Guys, c'mon. A little reality check, please.
All the stuff in this thread is anecdotal. (Yes, including mine, below. But that doesn't invalidate my point.) That's fine, but no one should be passing their individual experience off to someone interested in a DL1000 as if it is universal. To wit:
...most of the clutch problems are'nt clutch problems at all its the way the motor is set up... get it wrong and you'll get chudder.
Pardon me, but if "setting up the motor" corrects the chudder problem...you didn't have
the chudder problem; you just incorrectly thought
you did. A post like this implies to a V-Strom newcomer that the clutch chudder problem is not legitimate. If that were true, then it would not have been cured for so many owners (as it was in my case) by doing nothing other than
installing a Hinkle Werks basket.
..."stressful" is a category that is pretty much unique to the DL1000.
I, on the other hand, am on my second V-Strom 1000 and have never found either one to be "stressful." I've never had any odd behavior starting from stops or almost-stops. Nor have I ever had any surging, or any of the other engine performance issues mentioned here. Both of my DL1000s ran/run as flawlessly as any road bike I've ever owned. (I'm 59, been riding bikes more than cars since I was 15, and have had something approaching 50 motorcycles.)
"Unique to the DL1000"? I'm sorry, but that's just nonsense. You essentially just said that there's never been a bad running bike, except for DL1000s. Any
bad-running bike is, of course, stressful, and I dare say the percentage of bad running DLs is probably no greater than that of any other make/model. The fact that, for example, a throttle body sync improves
engine behavior does not mean that there is something inherently wrong with the model. Doing a throttle body sync on my DL1000 didn't "fix" anything that I thought was "wrong"; it just made what I consider a great running engine run a little better. But then, I can't remember ever owning a motorcycle that wasn't improved by a little occasional tune up procedure, either.
I guess I must be lucky, my Vee has been so trouble free its a definite keeper.
[I know you're being facitous here, so forgive my borrowing this quote as if you were serious.] Or maybe you are more typical of DL1000 owners than you think, and you've just been led to believe that you are "lucky" because, well, people generally don't complain in an online forum about problems they don't have. I'm not, of course, dismissing the stories of those who have
had problems. I'm just saying that an informal online forum is no real measure of actual likelihood. If problems were actually the rule, rather than the exception, well, the V-Strom probably wouldn't have the dedicated following it enjoys.
If you want refined, go with the Wee. The Wee is a better all around bike. If you want to tinker and ride something with brutal torque, go with the Vee.
Sorry, I'm not buying that the DL650 is a "better all around bike." I could just as easily say that the DL650--a lower displacement engine dropped into essentially the same chassis--is a grossly overbuilt
bike. The only "tinkering" I've had to do on a DL1000 is the clutch basket replacement on the 2003. (My 2007 had not had the problem before I got it; nor did it acquire the problem before I replaced the basket. Already being in posession of a Hinkle Werks basket from my wrecked 2003, I installed it anyway, because of my confidence in it. Over 10,000 miles later, I still don't have a recurrance of the problem.)
And about that: Lest you think I'm a Suzuki appologist, I also am among those riders who simply would not tolerate
a bad case of clutch chudder. Therefore, I would have rid myself of my 2003 had I not found the Hinkle Werks fix, and I certainly would not have bought
my second DL1000 had I not been confident that the problem is no longer an issue to me, should it occur. But by the same token I also would not tolerate (for just the first historic example that pops into mind) the ridiculously raucous starter of the old Yamaha Virago. (Remember that?) Neither condition will leave you stranded, but I still wouldn't tolerate either of them. I also didn't know about the KLR doohickey problem until after I bought my first one. But it, too, became a non-issue upon discovery of the widespread availability of an easy aftermarket fix. (I had two KLRs, too. The 2013 in mustard yellow looks mighty good to me, and if I hadn't further "purified" my idea of what a 650 dualsport ought to be, the doohickey issue wouldn't make me hesitate to buy another, 'cause I know what to do about it.)
But moreover, if I wanted a 650 so-called "adventure bike," it would definitely not
be a DL650. Frankly, I don't want a 650 V-twin anything
, least of all one for making off-road pretensions. Too small for the long-haul; too cumbersome for the trail. There are plenty of far more trail-worthy street-legal 650s out there. But I've not noticed a similar proliferation of lightweight 1000cc single-cylinder dualsports, have you? I bought the first DL1000 specifically because I wanted something larger
than a 650 for the road. I'm just not interested in riding a 650--no matter how many cylinders it has--on a long trip. Again, that's "just me"...but no doubt alot of other DL1000 owners, too. I have no qualms about your preference
being different. But it's silly to proclaim that the DL650 is an overall "better" bike when their engineering and design is so very similar; and it's not even close if your criteria rule out a 650 to begin with.
Truth is, I've become convinced anew that there is no
one do-it-all dualsport that really satisfies me
for both off-road enjoyment and long distance riding involving a considerable amount of highway. I don't care how "exotic European" they get, A 500-plus pound bike is a ridiculous thing for someone like me (and I dare say the vast majority of us) to really enjoy riding even mildly off-road. I'm not saying you can't do it
; you can beat to death a Harley or a Honda CB750 four off-road if you insist; it's just not my idea of fun. That's why, after two KLRs and two DL1000s, I have found that the answer for me
is a DL1000 and a DR650. Your
desires and contentment and motorcycling philosophy, of course, may vary. As I said, it's all anecdotal.
So after reading all of this stuff...I wonder if the OP is running away from OR towards the the big V ?
Man, me too! Moreover, I wonder how many potential DL1000 owners have been disuaded by this kind of runaway broad-brush generalization
based on nothing but individual anecdotal testimonies.
So here's mine. Take it for what it's worth:
My local dealer (whom, by the way, I consider to be among the best--the "all dealers are dirtbags" myth being yet another inappropriate blanket generalization based on nothing but anecdotal horror stories) offered to me a ride on a bike I'd been admiring for years: the KTM 990 Adventure. I really
like that bike. I'd love to have one. I was tempted (again) to buy one.
But my 20 mile ride, wonderful as it was, was enough to delight me in some ways, but surprise me in three others.
First, I found out the stock fuel capacity of that--don't get me wrong; utterly marvelous
bike--is a half gallon less
than that of the DL1000. You wanna talk about deal breakers, that's one of mine. Yeah, you can address it with the aftermarket for...egads!...$1600!
So yeah, go on about things that ought to be addressed by the manufacturer from the get-go and I'll join right in with you, even in the context of clutch chudder and noisy starters. But especially
in the context of another 1000cc so-called "adventure bike" with anemic fuel capacity, yet which--adding injury to insult--costs HALF AGAIN what a DL1000 costs new.
Second, while I would never betray my dealer's generosity by abusing the bike (trust and decent behavior is a two-way street), I did have opportunity to see how its engine responded and performed. I noted two big differences: It reved quicker. Lots quicker. But in seeming contradiction to that, it had a distinctly flat lull when rolling the throttle on from 50-60 mph--a place where I've grown accustomed to my DL's satin smooth, strong pull. Is this customary of KTM 990s? I would certainly not
presume to make such a generalization based on my one purely anecdotal experience. But it does prove one thing, doesn't it?: DL1000s are not the only bikes that sometimes may
not be running 100% when purchased new.
Third, despite finding the Katoom's comparitively serious-business suspension and almost twitchy throttle response exhilarating, it was also definitely more "stressful" (and tiring) to ride 20 miles than is my DL1000 is for 50. That's something else to consider on any trip long enough to call an "adventure."
Bottom line is, I now find myself daydreaming about a different next-perfect-for-me-bike: The 2014 DL1000. Unless, of course, they stupidly reduce the fuel capacity. Again, for me that
would be a deal breaker. Unless, of course, the aftermarket responded with a reasonably-priced instant fix--like a properly-fitting 8 gallon plastic tank for no more than about $300. So even if I had to do that, I'd be planning on another DL1000 because--until something really comparable comes along--I'm convinced its the best value out there in the category. I can't remember any other street/road bike that was on my wish-list three times in a row.