2020 Suzuki V-Strom 1050XT Review

I’ve mistakenly called the new Suzuki V-Strom 1050XT a DR-Z several times in the period that I’ve been testing it. It’s not a DR-Z, of course. It has an extra cylinder and a truckload more power, but I can’t help but think of the iconic and much-loved DR-Z every time I lay eyes on the latest Strom.

The heritage-inspired graphics, rugged build, and upright riding position certainly contribute to that notion, but the Suzuki V-Strom 1050XT is, like its single-cylinder cousins, a true workhorse, designed to get the job done without much glitz and glamour. Suzuki’s point of difference is its no-bull approach to making motorcycles, and the V-Strom 1050XT is no exception.

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Suzuki introduced the V-Strom moniker in 2002, with the V-Strom 1000. You can probably guess that the V refers to the V-twin engine configuration, but less known is the word Strom, which is German for stream or power. The V-Strom 650 arrived in 2004 and, more recently, a V-Strom 250 entered the line-up in 2019.

But while Suzuki isn’t known for regular change, it decided a new flagship Strom was needed to keep up with the burgeoning dual-sport segment. Enter the V-Strom 1050 – a machine with the same engine, same capacity, and same frame. Don’t let that put you off though – it really is a new machine! Let me prove it.

Going through changes

The first major change is the power output – the V-Strom 1050 gets an extra six horses from the latest V-Strom 1000 (increasing to 106hp), and it peaks later too (8500rpm instead of 8000rpm). Torque remains the same at 103Nm at 6000rpm. In addition, Suzuki has added a ride-by-wire throttle, making for crisp throttle response and efficiency. The liquid-cooled V-twin maintains its 1037cc capacity.

You’ll also notice significant design changes. Brilliant heritage-inspired graphics aside, the new bike has a redesigned front end, including a new headlight, sharper lines, and a new adjustable windscreen. There is also a new LED taillight and a new LCD instrument cluster.

The new Suzuki V-Strom 1050 comes in two guises – a standard version (priced at $17,990 ride away) and an XT version (priced at $20,990 ride away), which is the version we are testing. The XT version adds extra goodies, including the all-new Suzuki Intelligent Ride System, which we’ll discuss further in a moment.

Designed for off-road adventuring, the V-Strom 1050XT also includes spoked rims, tool-less adjustment of the windscreen, an adjustable seat height, and extra protection including handguards and an engine guard.

Extra(terrestrial) intelligence

But the XT-exclusive Suzuki Intelligent Ride System (SIRS) really is the star of the show. Supported by a new 6-axis Bosch IMU, SIRS adds a bunch of electronic wizardry usually reserved for bikes with much heftier price tags.

The V-Strom 1050XT comes with three ride modes, Motion Track Brake System, Hill Hold Control, Slope Dependent Control, Load Dependent Control, Cruise Control and, of course, ABS and traction control. I could explain each function and its benefits and negatives, but we’d probably be here all day. All you need to know for now is that this bike is packed with tech.

The new Strom is heavier, and there are also changes to the ergonomics, but elsewhere the bike remains the same, with very minimal differences. Suspension, brakes and fuel capacity are all carried over from its predecessor.

Time to hit the road

Now, I must confess that I haven’t ridden the previous V-Strom 1000, so comparing the new V-Strom 1050XT to that model would be unfair. But what I can say is that the V-Strom 1050XT’s tarmac performance completely exceeded my expectations.

The new Strom is quick – much quicker than I anticipated. Yeah, it’s not going to win the TT, but its torquey midrange makes for a fun, exciting ride. You’ll get off the lights quickly enough, but once you reach that midrange, you’ll realise the Strom is very quick and nimble. Gear changes are nice and smooth, and the bike handles like a dream.

Changing between the three ride modes alters the character of the engine. Mode A provides the most poke, while Mode C is better suited for beginners or wet conditions. Mode B, however, is probably where you’ll spend most of your time, with a nice balance between pace and rideability. The modes are easily changed via the LCD dash and the simple handlebar-mounted switch.

While we’re on the subject of instrumentation, let’s talk about that display. It looks nice and it's easy enough to read. But there is a lot of information packed in there, and if you don’t know what you’re looking at you’ll have no idea what’s going on.

The screen allows for changes to ride mode, traction control and ABS. The ABS cannot be switched off completely but there are two levels of intrusion. There are also three levels of traction control, as well as the option to switch traction control off completely. All of this is done by the left-hand switch block which is beautifully simple. Oh, and while I remember – there is also a USB outlet next to the LCD screen, and a 12V outlet under the seat. Choice.

When the tarmac ends...

As a dual-sport machine, you expect some level of off-road capability (especially with the XT designation) and luckily, the V-Strom 1050XT pulls through. The bike has nice low-range tractability, which makes it very rideable on the dirt. The 43mm KYB fork and KYB shock have 160mm of travel each, but they do a pretty decent job on both tarmac and dirt. Big hits will reveal the limits of the suspension, but if you ride the bike within its design brief, you’ll have no issues.

With that said, I need to make it clear that this bike isn’t designed for hardcore off-road work. Whereas bikes like the KTM 790 Adventure R and Yamaha Tenere 700 are promoted with a high level of off-road capability, the V-Strom 1050XT is more of a traditional dual-sport bike. It will handle gravel roads and few mellow hill-climbs with ease, but don’t expect any rock-hopping, log-jumping or Erzberg-inspired craziness.

The main limitation of the Strom is its weight. At 247kg wet, the Strom is a bit of a handful when the terrain gets tricky, although you could level that claim at just about any of today's big-bore adventure bikes. On the day of our shoot, the tracks were extremely greasy and slippery, and with the non-standard Pirelli Scorpion Rally STR tyres fitted to our test bike, I found the V-Strom 1050XT physically challenging to keep upright in techo terrain. I also found the ABS to be very intrusive off-road. While traction control can be turned off completely, the ABS can't be fully deactivated, and even on its least-intrusive setting it made slippery downhills a frightening experience.

Capable machine

In all fairness, I’m probably being a little picky. In the right hands, this bike could be very capable, but you just need to keep the weight and suspension limits in mind. Plenty of protection, decent enough ground clearance, and great, usable power make for a rugged and capable machine.

Perhaps the best part is the ergonomics. From the moment I jumped on the Strom, it felt like a dirt bike. The ride position is upright, and the handlebar is at just the right height. Standing feels extremely natural and you can wrap your knees around the tank for stability. Taller riders might want to raise the 'bar a little, but the stock setting should satisfy most. And with a comfy seat, 20L fuel tank and the luxury of cruise control, you’ll have no qualms about hitting the road for a long-distance adventure.

Colour run

The most stress you’ll have with this bike is choosing which colour you want. There are three to choose from – Glass Sparkle Black, Pearl Brilliant White/Glass Blaze Orange (XT exclusive) and Champion Yellow No.2 (XT exclusive). The yellow scheme, as seen on our test unit, is our favourite.

All in all, the Suzuki V-Strom 1050XT gives you plenty of bang for your buck. At $20,990 ride away, it's a step up from its predecessor but it's now loaded with extra features, and it still stacks up well on the value front. Other bikes in its class might have more tech more off-road ability, but they also come with heftier price tags. For its price, the V-Strom 1050XT is very well equipped bike. It is capable, fun and very practical. Like I said earlier, it is a workhorse that will get the job done without much fuss.

The verdict

Once again – this is no DR-Z. You’re paying more and getting more. A DR-Z will of course get into places the Strom won’t, but it won’t take you as far or in as much comfort. Having said that, there is still a DR-like spirit running through this new Strom that makes it very appealing as an adventure tourer.

One glance at it evokes visions of trips across the outback, through the High Country, or along the coast. It feels rugged, durable and ready to take on anything in its way.

Many people in the market for a new adventure bike might not look to Suzuki before the KTMs, BMWs and Yamahas of the world, but if they hold off long enough to look at the new V-Strom 1050XT, they might find themselves riding away with one. It really is an attractive machine.

Specs: 2020 Suzuki V-Strom 1050XT

ENGINE
Type: Liquid-cooled, DOHC, eight-valve, 90-degree V-twin
Capacity: 1037cc
Bore x stroke: 100mm x 66mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 106hp (79kW) at 8500rpm
Claimed maximum torque: 103Nm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Twin-spar aluminium
Front suspension: Inverted KYB 43mm fork, fully adjustable
Rear suspension: Monoshock, adjustable for rebound and preload
Front brakes: Dual 310mm discs with radial-mount, four-piston Tokico calipers
Rear brake: Single 260mm disc with twin-piston Nissin caliper
Tyres: Pirelli Scorpion Rally STR 70/30 (fitted)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 228kg
Seat height: 850mm (adjustable for an extra 20mm)
Wheelbase: 1555mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $20,990 (ride away, plus 12 months registration)
Colours: Champion Yellow No.2, Glass Sparkle Black or Pearl Brilliant White/Glass Blaze Orange
Warranty: Two-year/unlimited kilometres
Bike supplied by: Suzuki Australia