|Dołączył: 28 Wrz 2012|
|Przeczytał: 4 tematy|
Pomógł: 3 razy
|Wraca mi znowu pomysł nabycia dużego, nowego DL, stąd odświeżam temat z prośbą o opinie kolegów. Przeczytałem chyba wszystkie testy i dyskusje na forum, odbyłem jazdy testowe ale nadal mam niedosyt informacji.
Znalazłem taki długodystansowy test DL-a.
Test jest mocno krytyczny ale ma tę ogromną zaletę, że wskazuje sposoby rozwiązania problemów zauważonych przez testującego.
Second, the light switch on/off throttle response of the stock V-Strom was so bad that it made the bike nearly unrideable. I came this close to selling it after only a few hundred miles because it was so bad. To confirm, I had a couple of very experienced local riders try the bike and they completely agreed.
Third, Suzuki tuned the old V-twin engine to make all of its torque between 0 and 4,000 RPM. Why? It's nuts. Combine that with the on/off throttle and you have a real handful.
The solution to that was the G2 Throttle Tamer (review). Could it also tame the light switch throttle on the V-Strom, a bike with nearly twice the capacity, horsepower and torque?
The short answer is "Yes"!
The Result: A "Normal" Bike
The results are amazing -- it makes all the difference in the world on this bike, more so than the Multistrada. The throttle is definitely tamed and riding in 2nd, 3rd and 4th gears (where you spend the most time in the city, suburbs and rural areas) now feels just like a "normal' bike. I can twist the throttle and get a reasonable response from the engine, without feeling like I just hit the warp drive button.
This fix is so dramatic and so simple, it makes you wonder why Suzuki doesn't change the cam profile on their throttle tube. If the V-Strom throttle was like this from the beginning, I would have never noticed a thing.
Fix the Suspension Too...
The stock Suzuki suspension setting recommendations for dealer setup make the bike crazy hard. Don't let your dealer use the Suzuki setup;
instead, soften the rear shock from the dealer setup by two full turns, then soften the compression and damping by 2 clicks and finally, let the preload out to the 5th bar (8.5 mm showing).
This removes the hard-as-a-rock Ducati superbike-like suspension setting and helps soften the overall response to make the bike more realistic for the real world. Combined with the sweet throttle response from the G2 Throttle Tamer, you'll have a very streetable bike that's also better off-road (although there's still no way anyone will convince me that the V-Strom should be taken on anything more than a hard-packed gravel road).
Tzry problemy plus trzy rozwiązania
3. THE FIX: Cheap Tweaks Make a Huge Difference
In addition to the G2 Throttle Tamer, I made three more changes that have finally got the V-Strom modded to my liking. The fixes are relatively simple, which tells me there's a lot of potential in this bike that Suzuki could easily exploit for the next model year, were they so inclined.
1. Bar Backs/Bar Risers: I installed an SW-Motech bar back bar riser kit (review) on the V-Strom and it makes a big difference, bringing the bars closer to the rider over that long fuel tank and improving control and feel.
2. Raising the Fork Tubes: An old zero-cost tuner's trick, raise the fork tubes on the V-Strom by 10 mm and you'll change the geometry, making for a faster-steering bike that yields another big difference. It's especially noticeable when trying to get the V-Strom to initiate a sharp turn from stopped.
3. Tires: I also replaced the slow-steering Bridgestone Battle Wing OE tires with the Metzeler Tourance Next (review) pair for another huge difference in steering feel and response. The Metzelers give the bike an almost sportbike-like feel, with much faster side-to-side transitions and pickup to center after a lean.
These three changes, along with the G2 Throttle Tamer, have totally and completely transformed the bike. I can't do anything about the John Deere engine, but believe me, these small changes cure 90% of the bike's ills. Big, huge difference that has made me a much happier camper.
Moje pierwsze pytanie jest takie, czy ktoś próbował tych rozwiązań (albo wie coś więcej na te tematy) i czy rzeczywiście dały one tak dobre rezultaty?
Pytanie drugie: O ile większość rozwiązań chyba zrozumiałem, to kompletnie nie rozumiem tego triku "raise the fork tubes on the V-Strom" (ale to pewnie dlatego że moja znajomość polskiego języka technicznego jest jeszcze słabsza niż angielskiego języka technicznego) więc jak ktoś mógłby mi wytłumaczyć prostą polszczyzną (może być uliczna) o co tu chodzi, byłbym wdzięczny.
Raising the Fork Tubes: An old zero-cost tuner's trick, raise the fork tubes on the V-Strom by 10 mm and you'll change the geometry, making for a faster-steering bike that yields another big difference. It's especially noticeable when trying to get the V-Strom to initiate a sharp turn from stopped.
(August 24, 2014): A webBikeWorld reader suggested a trick I should have remembered from a long time ago. Raising the fork tubes in the clamp by about 10 mm can help the handling problems on some bikes. I did this on the BMW K75 project bike a long time ago and it helped.
Raising the forks in the clamp decreases the rake and trail (article) slightly
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