Well which one would you choose; the big V-Strom or the smaller Wee-Strom? I’m here to try and help you find out, hopefully?
You see the V-Strom family has always been one of the favourite choices of ‘all-round’ motorcycling and for good reason. They’re ultra-reliable and easy to live with, simple as that.
But Suzuki needed to refresh this tight formula, which wasn’t easy because it’s so easy to ruin something as established as this feisty pair, right? Well they have achieved it with both of the new yellow XT models. Very pleasant motorcycles on all counts and do you really need anything else from them, well this is where I step in, or out.
The new pretty painted Stroms here, the paint is called Champion Yellow No.2 to be accurate. Odd name and ‘number 2’ is always a good for giggling for obvious reasons but these bikes are very serious offerings indeed, in the adventure/touring zone.
Yes, yes, I hear you say, so what’s new because they look the same with posh gold spoked wheels, which are gorgeous items by the way. Well these are the XT models that have, spoked wheels like I’ve said, belly pan/bash plate and hand guards and a few other bits over the stock bike, which I don’t think Suzuki are bringing in and I agree. Suzuki says, after some survey somewhere, that only 10-15% of V-Strom riders go off-road but that number is increasing. Enter the XT variations with the posh wheels and off-road friendly bits.
First lets dissect the new 1000. This engine began life in the ’97 TL1000R and has gone through a few changes up until 2018. And why bother, Suzuki claim they have riders with over 600,000km on the engine with zero mechanical problems. So the changes are mostly cosmetic and electronic. The electronics on the 1000 are very simple to use when ‘other’ adventure bikes are just a pain the arse, right? So we have three levels of traction control (1,2 and off) and ABS, but not ABS as we know it Jim (Captain Kirk adaptation there, if you know who he is?). Anyway it’s called the Inertial Measurement Unit (IMU) system which basically automatically alters the brake pressure to the front and rear wheel in the corners if the bike feels them losing traction. This doesn’t interfere with your braking on the front and rear brakes when riding. Only coming into play when the bike detects its needed. In fact the 2018 V-Strom 1000 is the first Japanese adventure bike with cornering ABS, so there.
The 1,037cc, 90-degree V-Twin producing 100hp and a 103Nm at a low 4,000rpm has a new slipper clutch that works in a similar fashion to the one used on their new GSX-R1000. The exhaust has SET (Suzuki Exhaust Tuning) for better torque and response, not to mention ISC (Idle Speed Control), which helps the bike not to stall.
Up front is a new wider screen, which people previously moaned about, that has a three-way operation and height adjustment, but you need an Allen key to do that. But my favourite new part is that yellow seat; I like that, a LOT! 
On the other hand the 650 has had more attention especially inside the engine. New camshafts, pistons, intakes, EFI and exhaust have added five horsepower but more importantly low and mid range delivery is substantially improved. Now the 645cc, 90-degree, DOHC, V-twin pushes 69hp and 69Nm, oh and it also adopts three-way traction control for the rough stuff.
The styling is where Suzuki improved the 650 the most though; it is a very nice thing to look at, as they both are really. A new fairing makes the bike quieter with less buffeting and it’s narrower too. This also has a new and more efficient screen with a new headlight underneath; oh the clocks are updated as well.
Now an interesting point here is this new 650XT won Auto Trader overseas Adventure Bike of the Year – confirming how good this Wee-Strom is and I agree, for once. Why did it win? Price, style and near perfect mechanics, say no more.
Right then, which one is best, medium or large? Well the 1000 is R165,900 and the 650 retails for R119,900. Both have 20-litre fuel tanks and the medium one tips the scales at 214kg and the bigger one, obviously heavier at 230kg. So that’s it for all the specifications stuff what they like to ride?
Exactly as the stuff you’ve just read portrays. The 650 is a lot of fun, nimble, pulls wheelies and most certainly feels a bit more lively compared to last years model. It’s just the easiest one to vault onto and ride off and it does feel considerably lighter than the 1000, because it is and I sounded a bit thick there, sorry. You just have this feeling that no matter how hard you ride them they’ll never give you any problems, and so they shouldn’t after 20 years or so of using these engines.
The 1000 has a lazy feel to the motor unlike these high revving ‘sporty’ adventure bikes. It has that ‘travel the world in confidence’ appeal and did I say I love the yellow seat. In fact both have some of the most comfy seats in the business. One thing I forgot to mention is the radial Tokico monobloc brakes on the 1000, possibly the best feeling and most powerful brakes I’ve felt on any adventure bike –tremendous those!
To be honest there’s no winner here between the two. The 650 is everything you’ll need to do everything on a daily basis with, and it looks sweet. The 1000 is also very sweet on the eye and if you fancy more long distance touring, especially with wife/partner/child/grandma/granddad or the like, to take with you on your travels, it might be the better option. Either way I love this pair in a sometimes over complicated and unnecessary world of motorcycle gadgetry. Viva la V-Strom!
Go to www.suzukimotorcycle.co.za to locate your dealer.
