Suzuki teased the long-awaited overhaul when it unveiled the concept V-Strom 1000 during last year’s Intermot show. Big changes were promised during the reveal and Suzuki has come through on its word, announcing a production V-Strom 1000 for 2014 that boasts a slew of upgrades to challenge for a share of the ever-growing adventure-touring segment.
The 2014 Suzuki V-Strom 1000 has a redesigned engine and exhaust system to improve low- to mid-range power.
The 2014 V-Strom 1000 gets more oomph than its predecessor with a larger, 1037cc V-Twin that has been bored-out by 2mm. Its cylinders, cylinder heads, pistons, piston rings, connecting rods, crankshaft, clutch assembly and radiator were all redesigned to help improve performance in the low- to mid-range. A redesigned flywheel is said to have “greater inertial weight” allowing for increased control at the low-end of the powerband. The Suzuki Dual Throttle Valve system is claimed to improve combustion efficiency and an updated engine control unit works to optimize ignition and fuel injection. A 32-bit engine control module aids in more precise engine management, improving fuel economy and linear throttle response.
Eiji Sasaki, Suzuki’s Engine Experiment Engineer, offered these remarks about the updated V-Twin: “With their unique low rpm rumble and strong high rpm, V-Twins are very unique. However, they can be tricky to ride at low speeds due to their increased combustion shock.
“Therefore, our development theme was to make it smoother at low-to-mid range rpm for touring while maintaining the free-revving nature at high rpm. As the engine was originally designed as a sport bike engine, it naturally has a free-revving character at high rpm. So our focus was on how to develop the engine character to make it easier to control at low-to-mid range which the rider will use on a regular daily basis.
“We have refined the fuel injection settings, increased inertia, added twin spark plugs, and redesigned the magneto. In fact, nearly all internal parts have been extensively redesigned; it will feel like a totally new engine to anyone familiar with the previous model.”
The V-Strom 1000’s transmission is updated too, with gear ratios adjusted for the new engine specs. The new ‘Strom also utilizes the Suzuki Clutch Assist system, which is said to work in two ways; first as a slipper clutch to help smooth out downshifts and also as an assist clutch to help make lever pull easier.
The 2014 V-Strom 1000 has a twin-spar aluminum-alloy frame and extended wheelbase.The windscreen is three-way height and three-way angle adjustable.
Spent gasses flow out of a newly fabricated single muffler and the Suzuki Exhaust Tuning system makes use of a butterfly valve in the pipe to optimize exhaust pressure and help boost torque at low revs while also enhancing throttle response. The 2014 ‘Strom 1000 has an updated catalyzer and O2 sensor to meet Euro 3 emission standards.
“Developing the exhaust pipe was the most difficult part,” said Sasaki. “In a V-Twin engine layout, the most difficult thing is designing the length and layout of exhaust pipes. To increase low-to-mid range torque, a longer exhaust pipe is better. However, there is not much space left when you consider the rear suspension layout and ground clearance.
“Therefore, the exhaust pipe has a very complicated shape. We have also changed from a double-sided to single-sided exhaust silencer to minimize the influence on handling.”
Also new on the 2014 V-Strom 1000 is Suzuki’s first traction control system. The Suzuki Advanced Traction Control system monitors front and rear wheel speeds, has a throttle position sensor, crank position sensor and gear position sensor to help regulate engine output by managing ignition timing and air delivery. There are two modes available in the TC system, with Mode 1 allowing modest wheel spin and Mode 2 allowing little-to-no wheel spin. Riders will be able to shut off the TC system completely as well.
Suzuki offers fully adjustable, gold-anodized 43mm inverted forks for 2014. The rear shock is preload adjustable via an easily accessed dial. Radial-mount four-piston Tokico monobloc calipers grab a 310mm disc out front while a singl- piston caliper grips a 260mm disc out back. ABS comes standard on the 2014 V-Strom 1000.
A twin-spar aluminum-alloy frame joins to the swingarm, with wheelbase extended from 60.4 inches to 61.2 inches. Suzuki claimes a 14 pound weight reduction over the previous model. Part of the weight drop comes from a half-gallon decrease in fuel capacity.
Aesthetically the 2014 V-Strom 1000 takes its cues from the 1988 DR750S, Suzuki’s first big off-road machine. It’s sharp, rugged lines also nod toward the current big-dog in the adventure-touring market, the BMW GS, making a not-so-subtle declaration that the V-Strom 1000 has come to compete in 2014.
The V-Strom 1000’s instrument cluster was updated and includes analogue tachometer and a host of digital information including fuel, speed, range on remaining fuel, traction control mode, battery voltage, coolant temperature, trip meter and gear indicator.
The instrument cluster comes with an analogue tachometer and digital gear position indicator, speedometer, odometer, trip meter, clock, traction control mode indicators, fuel level, fuel consumption, range on remaining fuel, coolant temperature and battery voltage. LED turn signal, freeze warning, high beam, ABS, TC mode and water temp indicators are also included.
Adventure riders can opt for the optional three-part luggage system which includes a 29-liter left side-case, a 26-liter right side-case and 35-liter top-case. All three can be removed without the aid of tools and the mounting frames can be unclipped from the motorcycle as well. The ignition key fits all three cases. The windscreen has three height settings and three angle settings. Angle settings can be adjusted via ratchet mechanism, allowing riders to make changes without tools.
Four colorways are listed in Suzuki press material; Candy Daring Red, Glass Sparkle Black, Glass Desert Khaki and Pearl Glacier White. As yet there’s no MSRP listed.