How could any manufacturer appeal to such diverse riding ability levels, hitting a long list of important performance and package features—all within such a low price point? Well, hold onto your helmets folks, Suzuki has pulled off quite a feat. Placing huge importance on feedback from previous generation Liter-Strom owners, their engineers poured themselves into the task of updating the bike from the ground up.

Our test bikes were pre-production versions from the EU. This meant that they weren’t necessarily the same as what will be offered from U.S. dealers, but close enough for a reasonable taste test. They were also the standard DL1000, not Adventure models. But, what better way to test this essentially new machine than over the picturesque twisties of SoCal’s Highways 76 and 79.

Along with Jim “Capt’n” Kirkland, Suzuki’s Director of Motorcycle Service, there were two of us testing pre-release versions of the DL, me at 5’6”, and ADVMoto Senior Editor, Paul H. Smith, at 6’4”. After throwing a leg over the saddle with my 31-inch inseam, it was immediately apparent that the new design’s lower and narrower seat nose and tank addresses the height-challenged rider (the release version has three seat height options available).

But after rolling on the throttle, it was the bike’s responsiveness and balance that bespoke of its radically upgraded liquid-cooled, 90-degree V-twin engine, along with the not-so-subtle improvements to its feel and handling as a result of the redesigned frame and suspension. There’s nothing like the word “butter” to describe the throttle and clutch.

In addition to greasing up the throttle, there’s the new Suzuki Clutch Assist System (SCAS) that works as a slipper clutch on downshifts; it also makes the clutch lever easier to pull, lessening left hand fatigue; something I especially appreciated in stop-and-go traffic on our last leg back to the barn. And, now with two iridium spark plugs per cylinder, we see that translate into higher power, more linear throttle response, easier engine start-up, a more stable idle, and a bump in MPG.

Although the new model sees a reduction in weight, the improved balance is particularly noticeable due to a lower center of gravity. With the first lean, I knew Suzuki had nailed its stability. So to really have fun with higher speed leans, we made a beeline for some carving heaven down in the Palomar Mountain region south of Lake Elsinore on our way to the town of Julian.

But before hitting the snaking highways with our new Vs, we opened them up on straight freeway with little traffic. From low- to high-RPMs, the revamped engine proved a strong performer, stable at higher speeds, and with low end torque radically improved over the previous model.

In fact, the two big issues addressed above and beyond the old model were buffeting and torque. Previous DL1000 owners’ wishes for more torque and power from low- to mid-RPMs was Suzuki’s command. And voila! There I was testing their answer to responsiveness.

Likewise, after extensive wind tunnel testing, the V-Strom’s redesigned windscreen, in addition to being height adjustable, has three quick lean angle settings that allowed me to find the best airflow on the fly. Easy to adjust with just one hand, too, creating a very comfortable ride, even at high speeds. The handlebars have also been moved back for a more comfortable riding position.

Suzuki shaved off a total of 18 lbs. of flesh. And, close to eight pounds is from the new single pipe, as opposed to the old model’s dual cans, contributing to a lower center of gravity. Also, the larger volume catalyzer in the newly designed exhaust system helps reduce emissions, which is why it’s now able to satisfy the Euro 3 regulations. 

After tossing the heavy oil cooler, the V has slimmed down further with the redesign of the new radiator and related components for increased cooling capacity. All of this added up to more fun on the twisties, while we worked up an appetite for the best apple pie this side of the Mississippi.

Rolling into Julian, it was hard to pull ourselves away from our great new rides. But it was a nice break to savor the delicious temperature of this beautiful spring day on Julian Grille’s charming outdoor patio, while we compared riding notes over lunch. And boy, was it a good thing that the bike had lightened its load, because we made up for that in the hard-to-resist apple pie a la mode in our bellies on the return.

Fortunately, nothing that a little gun of the throttle couldn’t cure. With one of the best all-around adventure touring machines as our ride du jour, and a lip-smacking lunch at our destination, there was no better way to spend a Southern California day.

As this story went to press, the V-Strom 1000 Adventure model was making its way to the showroom floors across the U.S. Expect to see such upgrades as integrated panniers, a bigger windscreen, crash bars, and powerful wing lights. Traditionally, the adventurized V-Stroms have outsold the standard models three-to-one.

But unlike BMW, Triumph and KTM’s offerings, Suzuki is specifically focusing more on adventure touring, vs. off-road adventure riding. That said, Touratech, Twisted Throttle and Black Dog Cycle Works all have, or are working on their own versions of adventurizing upgrades. Suzuki has also loaned us the new Adventure model for a 14,000 mile test ride around North America and to help promote the Lost for a Reason charity—stay tuned for that story coming this fall to ADVMoto magazine.

MSRP: $12,699 Suzukicycles.com

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