Suzuki V-Strom 1050 XT motorcycle test

Menus

• Less is more
• 1.037 cc 90 ° V-Twin, 107 hp, 100 Nm, ride-by-wire accelerator, 247 kg, 14,599 euros
• Discovery
• In the saddle
• In the city
• Motorways and expressways
• Departmental
• Crossing paths
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Suzuki V Strom 1050 XT review in video
• Conclusion

Less is more

1.037 cc 90 ° V-Twin, 107 hp, 100 Nm, ride-by-wire accelerator, 247 kg, 14,599 euros

The Suzuki DR! With this model, the Dakar of the great years allowed the emergence of one of the emblematic machines of the time. In 1988, Suzuki developed its DR-Z for the African rally. In the process, the DR 750 (1988) was released, followed later by the 800 S or DR Big (1991 to 1997). “The biggest single-cylinder in the world” will make an impression. Despite nearly 200 kilos fully loaded, the DR retained the intuitive side of the trail, this ability to go almost everywhere (front wheel in 21 "). And then the Japanese icon invented the famous" duckbill ", now the symbol of Crossover-type machines. Beyond the look and on the dynamic level, the appendage improves stability and reduces turbulence. From Italian to English, motorcycle stilt-walkers would no longer be able to show themselves without this face à la Cyrano. And then the DR was replaced by the VStrom.

Because, the big trail DR finds its lineage in the V-Strom, launched in 2002. Versatile variation of the SV 1000 roadster, it took up the main elements: aluminum frame and twin of 996 cm3, 98 hp at 7,600 rpm 10 , 30 mkg at 6,400 rpm. An unprecedented anecdote, it will even be sold by Kawasaki under the name KLV 1000 (2004 to 2005). A good all-rounder, the V-Strom follows its course, rather discreet, with a facelift in 2007. The 2013 model reveals a controversial aesthetic break. If bird names might have flown about him, his facial mimicry with birds was not for nothing. The engine then goes to 1037 cm3, gaining better engine availability. According to anti-pollution standards, the Suzuki evolves until 2017 (Euro4) or a second XT model (with radiated rims) accompanies the standard version. The model is finally slightly redesigned in 2020 for a new course for the maxi-trail of Hamamatsu; rumors evoking his original legend. But no, the novelty will not be a DR 1000 but a V-Strom 1050, always flanked by an over-equipped XT version, which draws on the DNA of its heritage. And rational and efficient technology is boosting its development. A2 license holders are not forgotten, Suzuki marketing a version of 95 horsepower bridle at 47.5 hp (34 kW).

Suzuki V-Strom 1050 XT review

To judge the evolution – important? – of the 2020 V-Strom, we are testing the XT version around Marbella (Spain) in order to test the new Suzuki versatile traveler through a mixed test.

Discovery

The 1050 is inspired by the famous DR-Big

Expected and welcome, the aesthetic change is noticeable. The new V-Strom gains in visual sportiness and displays a pleasant general modernity. The affiliation with DR Big is tangible but subtle. Of course, the rectangular optic does most of the job. Borrowed from the Katana, also a revisited myth, this complex reflector light plays on technological contrast. Redesigned, wider and plunging from the top of the 20-liter tank, the historic spoiler energizes the machine. While, tapered and angular, the scoops cut the lateral lines, also mimicking the all-terrain progenitor. In fact, two of the four colors available for the XT (yellow and white-orange or red) effectively evoke the models of the time. In addition to the liveries, the high version of the V-Strom is widely equipped as standard. We list the differences with the standard at the end of this section.

The look of the V-Strom changes significantly with its square LED headlight

A new 50mm adjustable screen dominates the set. However, it is necessary to unlock its massive central aluminum fixing, contributing to the neat look of the front, to handle it then while driving. The new fork crown impresses with its apparent solidity, fixing this windshield on two solid aluminum side plates. They are linked at their top by a bar which is very useful for the GPS support or other accessories. A very emblematic element that other trails easily forget…. Large, almost cubic, the lines of the bottle are declined on the sides and the rear loop. The streamlined stern ends with a discreet LED rear light. Generous, the separate pilot and passenger seats call for travel, the companion benefiting from ergonomic and intelligently raised grab handles.

Both the rear and the front, lighting is provided by LEDs

The assembly rests on a tubular aluminum rear frame, bolted to the same metal double perimeter beam frame. Nothing new on this structure which encloses the Suzuki block. The mechanics barely evolve, largely to jump the Euro5 pitfall. But this upgrade has a significant impact on the datasheet. The sporty 1.037cc (100mm x 66.0mm) 90 ° V-Twin features four valves per cylinder and dual ignition. A main spark plug in the center of the combustion chamber and a secondary spark plug on the side. The latter is mainly used to improve combustion at low speeds and to obtain a smoother power distribution. For certification, the compression ratio increases, the diameter of the injection bodies (one per cylinder) goes from 45 to 49 mm. With new camshaft profiles, valve lift is increased to optimize cylinder filling. And the big twin is fitted with forged pistons. Enough to develop 7 more horsepower, i.e. 107 hp at 8,500 rpm and 100 Nm at 6,000 revolutions. There are the differences. The maximum power comes out 500 revs higher but above all, the engine power is perched 2,000 units further…. On paper, it’s a bit worrying. But the curves above all indicate an engine range that is more usable and better filled everywhere. Roll on the dynamic test. The more so as the clutch is assisted and with limited slip to stack the reports in piloting engaged and to have a more flexible lever. A new more efficient radiator and an optimized oil cooler take care of the mechanics. Finally, the Euro5 friendly catalyst takes on volume and weight to better treat the little zoizeaux in the air of nature..

The 1.037 cm3 twin passes Euro5 and gains 7 horsepower

Another notable point, the V-Strom 1050 abandons the traditional accelerator for a ride-by-wire electronic system. Three engine modes (Suzuki Drive Mode Selector – SDMS) play on the injection profile, from the sportiest to the most conciliatory. A more didactic name (sport, road, rain….) Would have been appreciable. But above all, the Suz ‘model XT has a new inertial unit (IMU) with three axes and 6 directions. It detects whether the motorcycle is going up, down, tilting left, right, how many degrees, how fast, etc. More efficient, this intelligence makes up the Suzuki Intelligent Ride System – S. I. R. S) which notably affects the ABS braking system. Not only does it control angle ABS, it also operates a new Hill Start Assist feature that keeps the bike in gear and accelerate. In addition, lever pressure causes a combined action on the rear (coupled braking), to aid in controlled deceleration as the front brake pressure increases. This also regulates mass transfers. This system also makes it possible to adapt the brake pressure according to the load carried by the motorcycle. Finally, ABS can also be adjusted according to two variables for more discreet and efficient off-road use. On the other hand, the anti-slip adjustable on 3 levels and deactivatable is not regulated by the IMU..

The V-Strom XT is full of technology with its ride-by-wire, its IMU central…

The aluminum swingarm entrusts its movements to a Kayaba monoshock shock absorber, adjustable in preload by an offset wheel, in compression and rebound. It slides over 160 mm. The steering gear is based on an inverted 43 mm fork of the same origin, also adjustable in any direction and deflecting 160 mm. The geometry combines agility and stability, with a caster angle of 25.3 ° but 1.555 mm of wheelbase.

The KYB rear shock absorber is adjustable in preload, compression and rebound

To stop the V-Strom, four-piston radial-mount Tokico front calipers attack 310mm tracks. The single piston rear element bites a 260mm disc. All of this is fitted with 19 and 17 inch aluminum rims. Five-spoke split as standard, but for our XT there are aluminum DiD elements with steel spokes. It is fitted with a Bridgestone Battlax Adventure A41 tubeless in 110/80 and 150/70. Values ​​adapted to good agility.

The spoked rims are fitted with Bridgestone Battlax Adventure A41 tires.

Enhancing, the new V-Strom 1050 XT sports a neat and dynamic aesthetic. Adjustment of the elements and finish are appreciable. We only regret the somewhat clumsy welds at the level of the engine mounting brackets on the frame. The hand guards are also a little low-end, not very covering and too flexible. Finally, heated handles are missing (admittedly to contain the price).

Particular attention has been paid to the finish of the V-Twin engine, with new bolts complementing the styling of the cylinder heads and the elegant bronze coating of the clutch, alternator and water pump housings. This refinement is combined with aluminum half-shoes, but not enveloping for the low engine…. strange. But fortunately doubled with solid crash bars.

The twin-cylinder engine has two half-shoes

In this regard, here is the equipment present as standard on the XT: IMU (inertial unit), crash bar, central stand, integrated mounts for the suitcases, hand guards, engine half-shoes, screen adjustable without tools (50 mm, 11 micro-metric type notches), profiled mirrors, LED indicators, adjustable saddle.

All this and Euro5 lead to an increase in weight, with 236 kg (+ 8 kg) for the standard and 247 kg for the over-equipped XT. Finally, 58 accessories are available and a top case is offered for any pre-order the V-Strom 1050 XT.

In the saddle

Welcome aboard. The 850 mm seat height combined with a reduced crotch arch provide good accessibility to the V-Strom 1050 XT. The boots on the ground, my meter eighty-four is there very well (the little ones will hardly touch the ground with the tips of their feet). The older ones will even appreciate being able to raise this value by 20 mm. But also those who, like me, like to have a little support on the handlebars for better control of the steering gear. Indeed, the bust then tilts slightly forward. Too bad, the adjustment procedure using tools, screws and spacers is not intuitive. But we won’t be going back every morning either. The seat is comfortable without being a sofa, but the overall position is very pleasant. Almost natural leg bending and straight bust, we grab the variable diameter aluminum hanger. Mounting plate, top saddles and top yoke display a most pleasant finish.

The saddle of the XT is perched at 850 mm

We appreciate the levers adjustable in spacing but less the hand guards not sufficiently qualitative and covering.

Under the eyes, an LCD screen, perhaps not yet large enough, offers adjustable contrast and innovative circular original display. No smartphone-email-sms-social-networks or camera connection. It is just as well. The digital tachometer surrounds the engaged gear indicator. At its side, the tachometer is next to odometer, two partials, instantaneous consumption, average, range, fuel and engine temperature gauge, exterior temperature, clock, maintenance, engine mode retained, ABS, traction control.

The contrast of the LCD screen is adjustable

We manage everything and in particular the level of assistance and maps to the left commodo via a multi-function rocker. In use, a multi-directional element might have been more suitable. The redundant successive display for browsing can seem tedious. But in the end, like the saddle adjustment, we will not come back to it every day. The cruise control is managed on the right. A USB socket, located to the left of the instrumentation, allows easy charging of electronic devices. A 12V DC connector is also located under the passenger seat (XT).

Navigation in the menus is done via the left stalk

In the city

The V-twin hums pleasantly, its rapid pulsations evoking a familiar chant. Euro5 leaves him an appreciable voice, making himself more manly on the gas shots. Good game.

The instant ease on the handlebars foreshadows the full pleasure that the new V-Strom will give us in dynamics. The balance of the Suz ‘is at least as good as that of a Honda! At low speed, the 247 kg already vanish, leaving the road trail to evolve without difficulty in Spanish traffic. The impression of having always piloted this machine is astonishing. This naturalness is combined with an appreciable engine flexibility, the mechanics accepting the fifth report to the urban legal. If the clutch control is the softest, the selection is less subtle. Sound, however, it locks correctly. However, our machines do not display 200 km. Devoid of vibrations, the large mirrors return a wide and clear field. The turning radius allows for fairly easy U-turns and maneuvering is straightforward. In short, the V-Strom is a good everyday companion, docile and responsive.

The 247 kg are forgotten from the first meters

But we do not choose a stilt traveler only for the city adventure. Especially when the genealogy of the model evokes the desert and the great outdoors.

Motorways and expressways

With a loud roar, the V-Strom 1050 XT points its beak towards the horizon. Migratory, the Suzuki bird is not a high speed raptor. The goodwill of his big twin cannot totally erase his weight…. nor the castrating norms. The 107 horsepower energizes the machine very well even if we would like, sometimes, a little more aggressiveness at the top of the tachometer. Not enough to fall asleep on the handlebars either, the twin cylinder quickly brings the crew to 200 km / h. The big catalyst being in the exhaust…. you will be able to find the solution if you want additional fun.

The XT reaches 200 km / h without any problem with the addition of good protection of the screen

And our frame boasts many other long-term benefits. Starting with remarkable protection. In the high position, the new bubble returns the air on the top of the helmet, the end of the shoulders and without any eddies please! And it’s rare enough to report it! Likewise, the sides perfectly shelter the legs. And all this whatever the speed. With the legal and the regulator, one spins efficiently and serenely through the great spaces. The twin is then nicely stalled at 4,800 laps but ready to relaunch with tonicity. This regime clearly marks the shift towards more dynamism. Let’s study this on more suitable ways.

Departmental

The Suzuki V-Strom 1050 XT should finally convince you on the secondary network. Intuitive, the Japanese woman steers her gaze, plunging into the bends with an astonishing naturalness. The balance of its cycle part gives it an unusual obviousness and its geometry an effective balance between stability and agility. Responsive to the footrests and handlebars, the machine goes from one angle to another without inertia, strongly towed by demonstrative mechanics. Admittedly, in dynamic piloting in the a little tight shell, we will maintain the twin between 5 and 8,500 turns on the intermediates, even in two in the pins..

The V-Strom makes it possible to attack on the road with an astonishing naturalness

It is therefore a permanent pleasure to relaunch the V-Strom. In three, we come out of most curves with force in the cheerful rumble of the airbox. Worked, this virile acoustics ensures a real pleasure to the V-Strom and contributes to its double personality. Benevolent, she can become more fiery when you twist the right handle. If the peak torque has shifted widely, motor power is also more widely available. So in the end, this notion of maximum value is hardly sensitive. The more so as the power takes over more naturally and allows 500 laps better. At mid-speed, we appreciate the availability and extension of this living mechanism. The rather long gear ratios also make it possible to keep a gear engaged for a long time without playing too much with the gearbox. Barely rough and greasy as it should be. The configurable shiflight helps to shift to the next gear at the right time and according to your preferences. A real pleasure to ride.

Another appreciable point, the electronic accelerator finely controls the injection and the engine responses. On the corner, we keep the rhythm smoothly on a trickle of gas. And responsive, the control reacts to the slightest millimeter of rotation. Each mode gives a fairly differentiated profile. The softer will charm in evolution for two or the more contemplative while the more sport will delight the more daring. The in-between is often the best answer, we will choose mode B most often. Little invasive, the assistance works in full transparency. No jerk, no response time, efficient and safe.

The electronic accelerator demonstrates excellent responsiveness

In more curled piloting, the obviousness of the cycle part makes the V-Strom 1050 XT dance to the rhythm of its smoother twin on the last reports. Comfort and efficiency are all the more noticeable. On the couple, the Suz ’emphasizes its homogeneity dedicated to travel, everyday or more distant.

All of this makes our mount one of the best driving pleasure tools. Because it is its efficiency that seduces over the bends. In particular thanks to the global technology of the firm of Hamamatsu which transcends the evolutions. Stalled on its trajectory, the V-Strom can enter a curve on the brakes without any movement, without straightening itself or freezing the direction, leaving full latitude to its pilot to correct its line. These qualities of deceleration and precision are to the credit of a perfectly optimized chassis, efficient electronics and finely tuned suspension hydraulics. Suzuki has bet everything on the dynamic behavior of its XT and in particular the braking phases. It is clear the intelligence of this approach and its approval to the handlebars. Under the control of these dedicated chips, the machine dives little and its combined system works wonders. Mass transfers are also severely limited by this technology. However, the radial calipers are not there to decorate…. their strength is sporty and requires a little getting used to so as not to be surprised. Finally, the suspensions are sensitive to settings. Too free from origin, the hydraulic expansion can be closed more, especially at the rear. The effects are sensitive, further optimizing the behavior of the maxi-trail.

The new assistances bring a real plus on the dynamic behavior

Crossing paths

Ergonomics have been worked on for both sitting and standing and the V-Strom is just as natural on the road as it is on the asphalt. The position is also almost perfect for this kind of machine. The tank perfectly wedges the legs and leaves good control of the bike at the footrests. Quite raised, the handlebars provide efficient guidance. And again the balance of the Suz ‘is an asset to get out of the asphalt a little. Of course, we will not go on a committed track. Our Bridgestone A41s offer decent grip on dirt or gravel roads. But hardly more. Despite everything, it is always the serenity on board that prevails. And ABS in mode 1 allows for serious wear on the front calipers. We would have liked a withdrawal from the rear but the machine is not really designed for this purpose.

The Suzuki remains balanced on the rolling roads

Part-cycle

Chassis and suspensions give the V-Strom 1050 XT remarkable efficiency. Its balance is amazing and reassures in all circumstances. The whole gives an intuitive grip and remarkable enjoyment, both for novices and the most seasoned. Efficient, the suspensions provide excellent comfort and are responsive to adjustments and seem to smooth out damaged roads.

43mm KYB inverted fork is adjustable for preload, compression and rebound

Braking

Powerful, radial front mounted calipers deliver a slightly clean attack. A little restraint allows the deceleration force to be effectively dosed. The rear element is just as flexible, providing additional guidance. Combined system and electronics deliver optimal decelerations.

At the front, the 310 mm discs are braked by Tokico 4 piston radial calipers

Comfort / Duo

The saddle seemed comfortable to me, well served by efficient suspensions and really pleasant ergonomics. The passenger enjoys the same attention. Efficient, bubble and fairings provide ample protection. We will equip the V-Strom with plastic or aluminum luggage to go on an adventure.

Comfort is there, also for the passenger who will find large grab handles

Consumption

Not precisely measured. About 6 liters per 100 km.

Suzuki V Strom 1050 XT review in video

Conclusion

It is not the destination but the journey that makes the adventure, Suzuki has understood this well and made its modern DR one of the most efficient and charming tools. The Japanese does not have the commercial aura of the kaiserin BMW GS, nor the scent of sand as pronounced as that of the legionnaire Honda Africa Twin or Yamaha Super Tenere, nor the sportiness of a Ducati Multistrada. No, it does not shine as much but knows how to make the asset of everyday life and long trips. A charm that knows how to be indispensable, without show off. With limited, non-invasive and ultra-efficient electronics, easy handling, remarkable comfort and flawless handling, the V-Strom 1050 XT sets the standard for a certain simplicity. It is the most rational and pleasant choice in the road trail segment..

And its price positioning follows this idea. Barely more expensive as standard for 2020, the V-Strom 1050 asks for € 12,999, the XT € 14,599. A significant increase for the latter (+, 1,100 €) but with a real increase in its dynamic performance thanks to its electronics and abundant equipment.

The V-Strom 1050 XT presents itself as one of the most rational choices in terms of road trail

We will directly oppose him the Kawasaki Versys 1000 at 13,499 €, 16,899 € in SE version with piloted suspensions. Honda is offering its Africa Twin at € 14,499, € 15,499 in DCT. Adventure Sports is asking for € 16,499. And its ultimate version € 18,999. At € 17,600 excluding (essential) options, the German BMW R1250 GS reaches € 18,600 in basic Adventure. Count a lot more with packs. More charming, the Moto Guzzi V85 TT can be an attractive but less effective alternative. The same goes for the Ducati 950 Multistrada at € 14,950. The danger will surely come from the next Trimph Tiger 900 soon to be tested.

Centered on the core values ​​of convenience and efficiency, forging its own course, the Suzuki imitates no one. A pragmatic traveler, the Suzuki V-Strom 1050 XT does not forget to be attractive in style as well as in mechanics and dynamic evolutions. True to herself, she has been able to optimize her strengths and develop the essential qualities of a traveler and even more, for "those who know".

Strong points

• Attractive aesthetics
• Intuitive cycle part
• Braking
• Natural dynamic behavior
• Balance and distribution of masses
• Quality of suspensions
• Personality and engine availability
• Configurable electronic assistance
• Inertial unit
• Global finishes
• Comfort

Weak points

• LCD instrument ergonomics
• Lack of heated grips
• Colors a little limited
• Speed ​​regulator not available on standard version

Suzuki V-Strom 1050 XT technical sheet

Test conditions

• Itinerary: winding roads with variable surfaces, dry and dirt roads
• Weather forecast: sunny, 12 to 18 ° C
• Motorcycle mileage: 180 km
• Problem encountered: RAS

Test equipment

• AGV AX9 helmet
• Dainese Centauri GoreTex Boots (offroad)
• TOUR set

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