Suzuki V-Strom 1050, 1050XT, and 1050XT Adventure first look

Today, Suzuki announced the new V-Strom 1050, the V-Strom 1050XT, and the V-Strom 1050XT Adventure, and I feel a little conflicted about that. On one hand, these are not just Bold New Graphics. On the other, they’re tweaked versions of existing models, with styling inspired by other bikes that came out decades ago. Effectively reskins. And you know what? I think I like them, especially the XT. If we had prices, I could give you a more developed opinion. 

In the United States, we’ve had the V-Strom 1000 (DL1000) in some form or another since 2002. In that time, the platform’s earned itself a solid reputation and plenty of fans, along with its smaller sibling, the 650. That said, the V-Strom hasn’t changed much. And as one of Suzuki’s most expensive models ($12,999 for the outgoing base model, or $14,599 for Adventure XT), they’ve got to keep it competitive as other manufacturers roll out their own bikes in the class. Honda's Africa Twin, for example, isn’t nearly that old, and it’s already received a refresh.

So Suzuki improved the V-Strom without doing anything too wild. Price, after all, is probably the most important number to most customers shopping this segment. Here’s their basic plan: keep most of the platform the same, comply with new emissions laws, get some modern tech in there, add some power to the engine we have, and pull some inspiration from our cool old rally bikes. Meet the V-Strom 1050.

Anybody telling you Suzuki increased this bike’s displacement for 2020 is wrong. Yes, its name went from V-Strom 1000 to 1050, but have a look at the spec sheets. Still 1,037 cc. Instead, the new bike’s making more power thanks to an increase in compression ratio (11.3:1 to 11.5:1). Suzuki also added larger throttle bodies. The bump in power will be appreciated, because I’m betting the Suzuki picked up some weight from new emissions equipment. (Look at that exhaust can!) The base model went from 511 pounds to 520.4 (wet). Nothing the aftermarket can’t solve.

So the powerplant’s the same, and if you look at the frame, that’s the same too. Spec for spec, it’s all the same suspension, tire sizes, and braking components. I’m guessing that’s to keep costs down. Again, it’s hard to say without pricing information.

Suzuki modernized a few other parts of the V-Strom for 2020. The electronics package includes “new Ride-by-Wire dual electronic throttle assemblies, refined traction control with four sensitivity modes, a new three-mode Drive Mode Selector to select power delivery characteristics and a new Easy Start System that make start-ups quick and easy.”

You get a new LCD screen, a mounting bar for whatever electronics you bring on your trips, and even a nearby USB port to charge them. Nice.

That’s all included in the base model, though it gets fancier if you hop up to the 1050XT or the 1050XT Adventure. The higher trim levels add Suzuki Intelligent Ride System (S.I.R.S.), an “advanced suite of features is interconnected to a new ECM via a Controller Area Network (CAN) wire harness that quickly transmits information from a new six-direction, three-axis IMU.” S.I.R.S. also gets you cruise control, hillstart assist, braking optimization to account for a passenger or cargo, and a descent assist that helps avoid flipping over when going downhill.

Externally, the bodywork got a redesign for 2020, and there’s a Katana-style LED headlight to look forward… to? With? Oh, and there’s a center stand!

The big V-Strom remains a practical, proven offering from Suzuki, and I genuinely like the new styling. I’m also impressed with what they’ve managed to do with what they had. That said, pricing will determine this bike’s fate.