Monster Energy Company and Team Suzuki Ecstar MotoGP are very proud and happy to announce that the two companies will join forces from 2021 after signing a multi-year agreement which will see the manufacturer from Hamamatsu enjoy extra power in its thrilling MotoGP World Championship adventure.
A product of a long-term mutual interest in working together, both companies are excited to share the news in what could be considered the icing on the cake for Team Suzuki Ecstar after clinching the World title with the Spanish rider Joan Mir in the same year in which the brand celebrates its 100th Anniversary and 60 years in racing.
Davide Brivio – Team Suzuki Ecstar Manager
“We are very happy to announce this agreement with Monster Energy. It’s a company which has been very active in MotoGP and other motorsport disciplines. We started negotiating before the beginning of the year and we are very proud to have Monster Energy branding on our bike for the years to come. Monster was already a partner of our two riders so we look forward to working with them much more closely, and we’ll try to give our best contribution to their marketing activities. I believe both brands will benefit a lot from this partnership. We share with Monster the love for the sport and a determined spirit, and we will try to share some great moments in the future together. We have always had a good relationship with Monster Energy’s management and all the staff we’ve met so far, and we are very happy to start working together and very excited to see what we can bring together in this sport.”
Monster Energy Company, which is currently sponsoring Team Suzuki Ecstar riders, Joan Mir and Alex Rins, will be fueling the entire team with an impactful presence on the 2021 GSX-RR bike, and they will boost the team as they aim to repeat the great success achieved this season.
Shinichi Sahara – SMC Project Leader
“It is a great pleasure to welcome a brilliant sponsor like Monster Energy. They have a lot of experience with motorsport sponsorship and they are always supporting great teams and young riders. We are proud to get this support for our project from 2021 onwards, especially after an astonishing season like this one. It has been very important for our brand after achieving the title on the 100th anniversary for Suzuki, and I’m sure we can start a nice relationship together with Monster. We are positive that this agreement can bring great results to us also in the future – we are very happy to feel their energy with us!”
The global energy drink brand has been heavily involved in motorsports all around the world for many years and is very well known in the field thanks to its racing activity and the successes it has celebrated across multiple disciplines. Monster Energy’s sponsorships extend beyond MotoGP across motorsports including F1, NASCAR, Supercross and Rally, as well as into action sports, major music artists and a variety of Esports teams and events.
Rodney Sacks – Chairman and CEO of Monster Energy Company
“We are very proud to announce the partnership between Monster Energy and Team Suzuki Ecstar, commencing from the 2021 season, as we further expand and solidify our continued commitment and support for MotoGP and motor racing around the world. Having spent the last two years supporting both Alex and Joan as they raced for the team with great success, it is a very natural progression to come on board as an official partner. 2020 has been an exceptional year for everyone connected with the team and we’re looking forward to continuing the astonishing journey that Suzuki and their riders have already taken fans on in MotoGP. The 2021 MotoGP season can’t come soon enough for any of us.”
What does this mean for Yamaha? Monster took over the naming rights for the primary Yamaha MotoGP Team from season 2019 when a similar multi-year agreement was announced, however no end date was publicly announced, so I guess we will see…
After a long wait of 20 years since the last title with Kenny Roberts Jr. in 2000, Joan Mir has brought the MotoGP World Championship title back to Suzuki in emphatic fashion.
The young Spaniard, in only his second season in the top class, put together an incredible campaign with Team Suzuki Ecstar in what has been an extraordinary and highly-demanding 2020 season. He takes the much coveted crown one round ahead of the closing race, due to the 29 point advantage that he has over his closest competitors after the GP of Valencia.
Joan Mir
This Grand Prix weekend at Ricardo Tormo circuit sees Team Suzuki Ecstar reap the rewards of a superb 2020 season, in which the results obtained by Mir and Alex Rins has put Suzuki on the path to the ‘Triple Crown’: The Riders’ Championship, Teams’ Championship, and Constructors’ Championship.
The 2020 World Championship has seen Suzuki come full circle, celebrating success in what has been an important year in the company’s history:
It is the 100th Anniversary of Suzuki Motor Company.
It is 60 years since Suzuki began racing.
It is 20 years since the last World Championship title in the premier class.
The 2020 Riders’ World Championship is the 16th title for Suzuki and the second for Joan Mir, after his crown in the Moto3 class in 2017. Mir is the 10th rider in history to win a title with Suzuki considering all categories, and the seventh in the 500cc/MotoGP class.
Joan Mir
It is also a historical and momentous day for Team Suzuki Ecstar, as it becomes the first Team in Suzuki history to win the Teams’ World Championship.
Mr. Toshihiro Suzuki – President of Suzuki Motor Corporation:
“I would like to congratulate and express my gratitude to Team Suzuki Ecstar and Joan Mir for winning the MotoGP World Championship in such an unprecedented and tough season due to the COVID-19 situation in 2020. Also to Alex Rins, who has put together an extraordinary championship, being still in the fight for second place. This is Suzuki’s 100th anniversary and in this memorable year, we won the MotoGP championship, which is the world’s highest series of motorcycle racing. And motorcycle business to us is one of the key sectors our seniors started and have built up over many years. I would like to thank all the customers, fans and dealers who always encouraged and supported Suzuki, and all the suppliers and sponsors who supported us. Our team staff members, riders, and furthermore all the staff who backed this activity by Miyakoda and Ryuyo, Japan. Since returning to the MotoGP, I am very proud of the team that has overcome various hardships, made steady progress year by year, and finally became the champion.”
Joan Mir | 2020 MotoGP World Champion
Suzuki’s World Champions
Suzuki has its historical roots in another industry, far removed from motorcycles and racing. Founder Michio Suzuki was an innovator who built a weaving factory called Suzuki Loom Works in the small coastal town of Hamamatsu, in Japan’s Shizuoka Prefecture, in 1909. The production focused on cotton fabrics.
However World War II and the post war period left Suzuki in crisis and forced large-scale restructuring. In 1952, as a result of this climate of uncertainty, Suzuki decided to manufacture their first motorised bicycle. By 1960 Suzuki made its racing debut at the Tourist Trophy in the Isle of Man, as the first ever race in which the manufacturer participated. All three Suzuki entrants finished the race.
Ernst Degner – 1962
Degner designed Suzuki’s new 50cc and 125cc racing machines in 1961, and remarkably the following year, in 1962, he became Suzuki’s first World Champion taking the crown in the 50 cc class.
Ernst Degner
In the final round of the racing calendar, New Zealander and former rugby player, Hugh Anderson also gave Suzuki their first win in the 125cc class. It happened at the Autódromo Oscar Alfredo Gálvez in Buenos Aires, Argentina.
Hugh Anderson – 1963, 1964, 1965
After winning a host of titles in his native New Zealand, and three British titles, Hugh went on to claim four World Championships with Suzuki. He won the 125cc World Championship in 1963 and 1965 and the 50cc in 1963 and 1964.
1963 marked Suzuki’s second full year in the World Championship, while a development engineer in Hamamatsu, Mitsuo Itoh, took an extraordinary victory at the Isle of Man TT. This memorable feat went down in history, as Itoh was the first, and only, Japanese rider to have conquered the dangerous roads of the island.
Hans-Georg Anscheidt – 1966, 1967,1968
After the success of Anderson, in 1966 it was Hans-Georg Anscheidt’s turn to explode onto the scene. The German rode the fabulous RK66, a two-cylinder prototype capable of reaching 170 km/h. He confirmed his dominance in the 50cc category for three years, from 1966 to 1968.
Dieter Braun – 1970
The 1970 World GP 125cc Championship was won by Dieter Braun on a bike on loan from Suzuki.
The following year August 12th 1971, Australian Jack Findlay took Suzuki’s first victory in the 500cc class in Belfast.
Barry Sheene – 1976, 1977
British legend Barry Sheene took the Championship for Suzuki in 1976 with five superb victories, and again in the 1977 season with six. He remains the last British rider to become World Champion in the reigning class. Sheene was the first rider to become a celebrity outside of the race track. Considered by his fans almost like a ‘Beatle’ for his character, his lifestyle, and outlandish behaviour.
Barry Sheene
Marco Lucchinelli – 1981
In the 80’s Suzuki turned to Italy to extend their dominance. Marco Lucchinelli and Franco Uncini both proved successful in a private Italian structure running Suzukis, called Team Gallina which was created in 1975.
Fighting with Kenny Roberts and Randy Mamola, Italian Lucchinelli was crowned the 1981 World Champion to take his place in MotoGP history. The charismatic Italian rider, nicknamed ‘Crazy Horse’ for his wild riding style, won the crown with an RG500.
Franco Uncini – 1982
In a year that saw the grid full of further legendary names including Freddie Spencer, Kenny Roberts and Barry Sheene, Uncini took the title on his Suzuki with five victories and seven podiums.
Kevin Schwantz – 1993
Another of the talents nurtured by Suzuki, Schwantz had one of the most spectacular riding style ever seen in the World Championship. He pitted his huge talent against his compatriot Wayne Rainey, with whom he maintained an extraordinary rivalry throughout the years. Texan Kevin Schwantz made history when he was crowned World Champion after epic battles with Wayne Rainey, in a year full of well-known names, including Mick Doohan, Luca Caladora, Alex Barros and Alex Crivillé. The Texan had extraordinary charisma and his style remains unforgettable. Not least due to his “full gas” attitude on the bike and his seemingly impossible braking at the limit of physics!
Kevin Schwantz
Kenny Roberts Jr. – 2000
Kenny Roberts Jr., son of the famous ‘King’ Kenny Roberts won the 2000 Championship after a total of four victories. That title, the sixth for Suzuki in the premier category, was very special as it put an end to a drought of seven years without a crown. Kenny won it ahead of promising youngster Valentino Rossi!
After winning the title in 2000, Kenny Roberts Jr. made history when the Roberts family became the first Father/Son World Champions.
In 2002 the Motorcycle World Championship changed its name to MotoGP, but that wasn’t the only change as new rules saw the introduction of 1000cc four-strokes. After a bedding in year where both 500cc two-stroke engines and 1000cc four-stroke engines were allowed, it became immediately clear that the latter had more potential, and all manufacturers focused their development in that direction.
Australian Chris Vermeulen would give Team Rizla Suzuki an epic victory in the rain at Le Mans, achieving the brand’s first MotoGP victory in 2007.
After a three year break from the World Championship (from 2011 to 2015), Suzuki returned to the scene with Team SUZUKI ECSTAR. Spain’s Maverick Viñales flourished, achieving another win for Suzuki, this time at Silverstone. By 2019 Alex Rins managed to win two races during the season (Austin and Silverstone) to finish the year fourth in the Championship.
Joan Mir – 2020
In an extraordinary year, with a shortened and condensed calendar, the Mallorcan’s incredible consistency and impressive focus paid off at the end of the 14 races and he took the Riders’ World Championship in style for Suzuki after a 20 year wait for the factory. This achievement was made even more special as 2020 marks the 100th anniversary since the Suzuki company was founded, and the 60th anniversary of their start in racing.
Joan Mir
Joan Mir
“World Champion? It’s really hard to find the words at the moment, but I must say thank you to so many people; to Suzuki for this opportunity, I’m so happy to give them a title! To be the person who brings them another crown after 20 years is an unbelievable feeling and a true honour. The entire team did an incredible job, and I’m just so overjoyed with this championship win. I’ve come a long way since being a child with hardly any money to go racing, and my family are to thank for this. I worked very hard to get to the top and this reward is amazing. Today’s race wasn’t easy, but I got the result I needed and I hope to have a great end in Portimao. It’s time to celebrate but we must do it responsibly.”
Joan Mir with fellow Suzuki champion Franco Uncini
Joan Mir (Team Suzuki Ecstar) is the 2020 FIM MotoGP World Champion. After six podiums and a victory in the Europe GP, the Majorcan was 37 points clear coming into take two at Valencia and nothing could shake the Suzuki rider. A seventh-place finish defended to the final corner assures him the crown, with Mir becoming the first Moto3 Champion to win the premier class title and the first to win it for Suzuki in 20 years.
Mir’s path to glory began in the Red Bull MotoGP Rookies Cup in 2013, where he took a podium as a rookie, before 2014 saw the Majorcan end the year second overall after a number of wins. In 2015 a full season in the FIM Moto3 Junior World Championship awaited, where he came fourth overall but took four wins and a further three podiums as he fought for the title to the end. Late that same year, Mir also made his debut in the Moto3 World Championship – qualifying fifteenth and then fighting for sixth as an injury replacement at Phillip Island. The Majorcan crashed out, but had already made an impression.
Joan Mir leading Moto3 in 2016 – Image by AJRN
He joined Moto3 full time for 2016 and immediately began to impress. Points first time out, a top five in his third ever Moto3 race and then a first victory in Austria – from a first pole – saw Mir end the year fifth overall and as Rookie of the Year. That made the Spaniard a firm favourite for the title the following year and he didn’t disappoint, coming out guns blazing in 2017 to take the first two victories of the season.
More wins at Le Mans and Catalunya prefaced three victories in a row in Germany, Czechia and Austria, before another in Aragon set up the Majorcan’s first shot at the crown at Motegi. It wasn’t to be as Mir failed to score for the first time all season, but at Phillip Island he bounced back in style.
Upon his return to the venue where he made his debut only two years earlier, Mir was untouchable as he took his ninth win of the year and wrapped up the crown, becoming the 2017 Moto3 World Champion.
Joan Mir took victory number nine of the year and sealed the 2017 Moto2 World Championship at Phillip Island – Image by AJRN
Mir then moved to Moto2 with the EG 0,0 Marc VDS team. As a rookie in the intermediate class, the Spaniard continued to impress as he took four podiums and ended the season in sixth, his trajectory and success having already called the attention of Suzuki. The Hamamatsu factory offered him a seat in MotoGP for the following year, and Mir accepted to join the premier class in 2019.
Joan Mir at Qatar in 2017 – Image by AJRN
First time out in Qatar, the number 36 impressed on his debut and took eighth before some tougher races followed. By Mugello he was back in the points in 12th, and at Catalunya he took sixth to begin a run of solid top eight finishes. That ended at Brno with a crash before the Majorcan also crashed at the post-race test in the Czech Republic, subsequently side-lining him from the Austrian and British Grands Prix through injury.
Upon his return at Misano, Mir started scoring again and ended the year without a further DNF, taking a best result in his rookie year of fifth in Phillip Island and setting himself up for a sophomore year at the front – right at the front, as it would turn out.
Joan Mir at the 2020 Sepang Test in February
In 2020 pre-season testing, Mir – and Suzuki – had many talking as the Hamamatsu factory put in some impressive performances, but fast forward a few months to Jerez as competition re-started and the duo had a tough first outing as Mir crashed out in the Spanish GP. Next time out the Majorcan took fifth to get some points on the board, before Brno saw another DNF dent his title hopes – but not for long.
Joan Mir signed up with Suzuki right through to MotoGP 2022 after agreeing terms back at the beginning of May
From Austria onwards, everything came together. A first MotoGP podium in second place prefaced an impressive performance in the Styrian GP where the race was Red-Flagged with Mir in the lead, that seeing him ultimately take fourth. The Majorcan bounced back with three podiums in a row in the San Marino, Emilia Romagna and Catalan GPs, gaining traction in the Championship, before another tough race in Le Mans briefly halted his momentum as Mir took 11th, lacking experience of the conditions. With key rivals Fabio Quartararo (Petronas Yamaha SRT) and Maverick Viñales (Monster Energy Yamaha MotoGP) also fighting in the fringes of the top ten though, all was far from lost.
Joan Mir at Misano
MotorLand Aragon was up next and Mir was immediately back on the podium, taking two third places. With the first he also took the Championship lead and arrived into the Gran Premio de Europa as now the clear favourite for the crown, but there was something missing.
Valencia 2020 MotoGP podium 1. Joan Mir -Team Suzuki Ecstar – Suzuki 41:37.297 2. Alex Rins -Team Suzuki Ecstar – Suzuki +0.651 3. Pol Espargaro -Red Bull KTM Factory Racing – KTM +1.203
That something was a first MotoGP win which, despite getting close, the Majorcan had not yet taken. That changed when the premier class headed out to race in Valencia for the first time in 2020 as Mir put in a sublime charge to the flag; cool, calm and collected to take a valuable 25 points and a MotoGP winner’s trophy – putting him 37 points clear heading into the penultimate race weekend of the season.
Joan Mir tried to avoid any potential carnage as the penultimate race of 2020 got underway
It was a tough Saturday in the Gran Premio Motul de la Comunitat Valenciana as he qualified 12th, but as the lights went out for his first match point, the Majorcan soon got to work to move into the top ten. Next it was the top eight, and he only needed a handful of points as his closest challengers ended up off the podium. Mir kept it pitch perfect to assure himself the crown, taking seventh place and crowning himself the 2020 MotoGP World Champion.
Joan Mir | 2020 MotoGP World Champion congratulated by his peers
Joan Mir – Stats Recap
Mir has stood on the MotoGP podium more than any other rider this season (seven times), including a win at the European GP. This is this first time that a Suzuki rider took seven (or more) premier class podiums since Kenny Roberts Jr. in 2000 (nine).
He’s the first rider to clinch the premier class world title riding a Suzuki since Kenny Roberts Jr. in 2000 (and the first ever in the MotoGP era). This is the seventh title for a Suzuki rider in the premier class.
Mir became the 10th different rider in the history of Grand Prix racing to win a Championship with Suzuki, along with: Kenny Roberts Jr. (500cc: 2000), Kevin Schwantz (500cc: 1993), Franco Uncini (500cc: 1982), Marco Lucchinelli (500cc: 1981), Barry Sheene (500cc: 1976, 1977), Dieter Braun (125cc: 1970), Hans-Georg Anscheidt (50cc: 1966, 1967, 1968), Hugh Anderson (125cc: 1963, 1965; 50cc: 1963, 1964) and Ernst Degner (50cc: 1962).
Mir became the first rider to clinch the premier class world title having previously taken the Moto3 Championship, and the first former Red Bull MotoGP Rookies Cup rider to win the premier class crown.
He is only the fourth different Spanish rider to take the premier class Championship, along with Alex Criville (1 title), Jorge Lorenzo (3) and Marc Marquez (6).
Mir is the seventh-youngest rider to clinch a premier class World Championship, aged 23 years and 75 days old on race day of the Valencia GP, between Valentino Rossi (22 years and 240 days old) and Jorge Lorenzo (23 years and 159 days old).
At the French GP, Mir took his third podium in three successive premier class races, becoming the first Suzuki rider to do so since Kenny Roberts Jr. in 2000 (from Malaysia to Spain).
At the European GP, Joan Mir took his only win of the season so far, becoming the first premier class World Champion with the lowest number of wins during the season. Prior to Mir, the premier class Champions with the smaller number of wins were Leslie Graham (1949), Umberto Masetti (1950, 1952) and Nicky Hayden (2006), all of them with two wins.
Joan Mir is the first premier class World Champion without a single pole position during the season since Wayne Rainey back in 1992.
Joan Mir
“I will probably need a shower to understand the situation! It’s something I’ve been fighting all my life, since I was ten years old I had this dream and I never stopped until I got this title. So what can I say? I can start saying thanks to a lot of people who’ve stayed with me, not only this year but also in the past, to make me who I am and achieve this result. I want to thank first my family, and then Suzuki and the opportunity they gave me in 2018, and now in 2020 two years later I’m the World Champion! I didn’t expect it honestly, I expected it further in the future! But we’ve got the title and now it’s ours, so I’m happy!”
Joan Mir | 2020 MotoGP World Champion
How did he feel before lights out?
“The important thing is that I was looking calm, and looked without pressure, but I wasn’t calm and without pressure I was just super nervous, which is not a bad thing! The truth is that this year was especially difficult because we didn’t just have pressure on track but also at home to not get the virus. It was especially difficult to manage, and thanks to all my crew who managed it in the perfect way.”
Joan Mir on the grid
When did he start to believe he could win the Championship?
“Styria was the first race where I was really competitive, fighting for the victory. Probably after Misano and Barcelona, then I thought, ‘wait, maybe I’m not only fast in Styria and I’m able to maintain this feeling with the bike!’ For me that was the moment I realised I could do it.”
Joan Mir | 2020 MotoGP World Champion with Suzuki boss Davide Brivio
And how does it feel to become the first Champion for Suzuki in 20 years, joining an incredible history?
“For me, this was the reason to sign with Suzuki. For me, to win a title with any manufacturer is unbelievable and the main target, but I was quite brave in that moment to go with Suzuki because I didn’t expect this potential with the bike in the second year, I expected it further forward. For me to win with Suzuki has something extra, not just this year, but to get a title with Suzuki means something more than normal.”
Joan Mir | 2020 MotoGP World Champion
And what if, in his Moto3 rookie year, he’d been told he’d be MotoGP World Champion just four years later?
“I would have said you were crazy! Race by race, year by year I was getting faster and getting used to the bike quickly and it made my progression so fast, and that was the key to take the MotoGP title in my second year. We probably sacrificed a year in Moto2, I would have liked to spend two years there but that wasn’t ideal so we took the correct decision to come up to MotoGP after my first year in Moto2.”
The V-Strom is a well established stalwart for Suzuki and has been a great success throughout its long life cycle. In fact the larger engined variant of the V-Strom range reached adulthood this year.
That’s right, the Strom has now been around for 18 years and to mark that milestone Suzuki have loaded the, previously quite basic DL, with a whole suite of extra technology that brings it into line with comparably priced machines in the adventure-touring segment.
With the earlier generation Stroms I actually favoured the bargain priced free-revving 650 variant, so much so I actually bought one. The bigger bike has now come of age though and is much sweeter than it has ever been.
So does ride-by-wire with the accompanying gamut of riding modes, swtichable traction control settings, lean angle sensitive ABS and Hill Hold Control add a whole lot to the riding experience?Not really.
Don’t get me wrong, it’s all high-spec’ tech powered by a Bosch IMU complete with a three-axis gyro and accelerometer that is new to the V-Strom, but in this segment of the market punters expect nothing less, most bikes in the market have had this sort of wizardry for years. Of course, these are important safety aids and a great inclusion, and it is good to see Suzuki step up to the plate in this area. It is also nice to see that the bike retains the traction control setting you had selected even after turning the ignition off. Win.
Latest 1050 V-Strom XT has a comprehensive suite of electronic smarts
The top of the range XT model we tested has what Suzuki refer to as a ‘Motion Track Brake System’ which offers two different levels of ABS intervention, road and off-road.This is part of the Suzuki electronics suite which they’ve dubbed the ‘Suzuki Intelligent Ride System’, S.I.R.S.Suzuki do love an acronym or two…
For most riders the much improved new adjustable screen and cruise control will be much more useful in the real world than rider modes and the like. The screen adjustment is manual through a range of 11 steps on the XT (three steps on base model), and is easily done at a standstill with a minimum of fuss.The cruise control is intuitive to use and smooth in operation.
Screen adjustment is manual through a range of 11 steps
Despite all the increased focus on tech which moves the V-Strom a little more upmarket, heated grips are still not standard. There is no tyre pressure monitoring, or even right-angle valves to make tyre pressures easy to check for that matter.Checking the pressures on the fancy spoked rims of the XT model we had on test was a knuckle crunching affair. I’d like to take a hammer to the knuckles of the beancounter back in Hamamatsu responsible for that decision. They are tubeless though which is an advantage.
No panniers mounts are integrated into the rear sub-frame so it is back to old school pannier racks if you want to carry hard luggage
There are no integrated pannier mounts in the rear sub-frame which means when it comes to hard luggage it is back to old style pannier racks that stick the luggage out a lot further than would be ideal. If heading off-road I would be sticking to soft luggage from a local manufacturer like Andy Strapz or the like.
I would not want to have a crash off-road with that hard luggage on. Road only set-up I reckon…
The hand-guards are simple plastic affairs and might survive one stationary tip over, if you are lucky, but they’re certainly no Barkbusters. The levers though are adjustable and finished nicely.
The levers are adjustable and finished nicely.
Despite being ‘new’, the LCD instrumentation resembles something like an early greyscale Game Boy and the menu system is not all that intuitive.
Still, it is better than before and alongside the regular speedo/odo/trip functions it boasts a gear position indicator, instantaneous fuel consumption, average fuel consumption, driving range, fuel level indicator, engine coolant temperature indicator, ambient air temperature indicator, clock, voltage meter, service reminder, SDMS mode, traction control mode, cruise control indicator, ABS mode, hill hold indicator, engine rpm indicator light, frost indicator light, turn signal indicator light, high beam indicator light, traction control indicator light, ABS indicator light, and neutral indicator light.Bit going on then…
Not the flashest screen out there but it does the job
It must be said though that while it has no fancy colours or squillion pixel resolution it works well enough. A handy USB port is also included in the instrument panel which is a win.
The Strom cockpit is a comfortable place to be
But let’s face it, the V-Strom has never been about tech. It’s always been a supremely comfortable and competent all-roads touring motorcycle, with a distinct emphasis on the more tarmac based component of the touring equation. And there nothing has changed, in fact, it has got a whole lot better.
The V-Strom 1050 XT perched above Lake Eildon
The way it steers really is quite sublime and at its heart, the V-Strom is a backroads brawler par excellence.
I had to remind myself a few times that the temperatures had not even hit double digits as the cold tarmac glistened with damp spots. The Strom was shod with chunky Pirelli STR rubber, but it still just begged me to tip in harder and lean over further. Such is the way it inspires confidence when the road turns really tight and testing.
On a proper twisty stretch of black-top it has always been a weapon and now feels sharper than ever. Shod with road rubber it would take someone working pretty hard on something sporting to stick with you.
On the Strom you just sit back, point, brake, pull the trigger out the other side, the speed just comes without any fuss.
And trust me, on tight and testing roads it generates very serious pace and really is one of the most undemanding bikes to carry a brisk pace on. It really does urge you push the front end into a turn.The geometry must be some sort of holy grail equation as nothing with a 19-inch front is meant to turn-in this well.Of course we are not talking about 200 km/h sweepers here that offer up shitloads of grip, but tortuous stretches of gnarly blacktop that can be enjoyed without endangering your licence.
KYB provide the suspenders at both ends
Rear pre-load is adjustable via a hand-wheel that takes no effort to turn. KYB provide the suspenders at both ends and the damping at both ends is taut and well controlled.
Rear pre-load is adjustable via a hand-wheel that takes no effort to turn
Lighter riders might prefer to back the pre-load and damping off at both ends if they like their bikes set-up soft. If I was doing plenty of off-road work I would also wind a bit of damping off, but with the clickers on standard I found it well tuned for some very spirited road riding.
I think many riders would be very surprised at just how taut the DL1050 package actually is.You have to remember that the frame of the Strom is an early generation sportsbike derived twin-spar alloy backbone that makes pretty much every other motorcycle in this segment look like it is made of Meccano. It’s a highly competent chassis.
Stoppers are brilliant
The brakes might not have Brembo written on them but those four-piston Tokico stoppers are still very serious bits of kit. One finger is all that is required for most uses. Add a couple more fingers and prepare to hold yourself off the bars as there is a huge amount of braking power on offer. Love ‘em.
The updated engine revs long enough to nudge 200 km/h in fourth, but is also happy turning 3500 rpm in top for 100 km/h. It shines brightest when just surfing the mid-range between turns.
It’s a ‘real’ v-twin that serves up a punchy character in a way that only a true 90-degree twin can. Sure, it still only makes a touch over 100 horsepower, but they are pretty big horses that torque a strong game right from the stable.
Will do 200 km/h in fourth, but is also happy turning 3500 rpm in top for 100 km/h
It still doesn’t like lugging higher gears, but in this regard it is much improved in comparison to the 1000 cc generation Strom which really grumbled below 4000 rpm. In this latest 1050 guise you can drop as low as 2500 rpm before it starts getting a little uncultured.
I rarely felt the need for more top end power, and if I had more I don’t think myself and the bike would necessarily be any faster on my favourite roads, I’d just be pulling more wheelies….
It actually has half a dozen more ponies than its immediate 1050 predecessors and is much more willing to push past that 8500 rpm power peak than ever before.
A nice place to spend time
With the earlier generation Stroms I actually favoured the bargain priced free-revving 650 variant, so much so I actually bought one. The bigger bike has now come of age though and is much sweeter than it has ever been.
Shifts are solid and positive but it does like the clutch to be used. I didn’t mind that, and the way the gears dropped in like a rifle bolt I really quite appreciated.
The seat is adjustable in height from 850 to 870 mm on the XT but it is not as simple to adjust as most in the market. That perch sounds high but it only ever feels tall when you are trying to sling a leg over the bike when the hard panniers are installed. While astride the bike you feel low enough to the ground.
The centre-stand is not all that easy to use and the side-stand leans the bike over further than ideal, which makes lifting the bike off its side-stand a heftier affair than it otherwise might be.
The centre-stand is not all that easy to use
The seat itself on our XT test bike was really quite beautifully finished and added a bit of panache to the bike. It is wide and expansive under butt, however it’s quite narrow between your thighs which helps your feet touch the ground more easily.It is comfortable enough for most to last the full 400-kilometre touring range that the bike is capable of.
Seat is adjustable in height from 850 to 870 mm and beautifully finished
The base model is three-grand cheaper than the full fruit XT. It misses out on the centre-stand, cruise, hill hold control and the higher-spec cornering ABS. The lack of hand-guards, engine guard and some other trinkets in comparison to the XT though do save quite a bit of weight. Suzuki’s figures say the difference is a hefty 11 kilograms.
The XT models scores a lot more protection than the standard variant
I reckon those fancy spoked rims might be responsible for a fair chunk of that weight difference. While spoked rims are generally chosen for their resistance to damage while running lower pressures off-road, they are generally heavier, and crucially, that is unsprung mass.
Let’s head to the snow!
I took the XT to the snow and despite it rolling on chunky adventure rubber, when the going turned to mush and mud the front end of the Strom become vague and ponderous. I would hazard a bet that it would actually fare better on conventional alloy rims in really slippery conditions. I took other motorcycles from the soft side of the adventure spectrum up the same track on the same day that were shod with rubber that was far less suitable, yet they felt more sure-footed in the snot than the Strom.
Not the most sure-footed of adventure bikes in challenging conditions
Thus if the more hard core end of the adventure spectrum is where you are headed then the are better choices in this segment of the market. Of course, rider skill can make up for pretty much any shortcoming, but if you are not highly skilled and do want to venture into more serious terrain, then choosing something with a 21-inch front wheel will help you out considerably when the going gets proper rough.
Soft-roading is where the Stroms strengths lie
Normal fire trails and dirt roads are absolutely no problem but despite the retro Dr Big looks the latest Strom is still primarily a road bike. And a really damn fine road bike at that.
I would happily load one up and set off around Australia tomorrow. The suspension is competent enough to handle such a venture two-up with luggage, and the standard rear luggage rack incorporates large passenger grab-rails.
A great mount for an around Australia trek, even two-up.
I could definitely see this machine endearing itself to a new owner more and more as time wore on. Keep the oil changes up to it and I’d bet that it will just about go forever without a spanner ever being put upon it, outside of tyre changes and general servicing. The Suzuki has always been a much safer option in that regard than the European opposition, and that certainly still rings true today.
It feels strong and robust in a way that’s quite rare these days
The price of admission is higher than before, $17,990 ride-away for the base model, or $20,990 ride-away for the XT we tested, but the V-Strom does exude a real sense of robustness and quality that is becoming quite rare in this day and age. For many, that is what will really make it a winner.The V-Strom has never really played the fashion game, so it will never really go out of fashion…
2021 V-Strom 650 XT models are now available in Australian Suzuki dealerships.
MY21 range can be had in new Metallic Oort Grey, Pearl Brilliant White and Candy Daring Red/Glass Sparkle Black colour schemes.
The V-Strom 650XT is an adventure bike that truly is greater than the sum of its parts, offering versatility and reliability like no other bike in its class.
The flexible well proven 645 cc DOHC V-twin pumps out 70 horsepower at 8,800 rpm and 62 Nm of torque at 6500 rpm.
A well proven and characterful mill
A Learner Approved version is also available in the Metallic Oort Grey colour scheme with its maximum output restricted to 47 horsepower to meet the Learner Approved Motorcycle Scheme (LAMS) requirements.
Dual Spark system for clean burn efficiency
Equipped with a switchable multi-mode traction control system that continuously monitors the front and rear wheel speeds, throttle position, crank position, and gear position with various sensors, and controls the engine output by managing the ignition timing and air delivery. The modes differ in terms of sensitivity. Mode one allows modest rear wheel spin for more advanced, exhilarating riding, while mode two activates traction control at the slightest loss of rear-wheel grip to give greater confidence on slippery surfaces or in the rain.
Switchable traction control
A lightweight aluminium twin spar frame offers great rigidity and balance providing steady handling and manoeuvrability whilst keeping the chassis slim enabling the rider to reach the ground easily.
An ever important feature on an adventure touring motorcycle is a comfortable seat, the V-Strom 650XT’s seat design works in unison with the front cowling and will continue living up to its reputation for being an ultra-comfortable touring machine.
A handy wheel allows quick and easy adjustment of spring preload
For controllable and dependable stopping performance the 650XT is equipped with 310 mm twin discs with twin-piston calipers up front and a 260 mm single disc with a single piston caliper on the rear backed up by ABS.
Wire-spoked aluminium-alloy rims as standard on the V-Strom 650XT absorb shock effectively at low speeds to promote friendly handling character and are shod with Bridgestone Battlax Adventure A40 tyres.
The XT model gets spoked rims as standartd
Genuine Suzuki hand guards and protective engine under cowling are fitted as standard equipment to support harsh riding conditions.
Clear and concise instrumentation
The instrument cluster incorporates a large analogue tachometer and digital readouts for the gear position and speedometer. The digital section below displays the odometer, twin-trip meter, clock, fuel level, coolant temperature, ambient temperature, battery voltage, range on remaining fuel, average and instantaneous fuel consumption, and traction control modes. The remaining fuel range continues to display after the fuel gauge shows empty, offering the rider with accurate and comforting information.
For user convenience a 12V DC outlet is positioned directly below the instruments as standard equipment.
Standard power outlet
The Suzuki Low RPM assist system reduces the chances of an unexpected engine stall by automatically raising the idle speed when releasing the clutch or when riding at very low rpms. Proving particularity helpful in frequent clutch work situations such as navigating through congested city traffic.
The Suzuki Easy Start System fires the thumping V-Twin to life at one touch of the starter button.
The MY21 V-Strom 650XT and V-Strom 650XT Learner Approved are available now for a Manufacturer’s suggested retail price of $13,490 Ride Away.
2021 Suzuki V-Strom 650XT
Coinciding with the MY21 release is the addition of two new Genuine Accessory luggage kits.
The ‘Voyager Pack’ comprises a full set of Genuine Suzuki aluminium luggage; consisting of an extremely tough 38L top box, constructed from 1.5mm aluminium, further strengthened by featuring lid and side wall ribbed contours. The lid also features four large tie-down points integrated into the design.
The top case is accompanied by a set of tough 37L quick-release, waterproof aluminium side cases. As a matching system, many features are shared across all three pieces including construction material, stainless steel latches, glass-fibre reinforced plastic corner covers for additional protection and integrated tie-down points. The side case lids are also completely removable via a quick release fastener system for superior access and easy cleaning.
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable by key, lock sets and all required mounting bracketry are included in the kit.
Available now in both powder-coated black and anodised silver finishes for $2,599 plus fitting.
2021 Suzuki V-Strom 650XT
Interested customers are encouraged to build their own dream V-Strom 650XT by visiting suzukimotorcycles.com.au and experiencing the ‘Build Your Bike’ feature.
Sunday September 27th 2020 was a record-breaking day for Team Suzuki Ecstar in the motorcycle racing premier class as Joan Mir and Alex Rins powered their way through to a double podium at the Circuit of Barcelona-Catalunya.
The thrilling 24-lap race saw stellar performances from the home riders, Mir and Rins, as the pair precisely picked their way through the field, taking advantage of their confidence and feel with the GSX-RR until the chequered flag.
Mir took second place, with Rins following closely in third. The last time two ‘boys in blue’ stood on the rostrum together was back in 2007 with Rizla Suzuki’s John Hopkins and Chris Vermeulen, when they did the double at the Misano World Circuit.
2007 Misano MotoGP Podium – Casey Stoner P1, Chris Vermeulen P2, John Hopkins P3
As well as matching this achievement, there were yet more records to be broken in Catalunya on Sunday: Mir’s excellent run of form in MotoGP’s triple-header rounds, where he snatched podium positions from his rivals three weeks running, meant he became the first Suzuki rider to score a hat-trick of podiums in the premier class for 20 years. The last rider to do so was Kenny Roberts Jr in 2000, the year he went on to become World Champion for Suzuki.
But the achievements did not stop there and Team Suzuki Ecstar’s talented squad added another accomplishment to the illustrious Suzuki success record, reaching 300 podiums in the premier class!
This comes at a particularly momentous time as the brand celebrates its 100th Anniversary in 2020.
Barry Sheene
Kiwi Keith Turner was the first Suzuki rider to stand on the rostrum in the 500cc class back in 1971 at the Austrian Grand Prix. Since then, an amazing 54 different riders have put the Suzuki name on the podium in the premier class, with some perhaps unexpected names inhabiting the prestigious list, such as Graziano Rossi.
The rider with the most appearances on the box for Suzuki is Kevin Schwantz with a whopping 51, followed by Barry Sheene with 31, and Randy Mamola with 21.
Kevin Schwantz scored 51 podiums with Suzuki
With so many reasons to celebrate, Team Suzuki Ecstar were in high spirits after the close of the Catalan Grand Prix, in the mood to reflect on their distinguished past while very much rejoicing in their current success with Mir and Rins.
Shinichi Sahara – Project Leader
“It was a great feeling to see both Joan and Alex on the podium in Barcelona, and I know this result wouldn’t be possible without the hard work from all the staff involved. Realising that we got Suzuki’s 300th podium in the premier class brings a very emotional feeling to us all, to be part of Suzuki’s history in this 100th Anniversary year is something really special. But I view this as just another step for us, we are already looking to the future and focused on achieving victories – we want to continue making history.”
Davide Brivio – Team Manager
“We are very proud to give our small contribution to Suzuki in achieving this great result. Three hundred podiums is a very important number, I’m happy that both Alex and Joan at the same time contributed to that. Now we feel an extra drive to keep representing with such a vast history behind us. I just want to say thank you very much to all our team staff, to the Suzuki engineers in the Factory, to the whole company behind us and of course to all the fans; thank you for supporting us. I promise that we will give everything and try our best to continue like this and to increase this number!”
For MY21, both the RM-Z250 and RM-Z450 feature WiFi tuning capability via the Suzuki MX-Tuner 2.0.
Standard with every new MY21 RM-Z purchased, the plug and play tuner allows customers to alter the engine mapping via the intuitive smartphone WiGET app, available on iOS and Android devices.
The WiGET app comes with several pre-installed factory-developed maps for easy tuning for different riding styles and track conditions.
In just a few minutes the power delivery can be altered for softer delivery settings for hard packed surfaces or dial-in maximum power for deep, loamy conditions and amazing drive out of the corners.
For the more experienced tuner, the possibilities are practically endless with the ability to create fully customised maps with specific settings for 36 points of ignition timing and 36 points of fuel injection delivery.
2021 Suzuki RM-Z250
Suzuki MX Tuner 2.0 Key Features
Four pre-programmed performance maps are available including Aggressive, Smooth, Richer, and Leaner for different riding conditions.
Build custom fuel or ignition maps easily on the app by adjusting individual cells or the entire grid. Approve the map and it immediately uploads to the coupler currently plugged into the RM-Z.
Easily upload pre-programmed or custom performance maps into different Suzuki couplers (supplied with RM-Zs) for quick mapping changes at the track.
Keeping maintenance records is a breeze. Select the service tab to see the hour meter reading, or add a maintenance log to record when a particular component has been serviced, such as completing an oil change.
Use the monitor section of the app to view the RM-Z engine functions in real time including RPM, throttle and gear position, which tuning coupler is installed, system voltage and more.
Riders can share their best performance settings with fellow RM-Z riders directly through the MX-Tuner 2.0 app.
2021 Suzuki RM-Z450
Suzuki RM-Zs also feature Suzuki’s Holeshot Assist Control (S-HAC) provides riders a choice of three settings which can be quickly selected via a handlebar-mounted switch. The “A” mode is programmed for hard surfaces, such as a concrete starting pad, clay or hard-packed dirt where controlling wheelspin is crucial to good starts. The “B” mode is for normal dirt conditions. Riders can also select the “Off” setting to retain standard ignition timing.
Power output is controlled via Suzuki’s sophisticated Traction Management system which works seamlessly with the rider to get the power to the ground. To maximise traction for conditions, the engine control module (ECM) automatically adjusts ignition timing and fuel injection based on throttle position, engine speed and gear position.
Suzuki RM-Zs are famous for their class-leading cornering and turning performance. The latest generation aluminium chassis design, combined with premium coil-spring front forks ensures this legacy continues, giving riders sharper handling, better feel and more control than ever before.
2021 Suzuki RM-Z250
The MY21 RM-Z range also boasts a new graphics design, black anodized Dirtstar rims, powerful 270 mm wave front rotors and Renthal aluminium Fatbar handlebars as standard equipment.
The MY21 Suzuki RM-Z range will be available from Australian dealerships in December, for a manufacturer’s suggested retail price of $10,790 ride away for the RM-Z250 and $11,690 ride away for the RM-Z450.
We recently showcased the recent announcement of the pending arrival of a 100th Anniversary limited edition GSX-R1000 but Suzuki Australia have now also confirmed that, unlike most other markets who no longer sell GSX-R600 and GSX-R750 models due to tightened emissions legislation, Australia will get the 100th Anniversary treatment across the entire GSX-R range of models, which for us means GSX-R1000, GSX-R750 and GSX-R600.
The flagship superbike sports the same retro-inspired livery as the GSX-RR MotoGP machine, with the traditional blue and slate silver colour scheme paying homage to Suzuki’s early Grand Prix machines of the 1960s.
Just 30 of the 100th Anniversary Limited Edition Suzuki GSX-R1000 will be available in Australia
The 100th Anniversary Limited Edition GSX-R1000R will be strictly limited to 30 units and will be available from January 2021 for a manufacturer’s recommended retail price of $26,990 Ride Away.
The GSX-R1000R shares more than just paint with the GP racer, and utilises the same variable valve timing system to boost both torque and peak power. It also gets a comprehensive suite of electronics, which includes 10 traction control modes, a quickshifter and auto-blipper, launch control, and lean angle-sensitive ABS.
The 100th Anniversary Limited Edition Suzuki GSX-R1000 will be available for $26,990 Ride Away
The 100th Anniversary Limited Edition GSX-R750 will be strictly limited to 50 units and will be available from January 2021 for a manufacturer’s recommended retail price of $17,490 Ride Away.
The 2021 GSX-R750 runs a 750cc in-line four-cylinder liquid-cooled powerplant, with fully adjustable 41 mm Showa BPF forks fully adjustable Showa shock, Brembo four piston calipers and a generous increase in power over the 600, with only a small weight increase.
The 100th Anniversary Limited Edition GSX-R750 will be available for $17,490 Ride Away
The 100th Anniversary Limited Edition GSX-R600 will be strictly limited to 10 units and will be available from January 2021 for a manufacturer’s recommended retail price of $16,490 Ride Away.
The traditional Suzuki supersport offering, the GSX-R600 runs a 599 cc in-line four-cylinder engine, sharing features with the larger GSX-R750 like Suzuki’s Drive Mode Selector system, dual throttle valves, an exhaust tuning valve, ram-air system and immobiliser for security.
A 100th Anniversary Limited Edition GSX-R600 will also be coming to Australia
Riders unable to complete the online order themselves should visit their nearest Suzuki motorcycle dealership, who will be able to help guide them through the online ordering process onsite at the dealership.
Suzuki Motorcycles Australia has unveiled two new limited-edition accessory pack options for its 150 hp neo-street sports motorcycle, the KATANA.
Suzuki Katana Shogun Pack
Shogun Pack
The ‘Shogun Pack’ adds the ultimate blend of style and function, increasing the toughness and practicality of an already special motorcycle, with a collection of carefully-selected Genuine Suzuki accessories.
Suzuki Katana Shogun Pack includes a carbon front fender
The Shogun Pack is priced at $1499 and includes:
KATANA Two-tone Coloured Seat
Smoked Meter Visor
Carbon Fibre Front Fender
Carbon Fibre Clutch Cover
Carbon Fibre Starter Cover
Carbon Fibre Alternator Cover
Front Axle Slider Set
Rear Axle Slider Set
Body Decal Trim Set
Suzuki Katana Shogun Pack
The ‘Shogun Pack’ optioned KATANA is available now for a manufacturer’s suggested price of $17,749 Ride Away, inclusive of accessory fitment and 12 months registration.
Samurai Pack
Suzuki Katana Samurai Pack
For those looking to unleash their inner warrior, the ‘Samurai Pack’ is sure to be a winner. The addition of subtle, yet striking red accents though the seat and decal sets transform the look of the KATANA into something truly special.
Suzuki Katana Samurai Pack Two-Tone seat
The Samurai Pack is priced at $595 and includes:
KATANA Two-tone seat
Smoked Meter Visor
Carbon Design Tank Pad
Body Decal Trim Set
Carbon Design Side Protection Decal Set
KATANA Rim Decal Set
Suzuki Katana Samurai Pack tinted screen
The ‘Samurai Pack’ optioned KATANA is available now for a manufacturer’s suggested price of $16,845 Ride Away, inclusive of accessory fitment and 12 months registration.
Suzuki Katana Samurai Pack Tank Pad
Interested customers are encouraged to build their own KATANA by visiting suzukimotorcycles.com.au and experiencing the ‘Build Your Bike’ feature.
Click & Collect orders can also be placed online using this system.
The MY20 iteration of Suzuki’s GSX-R1000 is now available from Australian dealerships.
Breathtaking acceleration is provided by the most powerful production GSX-R engine ever built. The engine utilises advanced technologies developed from Suzuki’s racing efforts such as Suzuki Racing Variable-Valve Timing, Finger-Follower Valve Train, Top Feed Injectors and Exhaust Tuning Butterfly Valves.
Suzuki Racing VVT The centrifugally operated system is built into the intake cam sprocket and an adjacent guide plate, using 12 steel balls and slanted grooves to rotate the sprocket and retard the intake valve timing at a pre-set rpm,boosting high-rpm power.
This combinations reaches its crescendo at 13,2000 rpm where it puts 202 horsepower to the back wheel. Torque peaks at 117.6 Nm at 10,800 rpm.
Latest-generation 999.8cm3 in-line four cylinder, DOHC, liquid-cooled engine
Having all that power and torque is useless if it can’t be efficaciously transferred to the tarmac, fortunately Suzuki is renowned for building some of the very best motorcycle chassis. The lightweight twin-spar aluminium perimeter frame is a quiet, yet important achiever that offers incredible feel, quick response and agility increasing rider confidence both on the road and on the racetrack.
Suzuki engineers designed a new twin-spar aluminium perimeter frame for this generation that’s 20mm narrower at the widest point between the spars and weighs 10% less than the previous model
Radial-mount Brembo monobloc calipers matched with hybrid floating/T-drive 320mm Brembo discs take care of stopping duties.
Supported by the Motion Track Brake System which utilises input from the 6-direction inertial measurement unit (IMU) to minimise rear-wheel lift during hard braking situations found on the racetrack.
The Motion Track Traction Control System also benefits from IMU input and offers 10 levels of adjustability, increasing rider confidence by allowing the selection of appropriate intervention to match the road conditions and rider ability.
Using the S-DMS switch on the left handlebar, the rider can select three different mapping and engine power delivery settings designed to match power delivery to various ambient conditions, such as riding on different racetracks, or on tight twisty roads, or in urban settings, or in traffic, or on straight and open highways.
Further control and personalisation is available to the rider via the three-mode Suzuki Drive Mode Selector (S-DMS) system, letting the rider to tailor the engine’s power delivery and response to their preferred setting.
2020 Suzuki GSX-R1000
For MY20, the bi-directional quickshift system, previously only available as a genuine accessory, is now standard fitment on the GSX-R1000. The advanced system allows the rider to smoothly upshift and downshift without the need for using the clutch or throttle.
Another new addition is adopting Bridgestone’s latest Battlax Racing Street RS11 tyres, featuring improved wear resistance and high cornering performance.
2020 Suzuki GSX-R1000
The MY20 Suzuki GSX-R1000 is now available from Australian dealerships in the Team Suzuki Ecstar MotoGP inspired Metallic Triton Blue colour scheme for a manufacturer’s recommended price of $23,990 Ride Away with 12 months registration and backed by Suzuki’s 24-month unlimited kilometre warranty. Click through to Suzukimotorcycles.com.au for more
