Buying used: Suzuki DL1000 V-Strom - Motorbikes Reviews, News & Advice

These days it's impossible to go for a ride without seeing BMW's ubiquitous adventure tourer the GS. Whether it's the 1150 or the 1200, the bloody things are everywhere. Which just goes to show how powerful the marketing has been -- with a little help from Ewan McGregor.

But not everyone can afford the entry fee for a GS, which means that if touring is your thing with a few dirt roads thrown in, then you have to look elsewhere. The Suzuki DL1000 V-Strom is not without fault, especially as a dirtbike, but you can forgive a lot of things if the price is right. Suzuki's big V-twin can be had for $13590 brand new and about $8K second-hand which makes a very affordable alternative to the GS.

Introduced in 2002 as the K3, the Strom hasn't really been around for long enough to establish a slow grown spot in the market place. It'd be true to say it hasn't really been a massive sales success resulting in quite low second-hand values, yet the Strom has a noteworthy ancestry. So much has already been written about Suzuki's liquid-cooled V-twin and such is its reputation for performance, that the 996cc eight valve fuel injected V-twin originally found in the TL1000S has carved a place as one of motorcycling's truly great powerplants.

Suzuki claims the V-Strom is a "Sport Enduro Tourer", an all-round role that it manages to fulfil quite well. The fuel injected TL-based engine is housed in an alloy beam frame and suspended by a set of 43mm long travel conventional, non-adjustable forks and a monoshock adjustable for rebound and preload at the back. Wheels are cast rather than spoked and wear pseudo trail tyres in 110/80-19 and 150/70-17 fitments. Braking is covered by 310mm discs married to twin-piston Tokico calipers forward and a single 260mm single-piston unit at the back.

The first model received a lukewarm reception thanks to questionable styling and finish, as well as poor engine management that led to unsubtle fuelling, especially around 3500rpm. That resulted in poor low-speed manners unless the clutch was used, and there was also excessive driveline snatch.

The K3 only managed one year before being discontinued to make way for the K4 which differed by, well, not very much at all. In fact, the only documented changes were to new "easy to read" instruments (that's good old fashioned analogue to you and me) and a three-position adjustable screen offering a movement range of 50mm. Finally the current K5 emerged with a different colour scheme.

Riding on the Strom
The Strom is a big, top heavy motorcycle with a high seat at 830mm, so if you as the rider possess the right inside leg measurement it all feels pretty roomy and comfortable for both rider and pillion. The finish of later models is actually not bad, and the thin paint and generally tacky look improved gradually to the current model that is quite good considering the asking price.

On first acquaintance the Strom doesn't inspire confidence, mainly because at low speed the top heaviness can be felt and requires both a firm hand and a fair degree of confidence. That's something that is challenged the moment you need to put your feet down in a hurry.

However, once that familiarity is achieved the Strom can be surprisingly adept at inner city ducking and diving. Brakes are acceptable rather than exceptional, and there's soft but fairly well damped suspension. Having said that, fortune favours the brave and should you be prepared to practice with some decent tyres you'll rapidly reap the rewards of added confidence.

Highway sense
It's out on the highway that the V-Strom makes the most sense and the best use of its 98hp (72kW) and 101Nm of torque. Despite the claims of being a bit of a sportsbike warrior, the long wheelbase of 1550mm, 26.5 degrees of rake and 110.6mm of trail means that for most owners the Strom is actually quite demanding in tight stuff and much better at the relaxing wide open stuff.

What's more should you feel the need to do the off-road exploring thing - despite its obvious road focus as evidenced by a low slung oil filter and lack of bashplate, it'll make a better job of it than most roadbikes. But it's really a token effort with smooth dirt roads in mind, as anything really challenging will take its toll on both bike and rider.

Having 22lt in the tank ensures a decent range although the average consumption can drop quite quickly to as little as 12km/lt. Despite the thirst, 300km is quite realistic. As a two-up tourer the Strom is excellent. There's plenty of room for two people and a scan of the internet reveals that there's plenty of accessories available to increase the touring appeal.

Staying in tune
When it comes to making sure the Strom stays in good fettle, it's not such a bad deal. As with just about any Japanese motorcycle you can do the really basic stuff yourself and save a few hundred bucks a year quite easily if you can be bothered. A minor service is required every 6000km and valve clearances need to be checked every 20,000km with varying between $280 for the minor and $450 for the major.

Should you or shouldn't you?
Frankly if a Strom has been ridden on the road there's very little to worry about in terms of reliability. Even so a test ride is essential. The bike should start instantly and settle into a fast idle without a lot of mechanical noise. The six speeds in the gearbox will change sweetly because it's a Suzuki. Just bear in mind that driveline snatch is unlikely to be the gearbox and more to do with fuelling or chain tension.

Top gear is an overdrive designed to improve fuel economy, so top gear acceleration is never going to be as lively as fifth. The fuelling issue that results in a flat spot can be eradicated by careful tuning out and a lot of owner web sites seem to support the use of aftermarket fuelling software like Dynojet's Power Commander or similar from Yoshimura.

Of course, having smooth power delivery will help not just in driveability but also in extending the service life of things like chains and sprockets. Even so, check the consumables right through. Having a Suzuki V-twin engine means that monos are always just a throttle and clutch tweak away, so make sure that steering head bearings and wheel bearings are in good condition. Speaking of the clutch, apparently some very early models suffer with clutch basket problems. You'll feel the clutch judder on take-up if yours is affected.

If the Strom has been ridden off road, there will be evidence of dust in the recesses of almost every component. It might not be an issue on the bike you're looking at, but riding a bike not truly designed to be a long distance off-roader will always wear things out faster than a long distance on-roader.

Check for all the usual scrapes and dings associated with off road drops as well on road. Things like wheel rims can suffer damage in the form of bends chips and cracks. I'd also be having a look under the engine to reassure myself that there were no signs of a serious impact to the engine.

The sum of the parts
This is a functional machine that makes a great budget tourer. It's by no means a dirtbike, but it's okay for the odd excursion down a dirt road so long as you keep your expectations realistic. There's plenty of touring equipment around, and a slew of people on the web with advice to offer the would-be Strom rider.

Personally I find it fun as a road machine simply because of the engine; I quite like the concept and you could do a lot worse. If I had one I'd have to fit a chain oiler and look at improving the suspension, but that's me. Overall the V-Strom is a good buy that's more than the sum of its parts.

Click on the following link to check out a new V-Strom on Bike Showroom.