Скачать с ютуб 2020 Suzuki V-Strom 1050XT Review | First Ride в хорошем качестве

2020 Suzuki V-Strom 1050XT Review | First Ride

Consider the ADV motorcycle of 2002. The Ducati Multistrada had an air-cooled engine that produced a claimed 84 hp. The BMW GS was in its oil-head period with the R1150. KTM was still a year away from introducing its first production V-twin adventure bike. And the Suzuki V-Strom 1000 was released as a long-travel sport-tourer with a TL1000S-derived V-twin engine and styling about as exuberant as a first-gen Honda Fit. -- The adventure-touring motorcycle world has changed a lot in 18 years. Think of the features the Ducati, KTM, and BMW have between them: electronic semi-active suspension, variable valve-timing, TFT displays with Bluetooth connectivity, auto-blip quickshifters. The 2020 V-Strom 1050 doesn’t employ any of the aforementioned marvels of modern motorcycling. Now only in its third generation, the V-Strom soldiered on unchanged from 2002–2012 before getting a major redesign for 2014, which is the basis for the latest iteration. Save for its retro-futuristic bodywork, you’d be forgiven for thinking the V-Strom is basically the same bike as the 2019 V-Strom 1000. Not so fast. Suzuki boosted engine performance with revised cam profiles (intake and exhaust), new pistons, and larger electronic throttle bodies to add a few extra ponies and in order to comply with Euro 5 regulations. The XT trim levels have an all-new ride-by-wire system; ECU; and Bosch three-axis, six-direction IMU that manages a suite of must-have rider aids. Considering the hardware is largely unchanged, the fact that the V-Strom continues to be a fantastically enjoyable, easy-to-ride motorcycle solidifies its niche in the market. It also doesn’t hurt that it’s way more affordable than much of the competition. While riding from the shores of the Mediterranean into the mountains of southern Spain, it’s immediately evident why the V-Strom has amassed a cult following of riders. The new ride-by-wire system and ECU provide smooth fueling from off idle, addressing complaints about the previous model’s abrupt on/off throttle response. Riders can tailor it to their tastes with three drive modes. My colleagues and I almost universally preferred drive mode B. Drive mode A is a little too snappy, and mode C is a bit soft (think of it as a pseudo rain mode). Suzuki claims the V-Strom produces 106 hp and 74 pound-feet of torque, enough to make the ’Strom feel lively and willing. On the pipe, there’s a faintly GSX-R-ish induction howl, which helps compensate for the subdued exhaust note. Unlike some twins, its torque delivery doesn’t make it feel like you could plow a furrow with the back tire, but it revs quickly and has a nice top-end lunge. It’s a motor you can use every bit of. Here’s hoping that Suzuki continues the development of its twin-cylinder platform. One of the great attributes of ADV bikes is their relatively tall centers of gravity, which makes it easy to flick them from side to side. True to the breed, the V-Strom is athletic and nimble, its somewhat corpulent 545 curb weight disguised by easy manners and neutral handling. Coupled with its narrow-ish seat, upright ergos, and wide aluminum handlebar, the V-Strom immediately reinforces why these gangly-looking ADV bikes are so lovable. The Spanish teenagers on their GSX-Rs and CBRs may have looked the MotoGP part—what with their one-piece leathers and Euro-femme haircuts—but there’s no way they weren’t just the least bit flustered craning their necks and squinting around blind corners. The only cyclist that appeared to be having a more relaxed go of it on these twisty roads was the requisite Spanish farmer on a scooter. But he and his kind were going very, very slowly, making do with poor jetting and low horsepower, and feeling the lingering lethargy of one too many breakfast Riojas, it’s easy to imagine. Since I’m learning proficient braking can be just as stimulating as twisting the throttle wide open, I used the Tokico (front), Nissin (rear) setup with much gusto (not to be confused with “mucho gusto,” which is Spanish for “more Rioja, por favor”). For my taste, the front brake has too strong of an initial bite, which causes abrupt weight transfer over the front end. Additionally, increased pressure on the lever doesn’t increase braking power to the same degree, making the brakes seem a little weak after initial pressure. It never caught me out, but after 100 miles, braking never became subconsciously natural. Find out more: https://www.motorcyclistonline.com/st... Video: Suzuki Motor Edit: Bert Beltran Photography: Suzuki Motors of America Subscribe: http://www.youtube.com/c/Motorcyclist... Motorcyclist Shirts: https://teespring.com/stores/motorcyc... Shop Products We Use: https://www.amazon.com/shop/motorcycl... See more from us: http://www.motorcyclistonline.com/