Just two years after we got a new V-Strom – we’ve got another. Under the classy retro makeover it’s a revised version of the same bike. But is that enough to keep up? Let’s spend the next 12 months finding out.
So let’s start with the engine. It can trace its way back to the 90s and the TL1000S and it’s been gradually fiddled with since. The latest motor is the same 1037cc as the last one (despite the name change) – in fact the only real changes are altered cam timing/lift for Euro 5. It feels broadly the same although the ample torque curve means you can pretty much charge around from low down in any gear, which is helpful as the gearbox isn’t Suzuki’s finest hour.
There’s a whole new electronics suite including ride-by-wire throttle, lean-sensitive traction control, cornering ABS with load-dependant control, hill hold control, cruise control – basically lots of things called control. For the most part they do a decent job although nearly every single one has an annoying flaw. The ride by wire for instance is lovely for the most part but needlessly snatchy from closed. The cruise control is easy to set and adjust but it only works in fourth gear and above plus won’t resume from lower speeds. The hill hold is very smooth when you set off (the best of any I’ve tested in fact) but it will only set on very steep slopes, times out after 30 seconds then won’t allow you to engage it a second time.
Where Suzuki do excel is your typical bike stuff and the suspension is no exception. In the standard set up it’s perfectly acceptable although it struggles with sudden jolts. On the 1050, however, the suspension is adjustable – a quick twist of some preload here and the softening of some damping and all ills seem to be cured. With any luck I’ll be able to get out there and give the changes a proper test soon.
1: Beefy Big Twin
A run on the dyno showed 99bhp at the back wheel, which is a very good showing against a 106bhp claim. It also revealed a lovely flat torque curve – perfect for third gear antics on twisty roads.
2: Not quite the full package
Modern adventure bikes are often the pinnacle of technology but the Suzuki is miles off here. All the bits are there, they just need a lot more refinement from the clever bods in Japan.
3: Suspension tweaking
While it doesn’t say Öhlins on the side, the suspension on the V-Strom does a good job of handling 247kg of bounce. Decent adjustment means you can get it just how you like it too.
The £11,299 (2020 launch price) Suzuki V-Strom 1050XT looks temptingly affordable, especially with its new electronics.
But do the cheaper middleweights, like the Triumph Tiger 900 or Ducati Multistrada 950, outclass it? I’d also like to see if it can handle the rough stuff, while a two-up trip to France should test its touring mettle.
The rider Jordan Gibbons, News Editor, 29, 5ft 7in. Riding for 13 years, both on- and off-road. Jordan.email@example.com
Bike specs 1037cc | 107bhp | 236kg | 855mm seat height
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