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When the V-Strom appeared, it wanted to keep it simple: a big twin, a bit of an epic between the rims, a protective template and road use within everyone’s reach, price included. When to land the third generation, she said to herself that it was necessary to strike two things. The road for her, a more adventurous profile with an XT version.
Now she is gaining ground. In many ways. She and her sister affirm it loud and clear with a 1050 coat of arms as a prelude. A purely narcissistic naming game, the engine having absolutely no displacement. But the V-Strom 1050 XT decided to become much more interesting, better equipped and more tempting than the standard version. Suzuki has created a small gap between the two, which only one can cross..
V-stroms are inconspicuous in the landscape, struggling to find a place in the word must. So Suzuki decided to strike hard, iconic sharp, by plunging the pencil of its designers into the past to guide their hand. From there was born a reinterpretation of the DR 750. The nostalgic will appreciate, the others will compose with this mixture of cubism and fixed angles. The slenderness seems forgotten, the robustness suggested, the provocation assumed. Suz took the color theme and graphics of her 90s trails, with pop-fun worthy of Andy Warhol. As much as the DL 1000 is discreet, the XT can be seen at 1 km.
But why does she want to be noticed so much? To show that it offers more. You hit the spoked rims immediately, essential when you come with a desire to trail. Then, it is the equipment that prevails. The XT protects its engine with aluminum side casings as well as a tubular steel cage, commonly known as a crashbar. Hand guards are installed on the handlebars, an appreciable detail combined with the saddle adjustable to two heights. Comfort is also conceived with the plexiglass placed in front of a tubular support, practical for anchoring a road-book, a GPS or the photo of mother-in-law. But although the new screen can be adjusted to 11 different positions, the mechanism is not accessible while driving, nor when stationary when in the saddle. Must stand in front.
She still has some under her elbow. No question of going on the sly, especially if you can see far. Since the V-Strom does not have a gimbal, the presence of a center stand is a blessing for routine maintenance. Let us rent the anchors for the suitcases, the USB connection to the dashboard and the 12V socket under the saddle.
Finally, the XT confirms its differences in terms of look with more stylish mirrors and a translucent taillight. On the weight side, it is also visible. 11 kilos more, or 247 full facts.
The 4th generation V-Stroms have increased in power. The job at the ACT level allows the 1037 cm3 to output 107.4 horsepower, a gain of 7%. It does away with Euro5, gains in cooling capacity as well as a new oil cooler. On the other hand, the maximum torque, in very slight decrease (from 101 Nm to 100 Nm), is obtained 2000 revs later. The V-Twin risks losing in roundness what it gains in watts.
Same engine, better equipment and ….. more electronic, the XT really wants to attract customers interested in its family. To please technophiles or to take advantage of what the driving aids claim, to try the bet of the over-equipped or to bet on the added value? La Suz is not looking for herself, she shows that she too loves processors.
With a new ride-by-wire accelerator and the arrival of an IMU inertial unit, the Hamamatsu firm is launching its ‘SIRS’ (Suzuki Intelligent Ride System) assistance pack. Inside, there is an angle-sensitive brake control with front / rear distribution and adaptation to the on-board load, two ABS modes, hill-start assistance, rear wheel anti-lift and brake control. speed.
Added to this are the modules shared with the standard 1050 V-Strom. These are the three engine maps, the 3-level traction control, the low-speed engine assistance ‘RPM Assist’ and the ‘Easy Start’ to initiate the start with a single impulse..
We are not yet at the level of a Multistrada, a GS or a Katoche Adventure but we are getting closer. Widely revised in trim, reinforced in engine and equipment, the big V-Strom preferred to leave the chassis alone and is quite happy with it. It is one of the rare machines in this segment to be held by a perimeter-type double aluminum frame. The inverted 43 mm fork is signed Kayaba, KYB for the intimate, and adjustable from everywhere. The single shock absorber adapts to preload and rebound. As for the brakes, they still meet the demands of the Tokico 4-piston radial-mounted calipers on 310 mm tracks. This equipment has long been a satisfaction, perfectly matching the use and character of this motorcycle. The 20 liters of the tank as well as the announced autonomy of 40 km will give plenty of time to test this dynamic..
In front of the pilot’s eyes, there is no longer a needle to check what is happening. An all-LCD dashboard has taken its place. We are a little surprised, the competition having set the turbo to equip itself with a TFT screen, smartphone connectivity or even a GoPro controller – all that’s missing is an I.A. It should not be long – Suz remains halfway between modern and state-of-the-art, in order to control costs and maintain its strike force: reasonable prices.
Even if this is less the case with this XT variant, undoubtedly more seasoned than the std. A data to put into perspective when we see the average basket in the trail-GT clan; it hits more than sports. Is the Suzuki 1050 V-Strom XT now an alternative or a threat to the stars of the category? ?
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14 599 €
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Replaces
DL 1000 V-STROM XT 2019
Model marketed in
2020
Performances
-
Max speed:
about 200 km / h -
Consumption
medium: 4.80 l
The technical aspect
2020 Suzuki 1050 V-Strom XT
- Frame
- Frame: Double aluminum beam
- Tank: 20 liters
- Seat height: 850 mm
- Length: 2265 mm
- Width: 940 mm
- Height: 1,465 mm
- Wheelbase: 1,555 mm
- Weight in running order: 247 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 160 mm
- 2 discs Ø 310 mm, 4 piston radial calipers
- Front wheel:
110/80
– 19
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 160 mm
- 1 disc Ø 260 mm, 1 piston caliper
- Rear wheel:
150/70
– 17
- Motor
- Twin cylinder
in L at 90 °
, 4 stroke - Cooling: by water
- Injection Ø 49 mm
- 2 ACT
- 4 valves per cylinder
-
1,037 cc
(100 x 66 mm) -
107
ch
at 8,500 rpm -
10.20 mkg
at 6,000 rpm - Compression: 11.5: 1
- Crit “air:
- Motorcycle accessible to A2 license or bridle at 47.5hp / 35 Kw
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW R 1250 GS 2020
Kawasaki VERSYS 1000 2020
2020 Honda CRF 1100 L Africa Twin
Ducati 950 Multistrada S 2020
2020 KTM 790 Adventure R
Triumph Tiger 900 Rally Pro 2020
Yamaha XTZE 1200 Super Tenere 2020
Gallery
>
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