Suzuki’s big adventure-touring V-Strom 1050XT is now set for even bigger treks with the addition of a free Voyager luggage kit.
I think the bike is one of the best tools available for exploring Australia’s vast and angry terrain.
It’s been around since 2002 as the DL1000 and now the proven and bulletproof engine has been upgraded to Euro 5 spec with fly-by-wire throttle, more power, and more techno.
For Aussies looking to go even further it now comes standard with a Voyager luggage aluminium kit, valued at $2599, but included in the ride-away price of $21,490 with 12 months registration.
The luggage consists of a tough 38L top box made from 1.5mm aluminium, further strengthened with lid and side-wall ribbed contours. The lid also features four large tie-down points integrated into the design so you can tie down your swag or tent on top.
It sits on a rear rack which comes with the kit.
The two 37L side panniers fit to discrete mounts that are built into the bike, so they are quick to fit and remove and when they are off the bike, it doesn’t have ugly framework.
This matching luggage system features stainless steel latches, glass-fibre reinforced plastic corner covers, integrated tie-down points and are claimed to be waterproof.
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable with the same key.
It comes in black or aluminium.
The V-Strom 1050XT is powered by a 1037cc, 90° V-twin, DOHC V-Twin engine, delivering 79kW (106hp) at 8500rpm and 100Nm of torque at 6000rpm.
There is also a host of electronic rider aids such as cruise control, hill hold, slope and load-dependent braking, three ride modes, traction control, leaning two-stage ABS and LED lighting.
There is also a Champion Yellow No.2 inspired by the second generation DR-Z Paris-Dakar racer and a Glass Sparkle Black.
1050 accessories kits
The 1050 models arrive with a choice of two accessories kits to tailor the big adventurer to your needs.
Voyager Pack
This features aluminium panniers and top box in powder-coated black ($3599) and anodised silver ($3699) including mounting brackets.
The 38-litre top box is made of 1.5mm aluminium and has four large tie-down points.
The waterproof, quick-release panniers hold 37 litres each.
That’s 112 litres of storage all up.
This matching system features stainless steel latches, glass-fibre reinforced plastic corner covers and one-key access.
Trekker Pack
On top of the Voyager aluminium luggage, the Trekker Pack includes Suzuki plug-and-play heated grips, LED fog lamps and a 4mm aluminium skid plate.
The Trekker Pack is also available in black and silver kit variants for $6199 and $6299, respectively.
More power
Not only is the flagship V-Strom 1050 bigger with 5kW more power to 79kW at 8500 revs, but it is also more techno.
Some of the hi-tech features include cruise, hill hold, slope and load dependent controls, ride modes and LED lighting.
V-Strom 1050 press release from Suzuki Australia
Powered by Suzuki’s highly acclaimed 1037cc, 90° V-twin, DOHC engine which has further evolved for MY20, boasting increased top-end power whilst also conforming to Euro 5 emissions standards. Thanks to new camshaft profiles and timing, peak horsepower has increased considerably from 74kW / 8,000rpm to 79kW / 8,500rpm (106hp). The highly refined engine begins with a deep rumble low in the rpm range, then progresses through the mid-range along a strong and linear torque curve then keeps building through the high rpm range in a smooth yet enjoyable manner.
The distinctive new styling incorporates elements of both Suzuki’s legendary DR-Z desert racer and the large off-road model DR-BIG. The distinguishing beak design first adopted by Suzuki stays true to Suzuki’s heritage while also modernising the design to be more aggressive and bolder for the new generation V-Strom 1050.
The most technologically advanced production Suzuki motorcycle in company history, the latest generation V-Strom 1050 is the first to boast Suzuki’s new Intelligent Ride System (S.I.R.S). Combining an array of electronic aids and controls as well as several unique features only available on XT, further enhancing rider useability and convenience like never before.
An advanced cruise control system works in conjunction with the new ride-by-wire throttle system to maintain the set vehicle speed without the rider needing to operate the throttle, a welcomed feature for long-distance touring that assists in reducing rider fatigue. Cruising speed can be set from approximately 50km/h to 160km/h at fourth gear or above. A switch on the right handlebar can be pressed to put cruise control into standby,and the selector switch (up/down) on the left handlebars allows the rider to adjust the speed up and down accordingly.
Suzuki’s famous Drive Mode Selector (SDMS) is now available on a V-STROM for the very first time, offering riders the choice of three difference output characteristic modes. A-mode provides the sharpest throttle response, B-mode provides a slightly softer throttle response and C-mode provides the softest response of the three modes.
Another Suzuki first is the Hill Hold, Slope Dependent and Load Dependent control systems available on XT. Hill hold control automatically applies the rear brake when the motorcycle is stopped on an upward slope to prevent rollback when the brakes and clutch are released. Slope Dependent control constantly monitors posture and if required controls brake pressure to prevent rear wheel lift during downhill braking.
Load Dependent system supports optimal braking by compensating for varying load conditions such as the difference between riding solo or with a pillion and loaded luggage vs unloaded.
An updated traction control system now features three modes of control (previously two) inspiring greater confidence in diverse riding conditions. Mode 1 is for spirited riding with minimal level of intervention. Mode 2 is ideal for commuting and regular riding conditions and Mode 3 is best suited for poorer riding conditions such as wet or cold roads as it offers the highest level of intervention.
An upgraded Bosch inertial measurement unit (IMU) equipped on the XT model now works on 6-directions along 3-axis rather than the 5-axis of the previous system. This allows it to detect pitch, roll, and yaw movements based on the angular rate and acceleration. This new high-performance 6-direction IMU combines a 3-axis angular rate sensor (gyrometer) and a 3-axis acceleration sensor in a single compact unit.
The motion track brake system exclusive to XT combines information on the posture of the vehicle from the new IMU with the front and rear wheel speeds. This allows the ABS to activate not only in a straight line but also when the vehicle is leaning. When the brake lever or pedal is operated, this system instantly assesses the need of ABS operation by calculating the posture of the vehicle and front and rear wheel speeds. When judging the need of operation, ABS unit decreases braking pressure, and continues to control the increase/decrease of the pressure according to the traction available.
This latest ABS system allows the rider to select from 2-levels of intervention. Mode 1 provides minimal intervention and is suitable for flat dirt roads, whilst Mode 2’s intervention timing is earlier than Mode 1 and is ideal for normal tarmac roads.
A newly added Combined Brake System automatically applies pressure to the rear brake to help stablise the motorcycle when the front brake pressure rises to a certain degree.
An updated windscreen design compliments the new exterior design. Developed utilising wind-tunnel testing, the new screen can be finely adjusted without tools to one of 11 positions across a 50mm vertical range.
The instrument panel presents all required information on a full LCD screen using a clean and intuitive layout with information displayed in order of priority. Included in the display are the speedometer, tachometer (full pixel digital display), gear position indicator, odometer, trip meter (A, B), instantaneous fuel consumption, average fuel consumption, driving range, fuel level indicator, engine coolant temperature indicator, ambient air temperature indicator, clock, voltage meter, service reminder, SDMS mode, traction control mode, cruise control indicator, ABS mode, hill hold indicator, engine rpm indicator light,frost indicator light, turn signal indicator light, high beam indicator light, traction control indicator light, ABS indicator light, and neutral indicator light.
A USB port is located left side of the instrument panel. It can be used as a power source for charging a smartphone, navigation system, or other similar device.
The lightweight and compact chassis is the core factor in achieving the V-STROM’s comfortable and enjoyable character. The narrow width of its V-twin engine allows the motorcycle to maintain a slim body shape even with a 20L fuel tank present, allowing the rider to easily reach the ground with their feet.
Utilising a cast aluminium twin-spar frame featuring the optimal rigidity balance for exceptional stability and handling performance. The frame supports everything a rider requires to embark on their next big adventure from straight line stability to smooth and natural cornering with high levels of traction.
The 43mm KYB inverted front fork features adjustable compression damping, rebound damping and spring preload and can be tailored based on rider preference and usage.
The V-Strom 1050 XT also sports a completely new seat design that allows the seat height to be adjusted an additional 20mm higher than the standard position. The KYB rear shock features adjustable spring preload via an external hand dial to easily facilitate adjustments between riding solo, with pillion or fully loaded with luggage.
TOKICO Monobloc radial mounted front brake calipers handle stopping duties matched with dual 310mm floating discs provide strong braking performance with remarkable feel.
The footrests are constructed of tough steel and have been redesigned to make it easier for the rider to stand on flat dirt, and are also wider than the previous version.
Protection and convenience on the XT is taken to the next level with an aluminium under cowling and accessory bar guarding underneath and side of the engine whilst stronger hand guards have been employed to protect rider’s hands from wind, rain and flying stones. The lightweight centre stand is well balanced and is useful when performing maintenance tasks and loading luggage.
Wire-spoked aluminium rims are fitted as standard on the XT model offering improved road absorption whilst the standard model is equipped with 10-spoke cast aluminium wheels. Both variants are shod with Bridgestone Battlax Adventure A41 tyres.
A vertically stacked LED headlight and LED rear combination light deliver excellent visibility and stylish looks, the XT also features LED indicators as standard equipment.
Other niceties include Suzuki’s Low RPM assist system which monitors and automatically raises the idle speed when taking off from a stop or when riding slowly through traffic and
Suzuki’s Easy Start System which provides ultra-convenient one-touch engine starting.
Suzuki’s heavily updated V-Strom 1050 arrive in Australian Suzuki dealerships today with the V-Strom 1050 starting at $17,990 ride away, while the high-spec XT model retails for $20,990 ride away.
To coincide with the model release Suzuki today revealed the details of two new accessory packages for the new 1050 Strom.
2020 Suzuki V-Strom Accessory Packs – Click to enlarge
Voyager Pack
The ‘Voyager Pack’ comprises a full set of Genuine Suzuki aluminium luggage; consisting of an extremely tough 38L top box, constructed from 1.5mm aluminium, further strengthened by featuring lid and side wall ribbed contours. The lid also features four large tie-down points integrated into the design.
Voyager Pack
The top case is accompanied by a set of tough 37L quick-release, waterproof aluminium side cases. As a matching system, many features are shared across all three pieces including construction material, stainless steel latches, glass-fibre reinforced plastic corner covers for additional protection and integrated tie-down points.
Voyager Pack
The side case lids are also completely removable via a quick release fastener system for superior access and easy cleaning.
Voyager Pack
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable by key, lock sets and all required mounting bracketry are included in the kit.
Voyager Pack
Available now in both powder-coated black and anodised silver finishes for $3,599 and $3,699 respectively.
Trekker Pack
The premium ‘Trekker Pack’ takes things up a notch towards building the ultimate V-Strom.
Trekker Pack
Consisting of the aforementioned aluminium luggage set, the Trekker Pack also includes Genuine Suzuki accessory plug and play heated grip set for greater comfort in colder conditions, a complete LED fog lamp set for improved illumination of the road.
Trekker Pack
Protection is also taken to the next level with the inclusion of the robust accessory bar set and a 4mm aluminium skid plate.
Trekker Pack
The Trekker Pack is available in black and silver kit variants for $6,199 and $6,299 respectively.
Suzuki encourages customers to build their own dream V-Strom 1050 by visiting suzukimotorcycles.com.au by experiencing the ‘Build Your Bike’ feature. Click & Collect orders can also be placed online using this system.
Customers wishing to check out the new V-Strom 1050 in-store and book-in for a test ride, can do so by getting in touch with their nearest demonstrator stocking dealership, listed below.
The venerable V-Strom hasn’t changed much in its nearly two-decade history, which is testament to the fact that Suzuki pretty much got it right back in 2002, when it became the first Japanese manufacturer to enter the large-displacement ADV market in the U.S. The 2002 DL1000 V-Strom was powered by a proven 90-degree twin with a superbike pedigree and had tallish suspension, a 19-inch front wheel and the user friendliness and reliability that might’ve been lacking in its contemporaries. This Goldilocks adventure tourer helped define the niche and quite possibly aided its explosion into mainstream popularity; almost 20 years later, the ADV segment is booming, with even Harley-Davidson acknowledging the fact with an adventure bike prototype of its own.
We’re big fans of the V-Stroms here at Rider, both the 650 and 1,000cc variations. The larger version especially checks all the ADV touring boxes—plenty of power, bulletproof reliability (and a large dealer network just in case), ample luggage-carrying capacity, tons of aftermarket farkles and the ability to comfortably carry a rider (and passenger) over vast distances and terrain ranging from smooth pavement to dirt or gravel forest roads. If you want something more off-road oriented there are better choices, but for the vast majority of adventure riders the V-Strom is an ideal mount.
Giant Sequoia National Forest is home to some of the largest trees on earth. We packed up our V-Strom 1050XT with camping gear and hit the road to pay a visit to these amazing redwoods.
Most of the model’s updates and changes over the last 18 years have focused on technology and performance, and this last one was a doozy. For 2020, the V-Strom 1050 gets a new throttle-by-wire system with three ride modes, updated traction control and—on the mid-level XT and top-of-the-line XT Adventure versions—the Suzuki Intelligent Ride System (SIRS), with a 6-axis IMU, cruise control, cornering/combined ABS, hill hold control and slope/load-dependent braking. Despite the nomenclature change, engine displacement is actually the same as before (1,037cc), though it is now Euro 5 compliant—quite an accomplishment considering it’s based on a design first used in 1990s-era TL1000S/R sportbikes. Peak horsepower is up, with the Jett Tuning dyno registering 96.3 at 8,500 rpm (compared to 91.8 at 9,100 on our 2018 test bike), and peak torque is unchanged with 66.1 lb-ft at 6,300 rpm (compared to 66.2 at 3,900). The fully adjustable 43mm inverted fork and rebound- and remote preload-adjustable rear shock, both with 6.3 inches of travel, are unchanged except for minor spring and damping rate adjustments. Rounding out the updates, of course, is the total styling redesign by Ichiro Miyata, the designer of the 1980s DR-Big dual-sport that was the inspiration for the new Strom’s throwback style. (You can get more details about the updates for the 2020 V-Strom 1050 in the April 2020 issue, or in our 2020 V-Strom 1050XT First Ride Review.)
We knew we wanted to snag a test bike and hit the road for some much-needed throttle therapy, and as we noted in the Ridden & Rated review referenced above, we knew we had to have one of the two awesome retro color schemes. This meant getting an XT—the base model only comes in Glass Sparkle Black/Solid Iron Gray. The XT Adventure, which is an XT with hard aluminum panniers and heated grips, only comes in Glass Sparkle Black. Being June, the heated grips weren’t a problem, but we definitely needed luggage. The Adventure’s panniers will bolt right onto the XT, but because of COVID-related delays we weren’t able to get a set in time, so we dropped on Suzuki’s standard plastic side cases, strapped a Nelson-Rigg waterproof duffel to the rear rack and called it good. Now…where to go?
Compliant suspension and smooth throttle response (in B and C modes) make the 566-pound Strom easy to handle in the dirt.
Ever since a 2017 visit to Sequoia National Forest was squelched due to a wildfire, I’ve been dying to ride there and see the famous trees. A member of the redwood family, giant sequoias are the most massive individual trees on earth, and are among the oldest living organisms—the oldest giant sequoia is around 3,200 years old. They grow to an average height of 164 to 279 feet, with trunks that range from 20 to 26 feet in diameter. Unlike their coast redwood cousins, giant sequoias have a very limited natural range, a strip along California’s Western Sierra Nevada just 20 miles wide by about 270 miles long. To stand in their presence is to appreciate the power of nature, incapable of feeling anything other than awe and humility among the towering giants.
Campgrounds were just starting to reopen when I planned the trip, so I snapped up a reserved tent site in the Sequoia National Forest at Redwood Meadow Campground, which is adjacent to the Trail of a Hundred Giants. This paved walking path meanders through a grove of giant sequoias, with interpretive signs and several benches where you can sit and bask in the dappled sunlight beneath 2,000-year-old trees. A bit farther north are Sequoia and Kings Canyon National Parks, and past those lies Yosemite National Park, making this a good southern starting point for Sierra Nevada exploration. Unfortunately, my time was limited so I focused on achieving my objective—visiting the sequoias—and enjoying the ride there and back on the new V-Strom 1050XT.
The first couple of hours were spent just getting away from the Los Angeles metro sprawl and then across the hot, dusty Central Valley, giving me a great opportunity to assess the Strom’s comfort and wind protection. I left the seat in the higher position (34.3/33.5 inches) because my long legs appreciated the more relaxed knee bend (although it was still noticeably tighter than the Tiger 900 Rally Pro I’d just tour tested a few days prior). I started with the windscreen near the top of its adjustment range but was experiencing some buffeting; by the end of the trip I found that the middle was the sweet spot for me—fairly clean air, and just enough across the top of my helmet to keep it flowing through the vents. Unfortunately, adjustments are a bit of a pain because the lever locking the screen into place is located on the front, directly above the headlight. So not only must you stop the bike, you must also dismount and walk to the front in order to adjust the screen up and down. Despite the long bar end weights, I was feeling a considerable amount of vibration in the grips and was grateful for the new cruise control. However, the cruise control set/resume/speed up/down buttons on the left switchgear are the same ones used to scroll through some of the information available on the LCD instrument, so you won’t be able to view important info like fuel range unless you already have it on the screen when you turn on the cruise. Speaking of the LCD, it includes a lot of useful info but is dark, crowded with tiny letters and numbers, and susceptible to glare, all of which can make it tough to read at a glance. That said, I did find it easy to navigate through the various SDMS (throttle response) modes and ABS and traction control settings. The new, wider footpegs have thick rubber inserts that dampen vibes and are quite comfortable when standing up off-road, but it was a nagging annoyance that they tended to catch my riding pants whenever I’d put my feet down.
As nitpicks went, that was it. Turning onto twisty, bumpy, beautiful Caliente Bodfish Road, I knew I was in the Strom’s element. It’s long and low but tips into corners on its street-oriented Bridgestone Battlax Adventure A41 tires with ease, compliant suspension soaking up the many pavement irregularities on this barely two-lane mountain road. Suspension can be a sore point for me, with less-expensive non-adjustable setups almost always set too stiffly for a rider of my size, and even some adjustable units can be tough to properly dial in. But the V-Strom 1050XT was a pleasure, and on the occasions when I ventured off-pavement in search of a nice view it didn’t bounce me around and made it easy to maintain balance and throttle control.
Traffic jam, mountain-style.
The new ride modes are well-sorted, with three choices, A, B and C. I found A mode to be too abrupt for my personal taste, and C is rather mellow, best for rainy or slick conditions. Whether on-road or off, I preferred B mode and its natural feel, with no on/off hiccups and linear response. The engine has plenty of mid- and higher-range get-up-and-go and is geared rather tall, which put me in the unexpected (for a V-twin) position of having to shift a fair amount on tighter, more technical roads. Third gear, for example, will easily carry 50 mph, and I didn’t need sixth until well past 70. Even so, there’s enough torque on tap to pull you out of a tight corner if you’re feeling lazy—or don’t have a sporty friend you’re trying to keep up with. And if you’re feeling your oats and spur the big Strom to a faster pace, its user-friendly character really starts to shine. It’s stable and responsive, the throttle, chassis, engine and suspension working together to create a drama-free, just-enjoy-the-ride experience, and the radially mounted Tokico 4-piston front calipers and Nissin single-piston rear caliper provide plenty of peace of mind. As we noted in our initial review, the brakes have good initial bite and feel but then go a bit vague, though actual performance doesn’t fade. Befitting the V-Strom’s more street-oriented adventure personality, the cornering/combined ABS has two modes for more/less intervention, but it cannot be disabled.
Climbing out of the little town of Kernville, southern gateway to the Western Sierra, the temperature gauge on the LCD started dropping from its high of 102 to the mid-80s, and at a photo stop along the beautiful Kern River, famed for its rafting and fly fishing opportunities, I dropped the windscreen into its lowest position to best take advantage of the cooler mountain air. Mountain Highway 99 follows the river upstream before making a turn to the west and continuing to climb deeper into the Sequoia National Forest, past the granite dome of Capitol Rock and the tiny private community of Johnsondale. After Johnsondale, the road changes names to Mountain Highway 50 and continues climbing; my temperature gauge moved in direct opposition to the altitude, dropping into the 70s, and the air was now scented with cedar and pine. Roughly 10 miles later, a well-marked right turn at a four-way stop onto Mountain Highway 90, a.k.a. the Great Western Divide Highway, leads to the Redwood Meadow Campground, my stopping point for the night.
Smooth curves are a delight, but it’s on the gnarly, bumpy stuff that the V-Strom shines, its 6.3 inches of suspension soaking it all up for a comfortable ride.
After setting up camp and emptying my side cases, I backtracked to the store in Johnsondale for provisions—water, snacks and a sandwich for dinner. I’d strapped my stretchy cargo net across the Strom’s pillion seat and rear rack—there are plenty of tie-down points and hooks—expecting to buy some firewood as well, but as it turned out the Forest Service was doing some dead fuel clearing so I relieved one pile of a few smaller, conveniently-cut logs and foraged around my campsite for starter wood. Provisions and firewood unloaded from my trusty steed, it was time to stretch my legs with a stroll on the Trail of a Hundred Giants, finally getting my chance to see these magnificent trees in person.
The next morning, after an a surprise delay caused by a cattle drive—complete with seven cowboys and four dogs helping the mooing bovines along—I backtracked down the mountain, now watching the temperature go up as the altitude dropped, and aimed my front wheel toward home. The V-Strom 1050XT had proven it’s still one of the best adventure touring values out there, with technological improvements that keep it on par with its competition, a retro-cool new look and the same mix of friendly personality and performance that’s made it a stalwart favorite for the last 20 years.
The V-Strom 1050XT comes with engine guards but no skid plate. Below:
As expected, Suzuki has upgraded its V-Strom range with a 1050 flagship in honour of their legendary DR-BIG.
Not only is the flagship V-Strom bigger with 5kW more power to 79kW at 8500 revs, but it is also more techno.
Some of the hi-tech features include cruise, hill hold, slope and load dependent controls, ride modes and LED lighting.
It will come in two models, standard and XT for touring.
Suzuki Australia says V-Strom 1050 and XT are expected to arrive in the middle of 2020 with final specifications, colours and pricing confirmed closer to launch.
Here is the full V-Strom 1050 press release from Suzuki Australia
Powered by Suzuki’s highly acclaimed 1037cc, 90° V-twin, DOHC engine which has further evolved for MY20, boasting increased top-end power whilst also conforming to Euro 5 emissions standards. Thanks to new camshaft profiles and timing, peak horsepower has increased considerably from 74kW / 8,000rpm to 79kW / 8,500rpm (106hp). The highly refined engine begins with a deep rumble low in the rpm range, then progresses through the mid-range along a strong and linear torque curve then keeps building through the high rpm range in a smooth yet enjoyable manner.
The distinctive new styling incorporates elements of both Suzuki’s legendary DR-Z desert racer and the large off-road model DR-BIG. The distinguishing beak design first adopted by Suzuki stays true to Suzuki’s heritage while also modernising the design to be more aggressive and bolder for the new generation V-STROM.
The most technologically advanced production Suzuki motorcycle in company history, the latest generation V-STROM is the first to boast Suzuki’s new Intelligent Ride System (S.I.R.S). Combining an array of electronic aids and controls as well as several unique features only available on XT, further enhancing rider useability and convenience like never before.
An advanced cruise control system works in conjunction with the new ride-by-wire throttle system to maintain the set vehicle speed without the rider needing to operate the throttle, a welcomed feature for long-distance touring that assists in reducing rider fatigue. Cruising speed can be set from approximately 50km/h to 160km/h at fourth gear or above. A switch on the right handlebar can be pressed to put cruise control into standby,and the selector switch (up/down) on the left handlebars allows the rider to adjust the speed up and down accordingly.
Suzuki’s famous Drive Mode Selector (SDMS) is now available on a V-STROM for the very first time, offering riders the choice of three difference output characteristic modes. A-mode provides the sharpest throttle response, B-mode provides a slightly softer throttle response and C-mode provides the softest response of the three modes.
Another Suzuki first is the Hill Hold, Slope Dependent and Load Dependent control systems available on XT. Hill hold control automatically applies the rear brake when the motorcycle is stopped on an upward slope to prevent rollback when the brakes and clutch are released. Slope Dependent control constantly monitors posture and if required controls brake pressure to prevent rear wheel lift during downhill braking.
Load Dependent system supports optimal braking by compensating for varying load conditions such as the difference between riding solo or with a pillion and loaded luggage vs unloaded.
An updated traction control system now features three modes of control (previously two) inspiring greater confidence in diverse riding conditions. Mode 1 is for spirited riding with minimal level of intervention. Mode 2 is ideal for commuting and regular riding conditions and Mode 3 is best suited for poorer riding conditions such as wet or cold roads as it offers the highest level of intervention.
An upgraded Bosch inertial measurement unit (IMU) equipped on the XT model now works on 6-directions along 3-axis rather than the 5-axis of the previous system. This allows it to detect pitch, roll, and yaw movements based on the angular rate and acceleration. This new high-performance 6-direction IMU combines a 3-axis angular rate sensor (gyrometer) and a 3-axis acceleration sensor in a single compact unit.
The motion track brake system exclusive to XT combines information on the posture of the vehicle from the new IMU with the front and rear wheel speeds. This allows the ABS to activate not only in a straight line but also when the vehicle is leaning. When the brake lever or pedal is operated, this system instantly assesses the need of ABS operation by calculating the posture of the vehicle and front and rear wheel speeds. When judging the need of operation, ABS unit decreases braking pressure, and continues to control the increase/decrease of the pressure according to the traction available.
This latest ABS system allows the rider to select from 2-levels of intervention. Mode 1 provides minimal intervention and is suitable for flat dirt roads, whilst Mode 2’s intervention timing is earlier than Mode 1 and is ideal for normal tarmac roads.
A newly added Combined Brake System automatically applies pressure to the rear brake to help stablise the motorcycle when the front brake pressure rises to a certain degree.
An updated windscreen design compliments the new exterior design. Developed utilising wind-tunnel testing, the new screen can be finely adjusted without tools to one of 11 positions across a 50mm vertical range.
The instrument panel presents all required information on a full LCD screen using a clean and intuitive layout with information displayed in order of priority. Included in the display are the speedometer, tachometer (full pixel digital display), gear position indicator, odometer, trip meter (A, B), instantaneous fuel consumption, average fuel consumption, driving range, fuel level indicator, engine coolant temperature indicator, ambient air temperature indicator, clock, voltage meter, service reminder, SDMS mode, traction control mode, cruise control indicator, ABS mode, hill hold indicator, engine rpm indicator light,frost indicator light, turn signal indicator light, high beam indicator light, traction control indicator light, ABS indicator light, and neutral indicator light.
A USB port is located left side of the instrument panel. It can be used as a power source for charging a smartphone, navigation system, or other similar device.
The lightweight and compact chassis is the core factor in achieving the V-STROM’s comfortable and enjoyable character. The narrow width of its V-twin engine allows the motorcycle to maintain a slim body shape even with a 20L fuel tank present, allowing the rider to easily reach the ground with their feet.
Utilising a cast aluminium twin-spar frame featuring the optimal rigidity balance for exceptional stability and handling performance. The frame supports everything a rider requires to embark on their next big adventure from straight line stability to smooth and natural cornering with high levels of traction.
The 43mm KYB inverted front fork features adjustable compression damping, rebound damping and spring preload and can be tailored based on rider preference and usage.
The V-STROM 1050XT also sports a completely new seat design that allows the seat height to be adjusted an additional 20mm higher than the standard position. The KYB rear shock features adjustable spring preload via an external hand dial to easily facilitate adjustments between riding solo, with pillion or fully loaded with luggage.
TOKICO Monobloc radial mounted front brake calipers handle stopping duties matched with dual 310mm floating discs provide strong braking performance with remarkable feel.
The footrests are constructed of tough steel and have been redesigned to make it easier for the rider to stand on flat dirt, and are also wider than the previous version.
Protection and convenience on the XT is taken to the next level with an aluminium under cowling and accessory bar guarding underneath and side of the engine whilst stronger hand guards have been employed to protect rider’s hands from wind, rain and flying stones. The lightweight centre stand is well balanced and is useful when performing maintenance tasks and loading luggage.
Wire-spoked aluminium rims are fitted as standard on the XT model offering improved road absorption whilst the standard model is equipped with 10-spoke cast aluminium wheels. Both variants are shod with Bridgestone Battlax Adventure A41 tyres.
A vertically stacked LED headlight and LED rear combination light deliver excellent visibility and stylish looks, the XT also features LED indicators as standard equipment.
Other niceties include Suzuki’s Low RPM assist system which monitors and automatically raises the idle speed when taking off from a stop or when riding slowly through traffic and
Suzuki’s Easy Start System which provides ultra-convenient one-touch engine starting.
Suzuki is tipped to unveil a revamped V-Strom range with an updated and maybe bigger engine with a cosmetic makeover to match the reborn Katana.
The company’s latest teaser video clearly shows the flagship 1037ccc model in all its glory with a squared LED headlight to reflect the more angular styling of the Katana model.
Does this mean more models in their range will follow this new design philosophy?
Katana headlight
There is a clear shot of an updated tablet-style fully digital instrument panel which could mean updated connectivity and electronic wizardry.
It’s a blank screen and it looks like it doesn’t handle glare very well!
The windscreen looks taller, the seat is now split, it appears to have LED indicators, there’s an engine guard and is that a bigger fuel tank?
We also note different engine casings and a fatter exhaust pipe in the video which means they have likely updated the engine for next year’s tougher Euro5 emissions requirements.
That could also mean a bigger engine than the current 1037cc twin.
We won’t have long to wait to find out as the bike will be unveiled on Tuesday at the EICMA motorcycle showing Milan.
V-Strom 650 update?
This video only shows the flagship model, but we suspect the three 650 models will also get an update.
Why?
Because Suzuki Australia is currently offering great runout deals on both the 1000 and 650.
There may be some other treats from Suzuki at EICMA.
After years of teasing, Suzuki might unveil a turbo model, perhaps even a turbo Hayabusa or Katana. More likely it will be something in the mid-range engine capacity.
There will probably be a concept bike and an electric.
Some have even suggested a smaller version of the recently released Katana.
