 2013, 07:15:05 pm »

91 octane is the only way to get "real" gas around here. That's all I use when I'm around home.
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« Reply #47 on: October 12, 2013, 11:02:11 am »

No price on this thing yet?
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« Reply #48 on: October 13, 2013, 02:16:34 pm »

Yep, all I put into any motorcycle is ethanol-free premium.  But agree with Strom that it would be really nice to be able to use regular-grade fuel.  It's one of the things I look for in a car, but not a motorcycle.  For those who put lots of miles on a bike, I would think that it would be more important to you too!
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« Reply #49 on: October 14, 2013, 07:14:05 pm »

An interesting post from a UK V-Strom forum. Seems one of the members contacted Suzuki GB with some of the questions we all have and it looks like they got some answers.

V-Strom Owners’ Club, V-Strom 1000 Q&A.
14-10-2013

When will it actually be available to purchase? What's the likely lead time order to delivery?
Dealers are currently taking orders on the new V-Strom, and the first bikes will be in dealerships from late February 2014. Initial stock availability may be limited, so those ordering early will be given priority.

How many are destined for the UK?
While we have not set a specific number for the UK, we will aim to meet the demand from our customers and build on the long-term popularity of the current and previous V-Strom models.

What colour options?
The colour options coming to the UK are Candy Daring Red (YYG), Glass Sparkle Black (YVB) and Pearl Glacier White (YWW).

Why when the original and updated 650 V-Strom were reasonably priced to make it a very attractive bike, why have they priced this is the same range as other manufacturer Adventure/Sport bikes that are better equipped than the new 1000 V-Strom?
The V-Strom 1000 offers many of the advanced adventure features of its larger capacity competitors (traction control, 19” front wheel, ABS, integrated luggage system) and it also comes with its own unique benefits (lightest weight in the class, low seat height, low down usable power and torque, great fuel efficiency and range).

At £9,999 the V-Strom 1000 is nearly £1,200 cheaper than its next biggest rival. And while we feel that the higher specification is much better suited to the adventure market than other 1000cc bikes, the price is just £400 higher than those machines.

We’re confident that when potential customers see the V-Strom in the flesh and consider the level of specification provided, they will agree that the RRP is set competitively.

What's the RRP in Europe?
The main European countries have not confirmed their retail prices as yet, but the RRP is likely to vary slightly from one European country to another, due to currency exchange rates and the differing rates of Value Added Tax that are applied in each case.


Is an interest free finance option available?
We offer a range of low-rate finance options at the moment and a PCP (Personal Contract Purchase) scheme to provide a range of affordable finance options for customers. These are expected to be available when the V-Strom 1000 is launched. Your dealer can provide you with a quotation already if you would like some numbers to consider.

Could we get a "New DL1000 day" at Milton Keynes or somewhere suitable, exclusively for forum members?
Sadly we haven’t got any UK based riding events planned at the moment, but if that changes we would certainly consider this as an option.

Can you confirm the Service Intervals?
We’re not currently in a position to confirm the service intervals for the new V-Strom 1000 unfortunately. We’ve seen the questions you’ve raised surrounding service intervals and we have provided your comments and feedback to the factory for their information.

What is the purpose of the beak?
The very first ‘beak’ seen on a motorcycle, was introduced by Suzuki in the 1980’s to protect Gaston Rahier from the sand and dust as he raced his Suzuki DR-Z in the Paris Dakar rally. This design made a big impact at the time and was adopted by Suzuki on our DR-Big 750 and 800 machines and subsequently by other manufacturers right across the adventure sector.

By re-introducing the beak to the V-Strom 1000, we are reclaiming a part of our heritage and paying homage to the iconic Suzuki bike that defined the adventure style we still see today.

Why did you move away from the iconic (and very effective) twin headlights?
While the old headlight arrangement was very efficient and recognisable as a V-Strom, the new, stacked arrangement helps us achieve the slimmer profile and lighter weight we looked for in the development of this new machine.

While the V-Strom 1000 is part of the same family as the V-Strom 650, we also wanted them to look visually different and the stacked headlight design is a part of the Suzuki DNA that you can see in our other top of the range machines, such as the GSX-R and Hayabusa.

And the new headlight high-beam is 18% brighter than the current model as well!

Any plans to include cruise control as an option in future?
Cruise control is currently not something that is set to be available on the V-Strom 1000, however we are constantly developing new technologies and options for the range and we will ask the factory to consider this option for the future.

No rear hugger?
We’re sorry, but at the present time there are no plans for a rear hugger. We’ll pass this request to the factory and our accessory team.

Does the basic model come with a centre-stand as standard?
A centre-stand is available as an optional accessory. We’re offering it free of charge, along with a set of heated grips, to any customer who places a deposit at the current series of dealers open evenings, running during October and November 2013.

Have you addressed the buffeting issues common across current models?
All upright bikes have to contend with this issue, which is affected by variables such as rider size and even the model of crash helmet.

The V-Strom 1000 is the only adventure bike with a screen that can be adjusted for both height and angle and we have found through our extensive wind-tunnel and real-world testing that this combination reduces or eliminates turbulence for most riders.

Both the standard screen and the larger Genuine accessory screen make use of our easy-to-use ratchet system, with three positions available for the angle of the screen, which can be easily operated with one hand to suit the riding speed and conditions.

How do you think this bike compares with the Tiger 1200 and Versys 1000?
We believe that the V-Strom 1000 offers riders a unique blend of specification and features - it has all the power you need for this style of machine and its low down torque from the characterful V-Twin engine is just where you need it in the rev range. The V-Strom can compete against the Tiger 1200 in terms of specification, such as Traction control, 19” front wheel, ABS and integrated luggage system, while also benefitting from a considerably lower weight, lower seat height, great fuel economy and a £1,200 saving in retail price. We think that this makes the V-Strom 1000 much more affordable and usable day to day.

Whilst the Versys 1000 has a £400 price advantage over the V-Strom 1000, our specification levels are much higher. Our V-Twin engine with its low-down torque helps create a slim profile machine with plenty of character that we believe adventure customers value. The Versys also has a 17” front wheel that is not as well suited to providing riders with a confident and comfortable ride when it comes to the rougher trails and the road less travelled. And the
V-Strom 1000 is 11Kg lighter than the Versys 1000, making for a more nimble ride and less rider fatigue.




How has the mpg/fuel economy been achieved?
The new V-Strom’s fuel economy figure has been achieved through a combination of weight-saving and improvements in engine efficiency.

A host of changes to the engine, including the new twin-spark plug cylinder heads, the use of Iridium plugs, new 10-hole injectors, a new rectifier, increased flywheel inertia plus more precise engine management via the new ECM, have all led to reduced mechanical losses and improved efficiency.

Suzuki measure the fuel efficiency, using a test-cycle called WMTC (World-wide Motorcycle emissions Testing Cycle) an explanation of which is at the bottom of his post.

In our experience, although real-world results will vary from one rider to another, the WMTC method provides a realistic estimate of the fuel economy you could achieve or, as our experience of the latest V-Strom 650 has proven, even exceed on some occasions.

We expect this method will become the standardised way of measuring the relative economy of motorcycles in the coming years.

Is the suspension ok for larger riders?
The suspension on the new V-Strom is fully adjustable to suit a wide range of rider and riding condition. The front suspension is now fully adjustable with new KYB ‘upside down’ front forks, a first on the V-Strom 1000, which now boast adjustment of both rebound and compression damping as well as spring pre-load. The rear shock also features rebound damping adjustment alongside remote pre-load/ride-height adjustment, meaning riders can adjust this setting to suit by hand and without tools.

Have they accommodated the shorter rider i.e. seat/suspension options or are they leaving that to aftermarket suppliers?
The standard seat has been designed with a narrow profile to make it as easy as possible to reach the floor and in addition we have both a lower and higher seat available as an accessory. As we’ve had such a lot of customer feedback in the UK about lower seats, we’ve decided to offer UK customers the option of a free of charge exchange for a lower or higher seat when they order their new machine.

The lower seat is just 820mm high and when combined with the lowest weight in its class, we believe that the V-Strom 1000 will make an excellent option where seat height is a concern.

Wet Weight?
The new V-Strom is the lightest adventure bike in the over 1000cc sector, with a wet weight of just 228kg – a full 8kg lighter than the previous generation of V-Strom 1000.

This light weight helps acceleration, braking, handling and fuel efficiency, while at the same time helping to reduce rider fatigue when facing a long day in the saddle.

What improvements have you made to the brakes?
The Tokico front calipers are adopted from the GSX-R1000 series and are a radial mount, monobloc construction and are mated with 310mm floating-mount dual discs for stronger braking performance.

The new calipers have a more controllable feel and stronger initial bite than those of the previous model.

An anti-lock brake system (ABS) monitors the wheel speeds 50 times per wheel rotation and match the stopping power to the available traction.

The ABS control unit (produced by Bosch) is light and compact with the total weight of ABS control system (including ABS control unit, sensors, etc.) of only 1050g.

Have you changed the clutch at all?
The new clutch system employs our proven Suzuki Clutch Assist System (SCAS) already fitted to other series flagship models such as the Hayabusa and big capacity Intruder models.

The SCAS works as a slipper clutch which smoothes downshifts by allowing a degree of clutch slip. This not only makes downshifts smoother, thereby reducing rider fatigue, but also reduces rear tyre skip during aggressive braking and downshifts for more accurate corner entry.

The SCAS also works as an assist clutch for a much lighter pull on the clutch lever. Compared to the previous generation bike, the lever now requires 13% less effort, thereby increasing rider comfort.

Will there be a more 'off road' oriented version with wire wheels etc, or a GT version?
Currently there are no plans to introduce any other editions of the V-Strom 1000 and although we are not planning a specific ‘GT’ variant, we will be offering various Accessory Packs that will allow you to specify your own ‘GT’ at a preferential price.

Will there be more than one luggage option, and will there be luggage that has enough capacity for two persons for more than a weekend?
Our integrated luggage was designed at the same time as the bike, with the key criteria being both usability and minimal effect on the machine handling. A great practical touch is that the new bike will be delivered with three key barrels that match the ignition key, meaning you can operate the whole system with a single key. Whilst the top box will accommodate a full face crash helmet, there will be an alternative option for a larger top box that will carry two helmets if you require this.

Will accessory options be available to see/try on the bike at dealer open days?
All of our dealers will have a new V-Strom 1000 as demo in February, and the bikes will be fully loaded with Genuine accessories.

How do the fog lights fit, and do you need the engine bars to mount them on?
The fog lights have been developed to fit onto the optional accessory bars. We’ve attached a picture for you to see the arrangement.

Could we get a forum discount if several people order?
Nice try! As you might expect, we’re rather hoping that forum members will be amongst our new customers . So, if you have 15 or more forum members with confirmed deposits paid by the end of November, we’ll think of an appropriate thank you gift!


Summary of the World-wide Motorcycle emissions Testing Cycle (WMTC)

Objectives
As regulations governing exhaust emissions have been in existence for many years, but the methods of measurement have been various, the harmonised World-wide Motorcycle emissions testing cycles has been created in order to provide a consistent way in which to perform, sample and analyse this data.

Testing Cycle development
The testing cycle was developed and refined over many years through the collection and analysis of data from real world motorcycle use from several regions of the world.
The final result is a collection of vehicle speed and gear shift cycles which are divided into three main parts:
• Part 1: Urban use
• Part 2: Secondary rural roads
• Part 3: Primary rural roads and motorways
Benefits for the UK consumer
While the main objective of the WMTC is to harmonise the measurement of exhaust emissions, a secondary benefit of the cycle is that it can be used as a standardised way of measuring the real-world fuel consumption of motorcycles.
As more manufacturers release the fuel consumption of their models tested in this manner, it will allow customers to make an informed choice based on the relative fuel consumption of each model.
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« Reply #50 on: October 15, 2013, 12:16:28 am »

Interesting read, thanks for posting!  Thumbsup
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« Reply #51 on: October 15, 2013, 09:24:49 am »


........
.....

Aside from the beak, the only other "DOH!" Suzuki made (IMO) is the single exhaust. Lame-o. The dual underseat exhaust was FAR better looking. This looks like every other bike that has a giant ugly garbage can hanging off the side of the bike.   The point of exhausts is to HIDE them. Not to SHOWCASE them. Put them under the seat or under the bike...but not hanging off the side, please.  Rolleyes

Now if the price of this bike equals the $13-14K of the Super Tenere...then I'm going with the S10 (Shaft drive! No beak!)

Scott


Dual under seat exhaust will raise the center of gravity, increase the weight, and create potential heat issues for the rider and passenger. No dual under seat exhaust on MotoGP bikes.  EEK!

It's alway best to have less weight, lower COG, and mass centralization. Maybe not as sexy looking then dual under seat exhaust....... But way better!  Bigok

Regards, Paul
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« Reply #52 on: October 15, 2013, 10:17:16 am »

Calculator tells me that's about $16500 Canadian. And apparently pretty bare bones? I may be losing interest. Too bad the dealers I talked to were all saying it should have been close to the existing Vstrom. Add cras bars, skid plates and luggage and were headed OTD at $20000? Don't know if I could do that.
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« Reply #53 on: October 15, 2013, 11:27:15 am »

Toad, it'll be very close to the Versys 1000 price in Canada, methinks, so probably well under $15k CAD.

It doesn't have to compete against the big Versys in the US, just the Tiger 1200, Stelvio and the upcoming NA release of the base Caponord 1200.

Good case in point, price a Stelvio NTX in the UK (£11,500, or close to $19,000 CAD)   That's still a fair bit more expensive than what you paid for yours, even after you back out the 20% UK VAT.
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« Reply #54 on: October 15, 2013, 01:25:22 pm »

A ray of hope, then. Lol
Thankyou for that, my friend.
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« Reply #55 on: October 16, 2013, 03:24:50 pm »

Suzuki officially launched the Beakstrom today on its Facebook page and website.
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« Reply #56 on: October 16, 2013, 05:49:19 pm »


Interesting read, thanks for posting!  Thumbsup


+1

I especially liked the claim that Suzuki actually invented the beak.  Is that a good thing or not?   Lol
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« Reply #57 on: October 16, 2013, 11:34:45 pm »

Considering it looks like this guy, not so sure. EEK!
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« Reply #58 on: October 17, 2013, 09:03:24 am »


The lower seat is just 820mm high and when combined with the lowest weight in its class, we believe that the V-Strom 1000 will make an excellent option where seat height is a concern.

Wet Weight?
The new V-Strom is the lightest adventure bike in the over 1000cc sector, with a wet weight of just 228kg – a full 8kg lighter than the previous generation of V-Strom 1000.


32.3" seat height and 500 lbs wet?  This is one adv tourer my short legs might actually like riding on.  Judging by my SV1K, the narrow VTwin should make the "felt" effective seat height lower than the equivalent vertical twin or triple.
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« Reply #59 on: November 07, 2013, 08:24:23 pm »

http://rideapart.com/2013/11/2014-suzuki-v-strom-1000-price-12699/




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