Kit Palmer | June 22, 2017
2018 Suzuki V-Strom 1000 & 1000XT First Test – The 2018 Suzuki V-Strom 1000—and V-Strom 1000XT—returns with new bodywork and more rider aids, and we recently got the chance to put a few miles on both the 1000 and 1000XT. Suzuki introduced the bikes to the media in the mountains above Southern California for a one-day cruise before letting us ride away with one for further testing.
2018 Suzuki V-Strom 1000 & 1000XT First Test
The 2018 Suzuki V-Strom 1000XT (Suzuki skipped the year model 2017) is ultra street friendly. It’s still very un-intimidating for a large 1000cc motorcycle.
The new V-Strom 1000s now feature traction control, as do the new V-Strom 650s, but unlike the 650s, the 1000’s ABS system also incorporates Suzuki’s new Motion Track & Combination Brake Function. Information about the motorcycle’s attitude—left and right yaw, left and right roll and downward pitch—is continually measured by a Bosch five-axis IMU and, in doing so, makes all of the necessary adjustments to keep you out of trouble if you grab too much brake–even in a corner!
The Combined Braking Function part works a little differently than previous linked braking system. While you still have independent control of the front and rear brake, if you get a little over zealous with either one—at any attitude—it will now automatically reduce clamping pressure of the brake that’s about to put you on your butt while increasing clamping force to the opposite brake.
2018 Suzuki V-Strom 1000 & 1000XT First Test
The V-Strom won’t win any beauty contests but you won’t care about that when you’re way out in the boonies. The ‘Strom is very functional.
In spite of all this new braking technology, you’ll never really know that it’s all there until something bad happens, because braking on the new V-Strom 1000 feels—well, normal (and good). You, the rider, don’t change a thing when it comes to your normal braking routine, everything stays the same, but it’s nice to know that if you do mess up (and we all do once in a while), Suzuki’s ABS and Motion Track & Combination Brake Function are there to help bail you out. And there’s nothing wrong with that. On this day, I never felt any of the new braking aids kick in on the pavement. Maybe they did, but I did not notice. Overall, though, the ‘Strom’s brakes work extremely well when it comes to both feel and performance.
My only complaint is that you can’t turn ABS off, which tells me Suzuki doesn’t really expect buyers of the new V-Strom 1000 to do much non-pavement riding. Still, I’d like to have at least the option of canceling ABS to the rear wheel, even if this bike isn’t designed to see a lot of dirt use.
2018 Suzuki V-Strom 1000 & 1000XT First Test
Yeah, the V-Strom 1000 can be ridden off road with a fair amount of confidence, as long as it’s on well-maintained dirt roads like this–and preferably on the 1000XT.
The 1000’s 1037cc, liquid-cooled, DOHC, 90-degree V-twin engine hasn’t changed at all but it did get a new and lighter exhaust system that has two in-line catalyzers instead of one for cleaner emissions. You’d think this would suck up some power, and it did slightly on paper, but you’d never know it in the real world. The engine still delivers impressive power across the board. The ‘Strom loves to be ridden in the lower end of the powerband but it doesn’t mind being revved out, not at all. Like the previous model, power delivery is super smooth and predictable, which you really come to appreciate when you’re delicately working the throttle on dirt roads.
As mentioned, the 1000 gets new bodywork and a taller three-way tilt-adjustable windscreen. Height can also be adjusted but you need an Allen wrench to make that happen; tilt can be adjusted by simply pushing on the screen which can be accomplished while sitting in the seat. It’s pretty slick, but I’d like to see more height adjustability than tilt adjustability.
2018 Suzuki V-Strom 1000 & 1000XT First Test
The V-Strom 1000 is ideal for mountain roads. Overall performance isn’t much different than before but the new ‘Strom is safer, thanks to upgraded electronics and more rider aids.
Compared to the standard 1000, the XT gets wire-spoked wheels versus the standard’s cast-aluminum wheels (both are shod with Bridgestone tubeless radial Battlax Adventure rubber), and tapered aluminum handlebars compared to the standard’s 7/8-inch handlebars. Both the standard and XT get plastic engine guards and hand guards with larger bar-end weights to help reduce vibration. The price difference is $300.
The V-Strom 1000s are available in colors Pearl Glacier White for the standard, and Glass Sparkle Black and Champion Yellow No. 2 for the XTs. (Yellow is only available for the XTs on both models, 650 and 1000.)
2018 Suzuki V-Strom 1000 & 1000XT First Test
2018 Suzuki V-Strom 1000XT
SPECIFICATIONS
2017 SUZUKI V-STROM 1000 ($12,999) & 1000XT ($13,299)
Engine Type: 90-degree, DOHC, 4-valves-per-cylinder, V-twin
Displacement: 1037cc
Bore x Stroke: 100 x 66mm
Compression Ratio: 11.3:1
Transmission: 6-speed
Clutch: Wet multiplate
Final Drive: Chain
Front Suspension: Fully adjustable fork
Rear Suspension: Linkage-assisted, spring-preload and rebound-damping adjustable shock
Front Wheel Travel: 6.3 in.
Rear Wheel Travel: 6.3 in.
Front Tire: 110/80 x 19; Bridgestone Tubeless Radial Battlax Adventure
Rear Tire: 150/70 x 17; Bridgestone Tubeless Radial Battlax Adventure
Front Brake: Twin discs w/radial-mounted calipers
Rear Brake: Disc
ABS: Standard
Wheelbase: 61.2 in.
Rake / Trail: 25.3° / 4.3 in.
Seat Height: 33.5 in.
Fuel Capacity: 5.3 gal.
Curb Weight: 514 lbs.
Colors: Pearl Glacier White (1000 only) / Glass Sparkle Black (1000XT only) / Champion Yellow No. 2 (1000XT Only)
Comfort is still one of the V-Strom’s strongest features.
Suzuki will have plenty of accessories for the V-Strom 1000, and Suzuki made it so that they are interchangeable between the V-Strom 650 and 1000. Dealers and aftermarket companies will love that.
The fuel tank is narrower at the seat junction.
Suzuki is proud of the V-Strom’s beak and stacked headlight.
This shows you the tilt adjustability of the new and taller windscreen, which is an improvement over the previous model when it comes to wind protection and reduced buffeting.
The new rear rack is now flush with the seat for easier loading.
The engine hasn’t changed–didn’t need to be.
This is the standard 1000 with cast aluminum wheels. It is available only in white.
This is the 1000XT with wired-spoke wheels; riders especially in tune with their motorcycles might notice a more compliant ride on the dirt with the spoke set-up. Tires are tubeless.
