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Test: Suzuki V-Current 1000 / V-Current 1000XT 2018 (Baujahr 2018)

Good and cheap

05.11.2018

You have to have this courage to fill the gap: although it sold properly, no one was able to buy a Suzuki V-Strom 1000 between 2007 and 2013. But it came back, and with success: Suzuki's travel enduro was not positioned at the top, such as the BMW GS or the KTM 1290 Super Adventure S. You have 101 instead of about 150 hp - us from motorradtest.de too?

First contact

It is an interesting concept: While top models among the adventure bikes now deliver performances north of 150 hp and provide performance that was once to the credit of super athletes, Suzuki does not use this race. Self-confident lysing with 50 hp less on the market, that has something.

Now that the competition has moved to offer smaller models to buyers, Suzuki can do the same. The little sister of the V-Strom 1000 is called V-Strom 650 and has a power of 69 hp.
So what do you have to do without with the Suzuki? First of all, on a mile-long surcharge list. If it is easy to drive the price of a BMW GS to over 20,000 thanks to the colour display and other gimmicks, Suzuki is economical here. The machine has exactly what you need in terms of technology: a (well-functioning) curve ABS and a traction control, which can be adjusted in three stages. As standard and end of the announcement. Almost anyway. If you want, you can choose the version XT: Then the Suzuki stands on chic, golden spoke rims. Extra charge: slim 400 euros to the standard version, which wants to be paid with 12,599 euros.

The design of the Suzuki V.Strom 1000

Two details are striking about the design of the V-current: firstly, the duck beak, and secondly, the headlights arranged on top of each other. These special features are the only gadgets besides some design elements made of plastic in off-road look as well as on the tank.
Like Ducati or KTM, Suzuki sees a V2 as the appropriate engine for an adventure bike. Here 101 hp strong, which ensures the already mentioned performance deficit compared to the competition - and saves at least 4,000 euros.
So far, therefore, a solid motorcycle. Does this change when you start and drop the engine?
Before driving off with an unknown moped, there is normally a briefing, a look at the user manual and a careful approach to the first few kilometres. Forget this: The controls of the V-current are so logical (and there is nuptigo to adjust it really), so that the habituation phase is very short. Only the sitting position is surprising at first. The instrument block like handlebars are quite far away from the driver. So short-sleeved bikers have to stretch something, but that's it. The seat is like the rest of the Suzuki - fits immediately.

Sufen on the torque

In addition to the 101 hp already mentioned, the Suzuki technicians pushed 101 Newton meters of torque into the bike, which are fully assembled at comparatively early 4,000 revolutions. A crisp V2 sound also fits.
The smooth-running clutch (with anti-hopping function) will not annoy anyone, the gearbox is even a poem: smooth, short-distance and ultra-precise - also fits (or did I use the formulation already)?

The driving behaviour is inconspicuous. The Suzi will not scare anyone with surprising reactions, and the driving comfort is also okay by the absence of superficial sportiness. With 223 kilos live weight, however, the V-current is not necessarily an easy girl in comparison - KTM 1290 Super Adventure S (249 kilos), Ducati Multistrada (232 kilos). Here one would have expected more difference to the big ships. As a result, it leaves potential advantages in the terrain untapped compared to the competitors mentioned. So the same thing about off-road suitability is to say there: dirt roads and gravel are not a problem, more serious tasks fail already at the road tyres.

The Suzuki swings in, the driver swings along. On the road, it feels light and safe to control at any time. The V2 expresses very well from below, which makes handling the V-current on an extended tour and no matter whether with long or short curves, attractive. If you don't underdrive it by two or more gears, you will be able to accelerate easily in any position. However, one pays for it, because dedicated sports drivers will miss over 7000 tours the willingness to shoot as well as the punch at the top.

Conclusion - what's stuck?

What remains? Astonishingly, it is the on-board computer that characterizes the Suzi. Never before. The computer is clear: With a switch you can choose additional information such as range or temperature. With the second switch, the pilot chooses from three stages the intervention of the traction control - and finished. There is simply no more. If you feel like some competitors have purchased a mobile Playstation, there is nothing that would be further than the V-current.

Doesn't it sound like love at first sight? Maybe not, but the solid and trouble-free handling of the Suzuki V-Strom 1000, which we noticed already at the first encounter, describes the Suzuki everywhere and in every situation. If you want to ride a motorbike fast but relaxed, if you want to study the user manual, who likes the look and who likes to surf on the torque wave: Love does not always arise at first sight, give yourself the chance.

The test machine was kindly provided to us by Bergmann & Söhne in Tornesch. It can be purchased there as a guide for 10,690 € with about 2,500 km - good offer!

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