Suzuki has recalled several models over an engine failure.
Suzuki SFV650 Gladius has engine and tank issues
They are the SFV650, DL650, GSR750, GSX650, GSF650, GSX1250, GSF1250 and AN650 motorcycles with various VIN numbers. You will have to check with your dealer to find out if your bike is affected.
The defect notice says the tappet hardening surface may wear due to contamination causing tappet and camshaft wear.
“In the worst case scenario this may cause the engine to stop running.”
Suzuki has also recalled the DL1000 V-Strom over improper routing of the wiring loom which may cause “scuffing” and lead to some connectors becoming corroded.
To check whether your motorcycle has been recalled, click on these sites:
PRA number: 2015/15107 Date published: 18th December 2015
Product information
Product description
Suzuki DL1000A L4,L5,L6
Identifying features
Various VIN
What are the defects?
Suzuki Motor Corporation wishes to advise that some sections of the wiring loom might be susceptible to scuffing due to improper routing. In addition, some connectors may become corroded due to improper insulation.
What are the hazards?
If the defect occurs this may lead to electrical failure and, in the worst case scenario, this may cause the engine to stop running, or the engine may not be able to switched off. As a consequence this may pose a hazard to the rider and/or other road users.
The tappet hardening surface may wear due to contamination causing tappet and camshaft wear. In the worst case scenario this may cause the engine to stop running.
What are the hazards?
As a consequence this may pose a hazard to the rider and/or other road users.
MO’s Epic Going Postal California Coastal 9-Adventure Bike Comparo
In this, Motorcycle.com’s biggest shootout to date, we take nine of the latest and greatest Adventure-Touring bikes and head north to the Oregon border. Along the way we face good roads, bad roads, and sometimes no roads at all! Be sure to watch Part 2 for the conclusion to our trip.
We wound up staying in cheap motels about half the time and sleeping under the stars the other half, in order to see how these bikes would do loaded down with camping gear and clean undies, heavy camera gear in Evans’ case and his portable espresso maker. Not bad, as it turned out. Not bad at all — even the last-placed bike achieved a score of more than 80%, and the group was separated by just 8.4% from top to bottom. Let us observe a moment of silence for the Cargo Net and the Bungee Cord. Without further ado:
Suzuki V-Strom 1000 ABS – 80.2%
By Evans Brasfield
In every competition, someone has to finish last. That doesn’t mean they aren’t good. Rather, it simply states that on any given day, in a discrete set of circumstances, they finished last. The final man to cross the line at last weekend’s MotoGP race at Misano could wipe the floor with the top riders in any given national series. The same can be said of the Suzuki V-Strom, a bike with many admirable qualities. Still, it lacks something (or somethings) that keep it from rising to the top of the heap on our epic ride. Yet, it has adventure-touring creds that allow it to perform surprisingly well.
First, let’s talk about where the V-Strom excelled. The Suzuki tips the scale 62 lb lighter than our heaviest bike, the Triumph Explorer XC. The second lightest bike, the BMW S1000XR, weighs just four pounds more. Still, being the lightest bike carries some weight on our scorecard. The Strom also scores well on the value scale, where it places second to the Versys 1000LT – although the $1,700 difference between the two feels larger than it should be.
Sez the Dukester: The Strom did well off-road, with its smaller size feeling more manageable than bikes like the Explorer, Capo and Versys, and its clutch provides a wide take-up zone to maneuver smoothly at slow speeds.
When riding the Suzuki, all testers noted it was the narrowest and lightest bike of the group, making it surprisingly competent off-road. (For this reason, this was the bike I selected to regain my mojo after my muddy face-plant on our dirt ride.) Off-road crash recovery instructor, Ken Hutchison, called the V-Strom “the ugly duckling of the group” but added that it was “surprisingly good at everything, although it’s not great at anything…except surviving dirt roads. Since the V-Strom is thin and light compared to these other behemoths in the test, it is very easy to toss around in the dirt by comparison. The V-Twin is well suited to a slow pace, picking its way through tough obstacles, too.”
That sentiment was shared by Burns who opined that the V-Strom would make a great urban mount, too: “For short adventures and around town, this is a great bike; skinniest and lightest, and the fact that its torque peak happens really low makes it a literal blast to ride.”
Even though the V-Strom came in last in both torque (69.1 lb-ft) and horsepower (91.6 hp), Kevin still had kind words for the Strom’s surprising power delivery, noting that while “its peak horsepower number is very modest, the Suzi’s 90-degree V-Twin feels stronger than the dyno indicates. With little ol’ me aboard, it out-pulled the Triumph (with T-Rod) in a 70-mph roll-on, and it nearly kept up with KTM’s 1190 with Gabe on the Katoom.” “The Strom surprised everyone with its ability to hang with the crowd,” concurred RC213V-S stud, Tom Roderick, “while being the least powerful bike of the bunch.”
Although down on power, the proven 1037cc 90° V-Twin has the chops to hang with the other bikes
In this field, crowded with electro-whiz-gadgetry, the Suzuki stood out in its reliance on old-school componentry. Well, so it is the first production Suzuki with traction control, and the TC performs way quicker than a right wrist in slippery stuff. Still, the plucky V-S remains more than a bit behind the curve electronically, lacking things like cruise control, electrically adjustable suspension and ride-by-wire throttle. All of this led Burns to ponder, “Why is this almost as expensive as some really sophisticated motorcycles here?”
Twentieth-century technology notwithstanding, after riding a section of road we dubbed 22 Miles of Heaven aboard the Strom, E-i-C Duke gushed that he wished the curves would go on for another 8 hours. “The 22-mile stretch of curving and snaking road would be a challenge for any bike,” enthused Duke, ”but the Strom proved itself quite capable of impersonating a sportbike, with a solid chassis and suspension better composed than expected.” Burns agreed “the fork can get a bit divey up front when ridden hard,” he added that “no electronic suspension doesn’t feel like much of a sacrifice.” He then brought us back to reality, noting that “other things like lack of CC really is.”
The Suzuki V-Strom proved to be a competent and easy-to-ride adventure bike worth a look.
+ Highs
Lightest in test
Good off-road performance for the price
Engine punches out of its weight class on the road
There are three models that mean the gateway to the world of medium-powered bike, the transition to a new world.
The trail segment has a significant weight on the charts across Europe and Portugal is no exception. The displacement medium occupy a prominent place in the preferences of Portuguese riders, and after a number of years in which the scooters had the primacy in terms of sales, the maturing of the market will consolidate the sales of other segments, with the trail to emerge as first option in the transition scooter / great bike.
Finally, we have the Suzuki in its version of the V-Strom now called XT. The V-Strom is the dean of this comparative. The beginning of the marketing of V-Strom took place in 2004 and since then the model has received minor changes in aesthetics and also in some mechanical elements, notably with the introduction of Bosch ABS system in 2012.
The XT version shall be equipped with wheels with tubeless tires rays and a new fender or “duck-billed” on the front, which give a more trail and less air roadster. The concept of the base remains, with the emphasis on the V-Twin 90 ° and the structure of the dual beam frame made of aluminum alloy.
In the first contact there is a bike that stands out for its aggressive lines, with its angular forms and a more updated look. Kawasaki is the bike that best fills the eye. Their shapes are more current, especially when compared with Suzuki that even despite the small renovation in aesthetic terms, does not hide the weight of years of the concept, although it is not an uninteresting bike in aesthetic terms. Honda has a “format” a little more rounded than the Kawasaki and is also a little cleaner in aesthetic terms, which dominates the “duck bill” front, the huge brake disc and the chrome muffler.
The various motors in concept and also, in terms of maximum power offered, also produce different sensations in various scenarios we faced this work. There is an engine that clearly surprised, even after so many years in assets, which is the V-Twin Suzuki V-Strom. The maximum power is located in 69 hp, exactly the same as the Kawasaki, but the overall balance of the propellant, throttle response and smooth running make everything easier when we circulate by road outside or even in town. The weight of years is not felt in the V-Strom, in this department, it shows a bit more comfortable than its competitors.
In terms of behaviour on the road Suzuki stands out again in competition. It is the most balanced bike in terms of cycling reactions, with a whole lot hit in terms of suspensions, a rigid chassis and transmits tremendous confidence to bow. Although equipped with a front wheel 19 inches, the V-Strom lose nothing in terms of accuracy at the time of the inserting cornering. The comfort offered by the fully natural driving position, width and density of the back seat, make it the ideal bike to devour kilometres without having to stop.
When it comes to the now-nebulous “adventure bike” category, consumers have the ability to balance the scales of compromise just about any way they like. From globetrotting, knobby-tired tanks like BMW’s R1200GS Adventure to tire-smoking sportbikes on stilts like the Ducati Multistrada, there’s a long-legged, do-it-all ADV out there for nearly every kind of rider.
For those who want a mile-eater without the heft of a full sport-touring machine or the cost of an exotic European ADV, we have these three bikes. Kawasaki’s new Versys 1000, Suzuki’s revamped V-Strom 1000, and Yamaha’s new FJ-09 reside in a subcategory of the ADV segment that we’re calling “ADV Lite.” Lite because of these bikes’ lower price tags, smaller engines, and more reasonable curb weights.
In essence, these are slimmer, taller interpretations of full-faired sport-tourers with some ADV attributes to suit the times: hand guards, not to deflect branches but to block the wind; longer-travel suspension, not to handle rocks and logs but to tame scarred pavement and provide a commanding view; and minimalist (or at least smaller) fairings to offer a modicum of wind protection. These bikes have room for your stuff, the comfort to cover hundreds of miles at a time, and enough poise to properly assault corners along the way.
To see how well these ADV Lites work we stuffed the saddlebags (the Kawasaki’s factory equipped, the Suzuki’s and Yamaha’s installed as factory accessories) and set our emails to the “out of office” auto-responder for a 72-hour period. Over the next three days we traveled from Irvine, California, to Santa Cruz and back on a mix of freeway, flowing coastal and back roads, and forgotten, battered single-lane ranch roads.
In other words, we took these bikes on exactly the kind of adventure their manufacturers designed them for, demanding the same mixed-use versatility that’s made the ADV category such a success. By the end of our 1,000-plus-mile tour we came to know each bike and its strengths and weaknesses well.
From the loping demeanor of its 1,037cc engine (a relative of the TL1000’s but extensively updated in 2014) to the relaxed way with which it bends into corners, the Suzuki is a mellow machine. A bigger, retuned V-twin and updated chassis and brakes bump the big ’Strom’s performance to a new level, but the bike still favors general competency over excellence in any one area. “It’s a great all-rounder,” EIC Marc Cook said. “It does everything well but nothing spectacularly.” The V-Strom is certainly a Swiss army knife of a bike, but none of the tools is particularly sharp.
The engine cranks out copious amounts of low-end thrust to the melodic whir of gear-driven cams, but the gearbox is clunky and off-idle fueling is fairly abrupt. With all that torque on tap (the peak of 67.3 pound-feet arrives at just 4,000 rpm) the resultant surge of power when cracking on the gas can be disconcerting while banked over. That’s a shame because the Suzuki is otherwise a very calm and composed corner carver; it doesn’t offer the agility to flick from curve to curve and has slightly numb steering, probably due in part to the 19-inch front wheel. But it goes exactly where you point it and always feels composed.
The Suzuki’s ergonomics felt awkward in this group due to its tall 7/8-inch bar and forward-set footpegs, but the bike is in no way uncomfortable. The Suzuki’s seat scored high marks thanks to its good contours and just-right padding, and except for the muffler impeding on the right case’s capacity, the luggage is excellent and fairly tidy. The only real complaint about the V-Strom (besides blandness) pertains to the turbulent air that swirls from the windscreen’s edges. Every tester lamented the noise, not to mention the fatigue that accompanies having your helmet buffeted incessantly.
But if your intended path includes any dirt or even a sizable helping of bumpy back roads, the V-Strom should jump from the bottom of our list to the top of yours. With its 19-inch front wheel and longer-travel suspension, the Suzuki is the only bike here with any off-road DNA. Its tire sizes—same as the previous BMW GS—give you access to a much wider range of dirt-capable tires. And the V-Strom is easily the most flexible when it comes to variable riding surfaces, coping with small and large bumps alike thanks to more finely tuned (and fully adjustable) suspension that’s a step above the Kawasaki’s and the Yamaha’s setups. Besides adding spring preload to the shock via the hydraulic adjuster, we didn’t feel the need to make changes.
There are things we like about the ’Strom: The traction-control settings are saved when you remove the key—so TC stays off—and you can adjust the windscreen angle on the fly. The Suzuki also has the most sophisticated suspension and the best brakes by a fair margin.
In an effort to find a part of Australia he’s never seen, Damo points the V-Strom west and heads to the NSW outback.
STORY & PHOTOS DAMIEN ASHENHURST
I live in a small town on Lake Macquarie in NSW. Twenty minutes from my house is the city of Newcastle and my backyard is the Hunter Valley.
I can see a mine from my house. My sister lives in a house owned by a mining company. The upper Hunter Valley is full of mines that a lot of my mates have worked in. You’re no doubt getting the idea that, where I live, mining is a big deal.
But it’s also the number-one culprit fingered in the downturn of local economies as the price of coal and iron ore suffers and jobs are cut. It’s no coincidence that the mining downturn came before the drop in dirtbike sales and the effect on the bike industry has been deep.
I wanted to get an idea just how things are across other towns and decided the best way to do that was to pack our project Suzuki V-Strom 1000 and head to other mining areas and see what’s going on.
And with more than 2500km piled on the Suzuki in five days I was going to give it the bath it deserves. The bike was flawless and I’m keen to find some more adventure on it. A coastal run is calling.
The Suzuki V-Strom 1000 ABS scores with the most balanced overall package
We are very pleased that our Suzuki V-Strom 1000 ABS from the comparison test of bikerszene.de against Kawasaki Versys 1000 and the KTM 1050 Adventure as test winner emerges!
Bikerszene.de to the engine and transmission of the V-Strom 1000 ABS: ” The V2 runs pleasantly soft and is as gentle on the throttle. For this purpose he takes off 2,000 revolutions clean gas and pulls well “. […] ” The transmission can be easily operated and is reliable. The V2 sound is quite restrained, but has a nice deep tone “.
When it comes to driving performance which could Suzuki V-Strom 1000 convinced: ” On the way excited the V-Strom 1000 in the first meters. Everything just works, you feel immediately at home without acclimatization “. Likewise, “[…] like the Suzuki with good precision and very stable handling. Here it shines again with a great balance . ” And when cornering “(allow) the precise steering behavior […] a very beautiful line and even with rapid change skew the Suzuki remains stable and easy to control . ”
In Conclusion biker scene concludes: ” The Suzuki V-Strom 1000 is for us the most balanced participant compared. The V2 has […] more than enough power […]. The comfort is very good, the chassis excels with good precision . ”
To see the full comparison test You can HERE read.
It is not easy to classify the test takers in a category. The V-Strom 1000 placed itself quite consciously between the usual 800’s and 1200’s class. It is similar to the 1050 adventure. The Versys 1000 is the series of four cylinders.
Why do we need to categorize each. The fact is that 1000 cubic and the 100 hp range all for fun. Especially since this class of motorcycle is constantly growing in popularity.
Last year came the Suzuki V-Strom 1000 . They did not want to compete only with the top dog GS, but deliberately placed between the categories. The confident statement: a 1000 V2 with 100 hp and good torque is sufficient. But that is V-Strom lighter and tends of the ride ability rather towards 800cc class.
Conclusion-
The Suzuki V-Strom 1000 is the most balanced participant compared to us. The V2 has got more than enough power, but could be more courageous. The comfort is very good, the chassis excels with good precision. The long-legged KTM 1050 Adventure is the Suzuki on the heels. The engine is exactly what is missing the V-Strom: acrimony. These playful handling and joyful swallow suspension. Unfortunately, it falls short in the steering precision, so the Suzuki has the nose forward. The Kawasaki Versys 1000 trumps with the brawny, but rough at high engine speeds.The moves in the low engine speed like a bull and shows the competition how switching lazy driving works. However, the original equipment brings some unrest into suspension, which should reconsider Kawasaki.
The hand fresh Vitara is willing to shuffle every corner of the map until you find the desired point. And the promising V-Strom 1000, bolting straight and bends and grafted with a sense for adventure a non stop road trip. And that’s how North Evia, is the next neighborhood …
In the heart of summer, usually the mind wanders around large or small breaks, refreshing holiday destinations and destinations that make you forget yourself. Places or ways’s gone from office and good with this job is that daily take on meaning when you grab a camera, a car and a motorcycle in order to capture moments. Both the Vitara and the grand V-Strom both children of Suzuki , are first-rate for fefgio temptress, who indeed is not limited within the county.
A movement daily in boring urban area, or looking for the long journey to charming places of the map, the big V-Strom will become your most loyal friend. If you did not share this with cycles, there is the Vitara …
A Pair of Stroms
A Pair of Stroms 