2017 Bikesales Big-Bore Adventure Bike Comparison: Suzuki V-Strom 1000XT

Suzuki's V-Strom 1000 first appeared way back in 2002, the model changing little until it underwent a major update in 2014. Available in standard and GT formats, the latter with panniers and top box among other add-ons, now another variant has joined the fold – the V-Strom 1000XT.

Tailored to better handle off-road work, the XT comes ready to roll on wire-spoked (instead of alloy) rims, while it also scores the other updates ushered in for the 2018 model year – namely cornering ABS and a revised front fairing and screen.

Value for money
The V-Strom 1000XT enters the 2017 Bikesales Big-Bore Adventure Bike Comparo as our budget champion, its $16,490 (plus on-roads) price tag almost half of that of the dearest, Ducati's $29,990 (plus on-road) Multistrada 1200 Enduro. The XT is also $700 dearer than the standard, alloy-rimmed V-Strom 1000 (and its more touring-oriented sibling, the V-Strom 1000 GT).

It's a fairly basic machine devoid of many of the bells and whistles gracing the Euro products, but that doesn't mean it's totally simplistic. In fact, this year has seen the standard ABS system shift to a cornering ABS setup, while the three-level traction control system (high intervention/mid intervention/off) remains.

The traction control setting can be altered on the fly too; a handy thing across variable road conditions.

The screen has been reshaped to provide better protection, but it's still one of the smallest on test and buffeting was still more noticeable than on its rivals. The manual adjustment works well however, relying on an easy-to-use ratchet system.

There's a 12-volt outlet at the bottom of the dash but, like the standard model, the XT misses out on a centrestand, unlike the dearer GT. That makes it that bit more of a pain to lube its chain.

Our test bike was fitted with Pirelli Scorpion Trail tyres – tubeless jobs that had perhaps the chunkiest road-legal knobby tread of all the bikes on test.

Comfort
Strapping a bag down on the XT's rear rack is easy and hopping aboard, like on all these bikes, is best achieved by placing a left foot on the left foot peg and standing up before swinging your right leg over the seat, which has a height of 850mm.

The seat is reasonably narrow, however, so getting a foot down at a standstill isn't has hard as it might otherwise be. The seat is covered in a grippy material like you'd find on a dirt bike – though the jury is out on how that Champion Yellow No 2 will age, and we noted the seat was one of the firmer ones on test.

The ride position is upright and commanding, like with any of these bikes, but the XT does have the most compact dimensions in this company, and the least legroom. Taller riders will want some aftermarket risers to ensure they're not hunched forward when up on the pegs.

On the blacktop the V-Strom 1000XT is a strong performer. Its 1037cc V-twin churns out enough grunt to ensure plenty of thrills through the bends, not that we encountered many while droning up the Calder Highway.

Bikesales staffer Rod Chapman recently piloted a V-Strom 1000GT around Tasmania and returned with a glowing report of the bike's abilities in the twisties – click here to read his review.

Off-road performance
At 100km/h the XT's mill is spinning at 3500rpm in sixth gear, making for super-relaxed open-road travel.

Then, after hitting the dirt east of Pooncarie, the XT handled everything we threw at it, although its front end felt less planted and a little more skittish than the others. Its front end is noticeably stiffer than its rivals while the back end is a little soft – throw in the 19-inch front rim and the Suzuki just didn't inspire the same level of confidence as its Japanese sibling, the Honda Africa Twin, or the other Euros.

The fully adjustable fork is complemented by a rear shock that's adjustable for preload (via an easy-to-use wheel) and rebound.

Basic though it is, the traction control makes a good fist of things on the dirt and the mid setting in particular is handy thing, allowing a rider to hang out the rear enough to provoke a major grin, with risk of the back overtaking the front.

The wire-spoked rims are a far better proposition off-road from a potential damage perspective, but we can't image the plastic bash plate being of much value in any major hit. We'd be throwing on the accessory crash bars to up the protection factor.

The XT is the only bike here where the ABS system can't be deactivated – even the next closest in price, the Honda Africa Twin, has a button to switch off ABS on the rear wheel. While this wasn't a big issue on the straights, you can't lock the rear wheel to help steer into a turn – if that's you there are other bikes that will better serve your needs.

The V-Strom 1000XT also falls short here in terms of fuel consumption and range. It was the thirstiest bike on test, sucking down 7.03lt/100km, and with a 20-litre tank that's a working safe range of around 250km. Suzuki recommends a minimum of 95RON fuel, which is something else to think about if you plan on heading into the back of beyond.

The LCD instrumentation is easy to read and the trip computer has all the usual information, including range, average consumption and ambient temperature.

Summing up
On paper it may look like the V-Strom 1000XT falls short when compared with its rivals, but that value-packed asking price puts everything into perspective. What we have here is an affordable adventure bike that leans more towards the road end of the adventure bike spectrum, yet one that can still tackle decent dirt roads without too many problems.

If your travels aren't likely to bring the bike's more limited fuel range to the fore, it's still an excellent option for those on a tighter budget.

SPECS: SUZUKI V-STROM 1000XT
ENGINE
Type: Liquid-cooled, DOHC, eight-valve, 90-degree V-twin
Capacity: 1037cc
Bore x stroke: 100mm x 66mm
Compression ratio: 11.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 100hp (73.9kW) at 8000rpm
Claimed maximum torque: 103Nm at 4000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin-spar aluminium
Front suspension: Inverted KYB 43mm fork, fully adjustable
Rear suspension: Monoshock, adjustable for rebound and preload
Front brakes: Dual 310mm discs with radial-mount, four-piston Tokico calipers
Rear brake: Single 260mm disc with twin-piston Nissin caliper
Tyres: Pirelli Scorpion Trail – 110/80 R19 front, 150/70 R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 228kg
Seat height: 850mm
Wheelbase: 1555mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $16,490 (plus on-roads)
Colours: Champion Yellow No 2, Glass Sparkle Black or Pearl Glacier White
Warranty: Two-year/unlimited kilometres
Bike supplied by: Suzuki Australia

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