Suzuki V-Strom 1050: ROAD TEST of the “Stream of Storm” [PHOTO and VIDEO]

V-Strom a name that originates from the union of the letter V, which recalls the “V” arrangement of the two cylinders and CURRENT, which is the contraction of “Stream of Storm”. There V-Strom it is one of the longest-lasting models on the market, now in its twentieth anniversary. A winning product that over the years has been able to evolve and adapt to the requests of loyal and demanding customers. Consider that the first generation dates back to 2002, the second generation in 2014, the third generation in 2020, up until today its fourth generation.

TIMELESS DESIGN, THE BEAK IS A DIRECT HOMAGE TO THE DR-Z800

Compared to the 2002 model, the lines have changed a lot in recent years, but they have always been Suzuki design has always been in its DNA, so much so that V-Strom takes shape from DR-Z800, one of the most beautiful bikes I have participated in 1988 Paris-Dakar Rally. From which you can see the unmistakable front beak and the cut starting from the tank. The front headlight a LED overlapping ensures excellent visibility on the road. The rear light cluster is also completely a LED , as well as the direction indicators. The windshield is designed to reduce turbulence as much as possible and give maximum coverage to the driver.

It is vertically adjustable by 50mm via a quick release handle. On the left side of the instrument panel there is a USB port for charging our devices. The five-inch instrument cluster It is multifunctional color TFT LCD. Its visibility is excellent, all the information is clear and within easy reach. The brightness of the screen is also excellent and is not bothered by strong sunlight. The speedometer has a light indicator programmable in the number of revolutions which flashes when the set speed is reached. The LCD display, among other things, allows you to view pop-up alerts.

CHASSIS AND FINE COMPONENTS MAKE IT EASY TO HANDLE AND LIGHT ON THE ROAD

Compared to DE the front rim is 19 inches and then weighs 10 kg less. There V-Power 1050 born to be enjoyed on the road. The double beam frame it is made of aluminum alloy and is made to offer an optimal level of flexibility and resistance. It is the fulcrum that holds together all the components to which the seat support frame is also attached, which has been updated with the addition of supports for the battery and the rear mudguard. The engine layout allows for a slimmer chassis design with a lower center of gravity. The saddle is independent for rider and passenger. There is greater driving comfort and it is also more aesthetically appealing. For taller people, the driver's seat can be raised by 20 mm. In addition to being able to store small objects and documents, the passenger underseat also has a 12V socket. The handlebar is made of aluminum with a variable section and offers the right degree of rigidity and optimal grip. The upside down forks KYB they are 43mm, fully adjustable. Also the single shock absorber the linkage is KYB. Its preload can be adjusted by turning the visible knob and then there is the rebound adjustment. L'braking system is designed by Tokico, with radially mounted monobloc calipers that bite the 310 mm floating discs. Being there the ABS system, they work together with the rear brake. The exhaust system is a 2-in-1 and gives the right sound for the twin-cylinder, a roar that satisfies considering that it complies with the Euro 5 regulation. Certainly the muffler has somewhat demanding dimensions but it is difficult to do better with the current approvals.

TOP ELECTRONICS FOR THE 90° AV TWIN-CYLINDER 

Il twin cylinder engine many-tested a V of 90° it is 1.037 cm3 and delivers a power of 107 HP which is released at 8.500 rpm. Maximum torque is 100 Nm 6.000 rpm. It is made from lightweight forged pistons and the heads are anodized. Each cylinder is fed by 49mm electronic throttle bodies. The butterfly valve of each body is opened and closed independently. There are two iridium spark plugs present in each cylinder, the primary of which lights up throughout the entire engine rpm range, while the secondary helps to improve combustion efficiency and the power delivered at low speeds. L'electronic accelerator it's kind of ride-by-wire which together with the ECM control unit, controls the movements of the butterfly valves. Thanks to the 3-axis inertial platform and 6 directions IMU. It integrates accelerometers and gyroscopes by measuring angular velocity and acceleration while constantly monitoring pitch, roll and yaw. The friction Clutch Assist System created to reduce left hand fatigue, it complements the system bidirectional quick shift which allows you to change gear without using the clutch. The applied technology allows to obtain a refined traction control and ABS system, but there are many systems present such as: Slope Dependent Control System, Load Dependent Control System, Hill Hold Control System and many others.

THE TEST: ROTATING THE THROTTLE CREATES THE STORM

La V-Power 1050 It was created mainly to be enjoyed on asphalt roads. Ideal for a comfortable ride and for covering many kilometres. It hides a double soul, a bit like all the latest generation motorbikes which, despite having the right cavalry, offer notable acceleration and progression. The cruise control, ABS system and the mappings are all adjustable, up to and including deactivation of the cruise control, but this is not possible with the ABS system, which can only be deactivated on the version DE. During our test, we often drove with Traction Control in "1", mapping in "A" and ABS in "1" (the more we increase the levels, the greater their intervention will be). None of these checks were invasive, on the contrary, they were performed surgically to improve driving performance. No power cut other than a well-managed control of the rear which sometimes attempted to indicate a slip in lean, due to the standard tyres, perhaps less performing on routes which include changes in temperature of the asphalt, caused by the humid areas in shade and dry sunny areas (typical of a mountain pass). In any case, the guide of V-Strom it is effective, precise and relaxing.

However hard you push it, the typical on-off effect is not felt and the gears with quickshifter they engage punctually and without jerks unless you force too much sporty driving and then the gearbox does not respond promptly. The Department suspensions it's right, it follows perfectly even paths that are not perfectly asphalted and the saddle, although comfortable, is ideal for the context of the motorbike. If we analyze the Japanese car from the point of view of sportiness it doesn't disappoint, on the contrary, if it opens the throttle it comes out of the curves strongly but this is not its focus. If, however, we focus our attention on its actual use, then it is a motorbike with zero defects. There could be some improvements in functionality, such as the windshield which is only adjustable manually and not electrically. The seat has a good height for people at least 1.70 cm tall. The weight, although average, is challenging only when maneuvering from a standstill but when driving it completely disappears, also thanks to the position of the engine which allows for a slim chassis, which significantly improves agility when changing direction. Also there braking It has a good bite, is modular and concrete.

There are no particular details to analyze further except that we can confirm that the entire project works in the direction of driving pleasure and comfort. There Suzuki V-Tree It has a price of 15.290 euros including VAT and is available in 3 colours. For off road lovers, for a few hundred euros more, there is the version DE which mounts spoked wheels of which the front is 21 inches.

Dimensions: length 2.265 mm; width 940 mm; wheelbase 1.555 mm; saddle height 855 mm
Motor: 90° V-twin, 4-stroke, cooled. liquid, DOHC, max power 107 HP (79 kW) – 8.500 rpm, max torque 100 Nm 6.000 rpm
Displacement: 1.037 cc
Shift: 6-speed with Quick Shift up and down system
Weight: 242 kg in running order
Front suspension: Kayaba Ø 43 mm
Rear suspension: Mono Kayaba 
Braking system: 310mm double disc front, 260mm single disc rear, with Tokico calipers
Tires: 110/80 R19 M/C (59V) front, 150/70 R17 M/C (69V) rear.
Tank capacity: Lt 20
Consumption: 5,2 L / 100 km
Price: 15.290 euros VAT incl