V-Strom = 'V' for the V-Twin and 'Strom' apparently means 'stream of wind' in German.  Another addition to the silly name department...

The 996cc V-Twin has a good reputation as a strong powerplant through the middle ranges, a fact which has been amplified further on the V-Strom. Albeit at the expense of a little top-end power.

Suzuki claim 98 horsepower from the retuned engine.  Intake valve size has reduced from 40mm to 36mm but the exhaust valve diameter remains the same.  Those valves are operated via camshafts with considerably less lift than the TLS items. 

Forged pistons replace the cast TLS items and are designed with a GSX-R 1000 style skirt on the piston.  Redesigned rings help seal against the SCEM (Suzuki Composite Electrochemical Material) coated bore.  The connecting rods are 3.4mm thinner (at the stem) than those seen in the TLS but are now stronger due to being put through a shot-peening process.  While the big and small ends are thickened by 1mm.  All up the internal changes have added up to a 90-gram weight loss from the rods and pistons.

Like all large capacity V-Twins, the Suzuki can be a bit of a rough brute at lower revs. However keep the machine spinning between 3,500 and 6,500rpm and the machines surges relatively smoothly on an effortless expanse of torque. Revving the machine any higher does not result in quicker progress.

Fuel is delivered from a large 22-litre fuel tank via a pair of 45mm EFI throttle bodies.  The excellent fuel injection system has a pair of throttle valves in each throttle body as seen on recent GSX-R models. A convenient automatic fast idle system makes cold morning starts a breeze.  The system monitors coolant temperature, when necessary the secondary throttle valve is opened to an optimum position for the cold conditions, while the secondary throttle valve is also automatically controlled by the engine management system to maintain optimum idle revs when cold.

A clear and accurate fuel gauge blinks when there is just over 5 litres left in the tank, and around 280 kilometres has passed under your wheels. Conservative riding sees a fuel range of nearly 400 kilometres.

Aiding the quest for that open highway fuel economy is an ‘over-drive’ 6th gear. No point using this tall ratio around town, but it does have benefits when open road cruising. A light illuminates on the dash when 6th is selected.  The V-Strom 1st gear is shorter than that seen on the TLS, 2nd-3rd-4th-5th gears remain the same. 

Gearbox operation is quite smooth, but a little more travel through the clutch lever before it bites home would be welcome. Something to remember when taking off in tricky conditions as this bike is designed to also work reasonably well on the dirt trails.  Clutches can cop a battering in tight off road conditions and thankfully Suzuki have allowed for this by increasing clutch plate diameter from 138mm to 149mm.  The TL1000S had a back-torque limiter but this feature is not available on the V-Strom.

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