IPB

Welcome Guest ( Log In | Register )

 
Reply to this topicStart new topic
> V-Strom - The Beginning
anodise57
post Sep 15 2008, 09:57 AM
Post #1


Super Pro 1000
********

Group: Moto-V Moderator
Posts: 1,926
Joined: 17-January 06
From: Sengkang
Member No.: 20



Mr. Michio Suzuki founded 1909 in Hamamatsu a factory for weaving machines.

(IMG:http://www.zweirad-grisse.de/images-firmengeschichte/suzuki-01.jpg)

During the 2. WW the factory was totally destroyed. From 1946 Michio survived by producing many different items of daily need, from springs to seawater de-salting equipment. During a bicycle ride to his favourite angling spot he got tired of pedalling. He thought he needs to do something to help him with it. And if he feels it is usefull, then others sure would like it as well. That his how Suzuki brought 1951 a powered bicycle, using a 36 cc 1 hp engine. The little engine could also be attached to any other bike.

(IMG:http://www.zweirad-grisse.de/images-firmengeschichte/suzuki-02.jpg)

Michio's endavours into the two wheeler business went well. Soon they were so busy with motorized bicycles and small motorbikes, that all the other production segments became secondary (until people could effort cars). In Germany the business grew continuously as well. In September 1982 Suzuki Germany was founded. Mr. Bert Poensgen was employed as the sales manager for Germany (on the right):

(IMG:http://www.zweirad-grisse.de/images-firmengeschichte/suzuki-21.jpg)

With the launch of the BMW G/S the adventure tourer segment was founded, and with the launch of the Africa Twin it was cemented as a relevant market segment within several West European countries. In order to compete with the successful Honda AT, Bert Poensgen started pushing Suzuki HQ's to do something in this direction. That is how it came in 1987 to the Suzuki DR 750, or Doctor Big as we called her:

http://www.zweirad-grisse.de/images-firmen...e/suzuki-14.jpg

The concept was very good and the machine was a sensational ride. But mediocre workmanship let the sales down. The market decided for the less peppy and heavier but much more solid Honda AT.

In the beginning of the nineties the adventure tourer sales sore up even more. BMW sold the GS like hotcakes, despite their premium prices. Honda as well continuously improved and refined on the Africa Twin. It got a sister model with more street bias meanwhile, the Transalp. Suzuki should have learned from the consistency which is needed in this market segment. The Dr. Big was taken out from the market instead.

Over the course of the years BMW GS sales continued to grow even more. By end of the 90's the GS was a very powerful force in many, if not most Euro-markets. One who went on a weekend ride through the Alps could see the traditional biker greeting every second time from a GS - well almost. Honda had not developed the AT much further, but was able to snatch a respectable share with their new 1000 cc Varadero, launched in 1999. Suzuki's Gerd Poensgen again started pushing the HQ for a big adventure tourer model. And now even Honda had shown them the way by using a detuned sport V2 motor.

The R 1100 and R1150 went into the wrong direction (too heavy). Engine-wise the technology was meanwhile far behind the times, and the boxer mainly living from it's myths.

Still, Suzuki HQ saw things differently. They argued that they were burned from the DR 750 experience, and that Suzuki's competency is based in the sport segment. After several years of struggle with the persistent Poensgen, they finally agreed something with the German HQ - which meanwhile was the European HQ.

The plan said they would take orientation on R 11xx GS with sizes, ergos, etc., but do something significant sportier, in order to stay aligned with the brand image. It had to be a motorcycle with around 1000 cc and two cylinders. The goal was: be better, be lighter, and to be sportier and younger than the 1150 GS (with its senior image). At the same time the SV1000 idea was born, in order to make up for the TL1000 disaster, and to get the V2 engine produced in higher numbers. Now the Mediterranean dealers started complaining, because these markets widely prefer motorcycles smaller than 1000 cc. The Africa Twin and the Transalp are still very famous in Italy, Spain, Greece, France, etc.. That is how the decision was taken for developping two models. Indeed, the DL1000 and the DL650 development started at the same time.

The DL1000 was launched by the very late 2001 as the V-Strom, with the V being the reference to the engine, and Strom just a word that is somehow European and could be interpreted in some way as 'flow' or 'movement'. The character Suzuki choose for the bike was the word monster Enduro-Sport-Tourer. I bought one of the first V-Strom K2. Here in Singapore it was the second unit. The first unit was a yellow one, sold to the shop's person who uncrated it. The dealer was trained by Suzuki. He told me "This is serious, it will beat the GS". Indeed, over the next 12 months it won almost every comparison test in the German speaking Europe, against the competitors R 1150 GS and Honda Varadero. Until Honda launched the vastly upgraded 2. gen Vara, which was in December 2002. Many considered the Honda being better than the 1150 GS. Of course both were comfortable heavy pigs, but the Honda had power where the GS just had vibes. Of course BMW was already busy in the background. The success of the Vara was a torn in BMW's flesh. The GS development was accelerated, and the upgrade model R 12 GS launched too early. Some catastrophic failures are the result. Still its mission was accomplished, since it distracted almost complete the attention from the Varadero when it was launched.

At the same time Suzuki failed to respond to a (comparable small) clutch problem on the DL1000. Plus some other even smaller issues showed up, which the DL1000 plagued in the first 1 or 1.5 years. They bounced customers off by saying the chattering and vibrating clutch is all right, the stalling and farting engine "... is not a 4 cylinder, but it is the way a V2 runs", and the hydraulic cylinder was called a wear part for which it is normal leaking after 15 - 20,000 km. The V-Strom's reputation in Europe went down the drain - despite the DL1000 actually being a very solid construction with outstanding reliability.

By the time the DL650 K4 was launched for the first time, Suzuki had actually silently addressed most points. But the damage was done. The market reacted with great hesitation towards the first DL650, the K4. In 2004 DL1000 sales were less than half from the numbers before. Only nowadays - starting from the mid of 2007! - we can see a change in the perception of interested buyers, who slowly seem to understand the DL650 is a much bigger (and better) motorcycle than the name implies, and see it as a solid and reliable motorcycle. Which is without doubt an attribute that is very important in this market segment.

The DL1000 production had been stopped by 2007. My personal opinion is that Suzuki's heart was not with the DL1000 from the beginning. In an interview with Bert Poensgen I can read in between the lines his disappointment about the lacking stamina of his own company.

(IMG:http://images.motorradonline.de/fm/21/b_poensgen_400.jpg)


Courtesy of VSRI

Video of Strommy
Ehh...... Vincent... did u make the purchase after you saw this clip??
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
smokin
post Sep 15 2008, 10:31 AM
Post #2


Pro 500
*****

Group: Senior Members
Posts: 808
Joined: 5-January 06
Member No.: 6



where got sell???
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
cstay66
post Sep 15 2008, 02:29 PM
Post #3





Group: Members
Posts: 6
Joined: 18-October 07
Member No.: 1,804



glad to learn the storey behind suzuki and vstrom.

and yup, just the video trying to say, vstrom makes you younger each day, each ride. (IMG:style_emoticons/default/035.gif)
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
mordecai1968
post Sep 16 2008, 05:56 PM
Post #4


Starter 30
*

Group: Members
Posts: 35
Joined: 17-July 08
From: Woodlands Singapore
Member No.: 10,101



QUOTE(smokin @ Sep 15 2008, 10:31 AM) *

where got sell???



looi motors
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
anodise57
post Oct 9 2008, 05:16 PM
Post #5


Super Pro 1000
********

Group: Moto-V Moderator
Posts: 1,926
Joined: 17-January 06
From: Sengkang
Member No.: 20



Comparing the 650s

Click to read the write up back in 2004

Comparing the 650s

Click to read the write up back in 2004


Review from Motocycle daily Jan04

Follow up review in May 24

MOtorcycle Today

MCnews.com.AU
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
gabng
post Oct 9 2008, 05:49 PM
Post #6


Pro 500
*****

Group: Moto-V Moderator
Posts: 737
Joined: 9-January 06
From: Downtown
Member No.: 13



QUOTE(smokin @ Sep 15 2008, 10:31 AM) *

where got sell???

haha after reading the above story, Roger aka Smoking has been sold !! Yee har !! (IMG:style_emoticons/default/048.gif)
User is offlineProfile CardPM
Go to the top of the page
+Quote Post
anodise57
post Oct 28 2008, 03:09 PM
Post #7


Super Pro 1000
********

Group: Moto-V Moderator
Posts: 1,926
Joined: 17-January 06
From: Sengkang
Member No.: 20



(IMG:http://i20.photobucket.com/albums/b250/anodise5757/Misc/2009-Suzuki-V-Strom650-DL650a.jpg)

Seems like nothing much changed except for color and sticker only ... hmmmm
User is offlineProfile CardPM
Go to the top of the page
+Quote Post

Reply to this topicStart new topic
1 User(s) are reading this topic (1 Guests and 0 Anonymous Users)
0 Members:

 



Lo-Fi Version Time is now: 23rd February 2020 - 06:14 AM
2007 @ Moto-v.sg