V-Strom 1050 XT test: Suzuki reconfigures its maxitrail
The Suzuki maxi trail, relaunched in 2013 and revised in 2017, takes advantage of the Euro5 standard to evolve again in 2020. Engine, electronics, aesthetics and practical aspects: Site tested the novelties of the V-Strom 1050 XT. Test.
V-Strom 1050 XT test page 2: maxitrail maxi road
The engine of the "Big" V-Strom does not evolve only from a mechanical point of view: its electronics are also updated. It even innovates, since the 1050 is the first Suzuki to have an "integral" ride by wire (the GSX-R1000 incorporates a cable control that operates the electronic box).
On the new V-Strom 1050 (standard and XT), the handle conceals a potentiometer that the engine manufacturers have adjusted to perfection. Another advantage of this new model: the choice of engine modes A, B or C which do not influence the maximum power (107 hp always) but on the way to free the cavalry.
Mode A is designed for the most "agitated" bikers: the engine response in this case is immediate and strong. Site preferred mode B to him as "Well brought up": always reactive, the electronic accelerator abrupt less the mechanics. Finally, mode C is even more "Cool" with the bike, its rider and the possible passenger..
For all that, is the engine approval of the “mille-fifty” superior to that of the “mille”? No. It mostly looks different. The flexibility seems slightly less because on the last report: the V-Strom accepts to trot at 60 km / h (about 2000 rpm) but not lower.
Likewise, the selector of "our" test bike seemed a little harsh, as did those of our esteemed colleagues. However, our motorcycles were broken in since the odometers displayed nearly 700 km at the start … and a little over 1000 at the finish! A quick-shifter (under study!) Could have offset this small weak point.
The big muffler appeals more, thanks to its deep and lively sound at idle and low speed. It no longer becomes very audible when driving on expressways, but the airbox takes over when the handle is wrung out. At constant speed, we appreciate the discretion of the engine both in the intake and the exhaust.
The acceleration is convincing from 3000 rpm on the first three reports. On the next three, it is necessary to whip the V-Twin more: it is from 5000 rev / min that it is fully expressed … More than the old version? Hard to say…
It is graphics to support that Suzuki ensures that the new version of the engine is more efficient. Another proof that the V-Strom 1050 works harder than the 1000? The manufacturer has increased the capacity of the radiator (from 22.7 to 26.1 kW) and uses a new oil cooler.
A V-Twin perhaps more alive, still vibrant
What does not change however – and unfortunately! -, these are the vibrations … To stay in the wake of a first opener visibly fan of the Tourist Trophy, MNC must maintain its V-Strom 1050 between 6500 and 8500 rpm in certain climbs. La Suz ‘then goes into vibrate mode.
Although his attention is entirely focused on the road as narrow as it is poorly paved – an interesting playground, thank you Suzuki! -, Site still perceives unpleasant crackling in the buttocks and hands. The boots are better insulated thanks to the rubber on the footrests.
A few hours later, taking the same route behind a second opener, amateur of grand touring this time, MNC realizes by maintaining the engine speed in the first half of the tachometer – now digital – that the V-Strom will not numb not the majority of "V-Stromers".
According to surveys conducted by Suzuki France, V-Strom 1000 owners are currently "between 45 and 60 years old, at 80%". These good (big) fathers of families will therefore not be disturbed by the vibrations of the water mill while driving under 140 km / h "counter" … and regulator !
The "cruise-control" is indeed part of the standard equipment of the XT, more provided than before. Electronics are evolving: the new Bosch inertial unit is more precise and more functional. A third traction control mode will appear in 2020 to satisfy the most demanding pilots.
In this regard, Site has nothing to complain about the traction control … because the original fitted tires (Bridgestone Adventure A41) do their job perfectly on the dry and overall very clean roads used during this test..
There is hardly that by engaging mode 3, the most restrictive, that the very strong accelerations are finely erased on the first two reports. For information, the traction control can be modified and deactivated with a simple button on the left stalk, while driving but gas off.
Electronics that throws it, and gadgets
By pressing the mode button once, the pilot has access to the ABS setting. This time, a long press on the upper or lower button is necessary to switch from one ABS mode to another: "1" more permissive for sporty driving or "2" more secure on a wet or slippery surface (ABS cannot be disconnected , Euro5 obliges).
Site underlines in passing the good ergonomics of the controls on the handlebars: the buttons of the commodos of course, but also the adjustable levers in spacing (front brake and clutch). Just above, the mirrors are conveniently located … and carefully finished on our top-of-the-range XT version.
The presence of the new German inertial unit also allows the Japanese manufacturer to integrate a hill start aid … which does not engage when the bike is in neutral? Too bad, because the rider is not necessarily in gear when he invites his passenger to join him on the motorcycle…
Whether you are alone on the bike, in a duo, with or without suitcases, Suzuki also promises that the force on the brake lever will be the same to slow the machine: the pressure in the brake circuit (front and rear , combined therefore) is modulated by the central ABS which takes into account the load of the motorcycle, instead of the rider and imperceptibly.
On the other hand, the site has perfectly felt the intervention of the ABS during very heavy braking downhill. In this case, the control unit itself distributes the pressure between the front and rear brakes in order to prevent the rear wheel from leaving the ground. The bike twists a bit on its fork but never sweeps the road. It’s reassuring, especially for bikers lacking experience on large engines..
In 2020, the V-Strom 1050 XT is also full of standard equipment more visible than electronics and just as tangible! In front of the pilot’s nose, a new bubble appears, the height of which is adjustable "to 50 mm and 11 positions", counted for us the managers of the brand in France.
Even better than the swivel screen of the previous model, it is unfortunately not adjustable while riding, unless you play the tightrope walkers and grab the pretty aluminum handle placed on the front of the screen. MNC did it on a deserted highway stalling at 130 km / h, but be careful anyway….
The protection provided by this new appendage is very satisfactory: the bust and shoulders are completely sheltered and the helmet is vented two-thirds when the screen is in the high position and the saddle is in the low position … Because yes, the height saddle is also adjustable on the XT !
The XT improves its standard equipment
With the saddle placed at its original 850 mm, the accessibility of the bike is good for riders from 1.70 m. The little ones may consider purchasing the lower saddle (-30 mm) and the older ones can raise the original saddle by 20 mm thanks to the shims located under the passenger seat … The adjustment will be carried out correctly. once and for all, because the operation requires removing the tools.
The new saddle is particularly well designed: thin in front, wider and quite padded behind. Now in two parts, it offers the pilot good support when accelerating, against the saddle of the possible "co-pilot". MNC is happy to return to a very pleasant driving position, the legs not being too far apart by the tank.
Accompanied during this press presentation by Vincent Philippe (the Suzuki ambassador, 17 years in the box, has owned four V-Stroms: see our smart-video), MNC climbed behind the ten-time endurance world champion to test the duo.
Site appreciates the good reception of the buttocks via the second saddle which is quite wide, deep and thick. The large handles are very easy to grip and the high reservoir offers good support when braking. As for the boots, they are placed at a good distance from those of the driver.
The view is unobstructed: the passenger can seat himself or herself above the pilot’s left or right shoulder to anticipate his actions and admire the landscape. Vibrations rise along the rear loop: it is therefore good to adopt the driving of our endurance champion who stays wisely in the mid-range and maintains speed by taking the angle in the turns. A pure treat.
Back on the handlebars, MNC notes the presence of a USB socket on the dashboard, very useful for connecting a GPS or a smartphone to be attached to the large handlebars (12 V socket under the saddle). The new completely digital instrumentation is particularly complete.
There is so much information continuously displayed that it takes a little time to remember its location. Ditto for the handling of the left stalk giving access to the various settings: half a day of driving is necessary to use gloves.
Only regret about the dashboard: its austerity and the absence of colors, while the competition is equipped with real small televisions simplifying the use of the motorcycle. Finally, the site underlines that the brightness – adjustable – of the screen must be pushed to the maximum to be easily readable.
Also standard in 2020, engine guards must limit damage in the event of a fall on the road or on trails. However, future customers will not venture very far on the roads because the efficiency of the Bridgestone off-road is after all limited. MNC also notes the presence of case racks (optional on the standard version).
Another significant feature on the V-Strom 1050 in 2020: the center stand which mainly allows cleaning and greasing the chain without resorting to the D system. Like the lateral, the central stand is easy to deploy. We do not feel too much the weight of the machine, logically up 13 kg (247 kg all full).
Verdict: the same for better and more expensive
The aluminum chassis and swingarm that appeared in 2013 are retained in 2020, which is an excellent initiative from Suzuki as the "big" V-Strom is still very fun to drive. At low speeds, the thin tires make it very easy to take on very small roads.
On beautiful departmental roads, the large handlebars still allow the bike to be thrown from one turn to another without struggling. Finally on expressways, the maxi road maxitrail is perfectly stable: the 19-inch high front wheel opens the way and the 17-inch rear wheel follows without muffling.
On the braking side, the Tokico 4-piston radial calipers offer performance worthy of their sporty look: the power is there, coupled with an excellent dosage. Equally satisfactory is the efficiency of the single piston rear caliper.
Pleasant in town, the Kayaba suspensions are not quite as soft as those of competitors with even higher travel. The default fork settings used by Suzuki allow you to drive very quickly on poorly paved roads: the front wheel always stays on course.
The shock absorber shows its limits more quickly: the rider is jostled on long successions of bumps and can momentarily take off from his saddle on more pronounced imperfections. However, Site estimates that future V-Strom 1050 owners will be rare to (badly) treat their bikes in this way..
In the end, the Suzuki maxitrail still appears as a "super cost" despite its price increase of 1300 euros justified by its more extensive equipment: the V-Strom 1050 XT actually offers more than the V-Strom 1000 XT offered at 13 299 euros three years ago.
Site is however more skeptical as regards the V-Strom 1050 "quite short", whose withdrawal from the central IMU paradoxically results in a tariff increase of 200 euros, or 12,999 euros. The 37-liter aluminum top case offered to customers who (pre) order the bike before March 1, will it be enough to get the pill through? ?
Latest information and news for 2020 concerning the V-Strom 1050: the two "standard" and XT versions will be available this summer in version A2! New riders will no longer have to spend two years riding a GSX-S750 or V-Srom 650 before getting on the Suzuki maxitrail.
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