The venerable V-Strom has not replaced much in its nearly two decades of history, reflecting the fact that Suzuki understood it quite well in 2002, when it became the first Japanese manufacturer to enter the ADV market for higher cylinders. in the U.S. The 2002 DL1000 V-Strom ran on a 90-degree double display with a superbike pedigree and had a superior suspension, a 19-inch front wheel and the ease of use and reliability that might have been lacking in its contemporaries. This Adventure Tourism Goldilocks helped delineate the niche and probably helped its explosion in general popularity; Nearly 20 years later, the ADV segment is booming, and even Harley-Davidson recognizes it with a prototype motorcycle of its own adventure.
We are great V-Stroms enthusiasts here at Rider, either in the 650 and 1000cc variants. The Giantr edition, in particular, checks all ADV excursion boxes: power, foolproof skill (and a giant network of solo runners), a giant luggage load capacity, tons of phakles from the secondary market, and the ability to comfortably carry a driving force (and a passenger) over vast distances and on terrain ranging from smooth pavement to land or gravel forest roads. If you need something more off-road, there are more options; However, for the vast majority of pi adventures, the V-Strom is an ideal mount.
We knew we were looking to take a checked motorcycle and hit the road for a must-have acceleration therapy, and as we noticed in ridden-Rated magazine mentioned above, we knew we had to have one of two wonderful old-fashioned color schemes. This meant getting an XT: the fundamental style can only be obtained in Glass Sparkle Black / Solid Iron Grey. The XT Adventure, which is an XT with hard aluminum bags and heated handles, can only be had in Glass Sparkle Black. In June, heated handles were not a problem, but we actually needed luggage. The adventure bags will be bolted directly to the XT, but due to the delays related to COVID, we were unable to get a set in time, so we dropped the popular Suzuki plastic-looking suitcases, we attached a Nelson-Rigg water resistant bag to the back. Carrier. and he called it right. Right now … where to go?
From a stopover in the Sequoia National Forest in 2017 suffocated by a forest fire, I can’t wait to climb and see the trees pointed out. A member of the circle of relatives of the giant redwoods, giant redwoods are the largest individual trees on earth, and are among the oldest living organisms: the oldest giant redwood is about 3200 years old. They are successful at an average height of 164 to 279 feet, with logs ranging from 20 to 26 feet in diameter. Unlike their giant redwood cousins, giant redwoods have a very limited range of herbs, a strip along California’s western Sierra Nevada, only 20 miles wide and approximately 270 miles long. To stand in his presence is to appreciate the strength of nature, to be able to feel nothing but worry and humility among the imposing giants.
Campgcirculars were starting to reopen when I planned the Array, so I bought a committed tent site at the Sequoia National Forest in Redwood Meadow Campgcircular, which is adjacent to the Trail of a Hundred Giants. This paved path winds through a grove of giant redwoods, with interpretive panels and several benches where you can sit and sunbathe under the trees of 2000 years. A little further north are Sequoia National Parks and Kings Canyon, and after them is Yosemite National Park, making it a smart southern starting point for exploring the Sierra Nevada. Unfortunately, my time was limited, so I focused on achieving my purpose, visiting the redwoods, and enjoying the circular on the new V-Strom 1050XT.
The first few hours I spent moving away from the urban expansion of the Los Angeles metro and then crossing the hot, dusty Central Valley, giving me a wonderful opportunity to assess the convenience and wind coverage of the Strom. I left the seat in the highest position (34.3 /33.5 inches) because my long legs enjoyed finishing my knees more comfortable (although it was still particularly tighter than the Tiger 900 Rally Pro I had just tried on a field trip a few days earlier). I started with the windshield near the most sensitive of its adjustment range, but I was experiencing some trembling; At the end of the trip, I discovered that the middle was the ideal point for me: a fairly blank air, and enough in the most sensitive part of my helmet to circulate through the vents. Unfortunately, the configuration is a bit painful because the lock lever of the screen in position is located at the front, directly above the headlight. Therefore, not only should you be more sensitive to the bike, but you should also get ahead of yourself and walk to adjust the screen up and down. Despite the final weights of the long bar, I felt a lot of vibrations on the handles and appreciated the new cruise control. However, the adjustment/recovery/acceleration/speed relief buttons on the device on the left are the same as those used to scroll through some of the data you have on the LCD instrument, so you may not be able to demonstrate vital data such as fuel range. unless you already have it on the screen when you turn on the cruise. Speaking of LCD screens, it includes a lot of useful data, but it is dark, full of letters and tiny numbers and sensitive to reflections, which can make reading complicated at a glance. That said, I found that it’s easy to navigate the other SDMS (accelerator response) modes and ABS and non-slip configurations. The new wider footrests have thick rubber inserts that eliminate vibrations and are comfortable when I stand off the road, however, it was a damn nuisance that they finished grabbing my flying pants every time I set my feet.
As the fussy ones were going, that was it. As I turned on the beautiful winding, bumpy road of Caliente Bodfish, I knew it was in the Strom element. It’s long and low, but it spins with its street-facing Bridgestone Battlax Adventure A41 tires with a simple, consistent suspension that absorbs the many road irregularities on this two-lane mountain road. The suspension can be a delicate point for me, with less expensive non-adjustable configurations that are almost set too rigidly for a cyclist of my size, and even some adjustable games can be difficult to dial properly. But the V-Strom 1050XT was fun, and at events where I ventured off the sidewalk in search of a beautiful view, it didn’t give me back and it made it less difficult for me to maintain balance and control of gases.
The new driving modes are well ordered, with 3 options, A, B and C. I discovered that mode A is too abrupt for my non-public taste, and C is quite smooth, better for rainy or slippery conditions. Whether on the road or off, I liked the B mode and its herbal feel, no problems walking/stopping and linear response. The engine has many medium and high-end speed settings and is quite high, which put me in the unforeseen position (for a cylindrical V) of having to pass quite a few speeds on narrower and technical roads. The 3rd gear, for example, will gently bring 50 mph, and I didn’t want the 6th before long after 70. Still, there’s enough torque on your tap to get you out of a tight corner if you feel lazy – or not. You have an athletic friend you want to follow. And if you feel your oatmeal and increase the great Strom, your friendly character really starts to shine. It’s solid and responsive, the throttle paints, chassis, engine and suspension in combination to create a drama-free delight and enjoy driving, and Nissin’s 4-piston Tokico front stirrups fixed radially and Nissin’s exclusive piston rear stirrup offer a lot of peace of mind. As we noticed in our initial review, the brakes have a smart touch and a smart feel at first, but then they become a little vague, the actual functionality doesn’t fade. Suitable for V-Strom’s more street-oriented adventure advertising, the ABS Turn/Combined features two modes for more/less intervention, but cannot be turned off.
Leaving the small town of Kernville, the southern gate of the Western Sierra, the temperature indicator on the LCD screen began to drop from its peak of 102 to the mid-1980s, and a photo along the beautiful Kern River, known for its rafting and fly fishing opportunities, dropped the windshield into its lowest position to make the most of the cooler mountain air. Mountain Road 99 follows the river upstream before turning west and advancing toward the Sequoia National Forest, past the granite dome of Capitol Rock and Johnsondale’s small personal network. After Johnsondale, the road replaced its call to Mountain Highway 50 and continued to go up; my temperature indicator moved in direct opposition to altitude, falling in the 1970s, and the air was now scented with cedar and pine. Approximately 10 miles later, a well-marked right turn on a four-lane prevention on Mountain Road 90, also known as the Great Western Divide Highway, leads to Redwood Meadow Campground, my overnight prevention point.
After sitting down and emptying my looking bags, I went back to the Johnsondale store to buy groceries: water, sandwiches and a sandwich for dinner. I had connected my extendable charging net to the passenger seat and the Strom’s rear luggage rack; there are many stowing problems and hooks; he also hoped to buy firewood, but it turned out that the forest service was cleaning up the dead. The fuel eased a few smaller, well-cut logs and I searched my camp. Provisions and firewood unloaded from my faithful shepherd, it was time to stretch my legs as I walked the Path of the Hundred Giants, to weighly the possibility of seeing these magnificent trees in person.
The next morning, after a wonderful heist caused by a farm animal walk, with seven cowboys and 4 dogs helping farm animals move, I subsidized the descent of the mountain, now watching the temperature rise as the altitude subsided, and screwed my front wheel. towards the house. The V-Strom 1050XT proved that it remains one of the values of adventure tourism, with technological innovations that keep it up to its competitors, a new retro-cool look and the same combination of friendly personality and functionality that have made it a favorite. beyond the age of 20.
Jenny Team: Helmet: Scorpion EXO-ST1400 Jacket: Fly Butane Pants: Rev’It Neptune GTX Bottes: Sidi Gavia Gore-Tex
Base price: $14,799 Trial price: $15,594.95 (side bags) Warranty: 1 year, until the end. Internet Miles Site: suzukicycles.com
Engine type: 90 degree cross-V cylindrical, liquid-cooled Movement: 1037 cm3 Boring x stroke: 100.0 x 66.0 mm Compression ratio: 11.5: 1 Valve train: DACT with four valves compatible with Insp cylinder. Range: 1 four, 500 miles Fuel supply: fuel injection with cord accelerator and four 9 mm butterfly frame x 2 Lubrication system: rain housing, 3.2 qt. Gearbox: 6 speeds, rain action and hydraulically controlled sliding Final command: O-joint chain
Electrical ignition: Electronic transistorized Charging output: 490 watts Battery: 12V 11.2AH
ChassisCadre: double beam aluminum with tubular metal subframe and cast aluminium swing arm Wheelbase: 61.2 in-0K / Drag: 25.3 degrees / 4.3 in Seat height: 33.5 / 3four.3 front: four 3mm USD fork, adjustable with 6.3-inch travel Rear: Shock absorber, adj. for spring preload (remotely) and rebound damping with 6.3 inches. Brakes, Front: Two 310 mm discs with radial stirrups with four counter pistons and ABS Rear: Single 260 mm transmission with 1-piston zipper and ABS wheels, Front: Radios without camera, 2.5 x 19 inches back: Cameraless lightning, 4.0 x 17 -inch weight in rain: 566 pounds (depending on the test) Load capacity: 399 pounds (according to test) GNP: 965 pounds
Power: 96.3 horsepower at 8500 rpm (as tested) Torque: 66.1 lb-ft at 6300 rpm (as tested) Fuel capacity: 5.3 gallons, last 1.2 gallons. PMG light: AKI min. (low/medium/high) 44.2 / 49.8 / 54.0 Estimated autonomy: 264 RPM miles indicated at 60 MPH: 3500