Suzuki V-Strom 1050 XT: design and technology for this new Japanese crossover

Defining which categories some motorcycle or car models belong to is not always easy, Suzuki for the new one V-Tree 1050 XT he even proposed three. The first is sports, because some fundamental components for riding such as the 19-inch front rim or the 43 mm upside-down fork with radial brake calipers recall the world of sports motorcycles. The second category is enduro, suggested by new design of the motorbike which recalls that of the Suzuki DR Big from the 80's from which the colors are also taken. Enduro also because the saddle material comes directly from Suzuki's off-road models, as does the tapered design in the seat area and the aluminum handlebar with variable section. The last category that V-Strom can belong to is touring thanks to the quick attachments for the side bags, the adjustable windshield and rear handles to make those in the back travel comfortable too. V-Strom 1050 XT is therefore one transversal motion which as we will see when driving it is oriented towards road and light off-road use.

Cycling and motorization

Suzuki V-Strom 1050 XT has the double beam frame and aluminum swingarm, adjustable suspension KYB rear mono settable both in spring preload and rebound, while at the front we have the fork always Fully adjustable KYB e Tokico radial brake calipers. This XT version then has i DID spoked rims with tyres Bridgestone Battlax Adventure A41. The engine remains faithful to the typical V-Strom setup, with a 90° twin cylinder e displacement of 1037 cc, as in the previous model. What changes is the power that rises to 107 hp at 8500 rpm with a maximum torque of 100 Nm at 6000 rpm and a more sustained curve from intermediate regimes onwards. The anti-pollution approval becomes Euro 5.

Electronics and setup

Where the distance from the previous model is very high is in the electronics where the Suzuki Intelligent Ride System SIRS This system uses the 6-axis inertial platform, which combined with the command of gas ride by wire allows you to have the traction control on three levels with the possibility of excluding it, the system Cornering ABS settable on two levels and the electronic brake distribution based on the load and the slope of the road we are traveling on. Then there is the hill start aid, the cruise control and the low rpm assistance system to prevent the bike from stalling. Engine output can then be chosen between three curves: A, B and C. The power remains the same but the delivery changes, where with the curve A il engine is more ready up to C where the supply is softer and less reactive. For this XT version, which is the more equipped, Suzuki offers the central stand, crash bars and the aluminum sump guard, the bag attachments and the hand guards. Then there is the adjustable windshield, the LED arrows and the adjustable saddle in height.

Driving

The route chosen for the test ride is varied, with stretches of state roads full of curves up to a section on the Siena ring road and about ten kilometers on dirt roads. In the saddle driving position is correct, with the torso vertical and iccommands well positioned. Only the gear shift is regulated Too short, thus not allowing you to position your left foot correctly. There saddle area rather tapered allows you to rest your feet on the ground even if you are 1,75 tall in order to control the motorbike even when stationary. In movement one immediately emerges nice agility which makes the bike seem very light, while the calibration of the suspensions supported and designed for road use make the bike composed on the trajectories and with little pitching during braking. THE brakes are powerful and scalable, only the handlebar control feels a little spongy, while the electronic brake distribution it is imperceptible in road use. The adjustable windshield he's able to release the air pressure from the torso making driving less tiring. The engine gives the best from 4000 rpm upwardsa nice sound coming from aspiration and sustained progression. The three engine maps they then allow you to choose the desired delivery, starting from C where the reactions to gas are softer up to A where we have the maximum response of the engine. In this configuration, in my opinion the most fun, there is only some small uncertainty in the initial sections of the throttle stroke. In the dirt road, about 10 kilometers of dirt roads, it was possible to evaluate the traction control, which works very well because It's not too invasive and can be adjusted on three levels or excluded completely. Gravel roads and light off-road are easily doable, even if the tires and suspension calibration are oriented more towards road use. During the test it also rained and we could appreciate it excellent behavior of tires Battlax A41, which were communicative and progressive even in the loss of adhesion.

Pricing

V-Tree 1050 XT has a price of 14.590 € and is available in three colors: white-orange, yellow-blue or total black. It is also available basic version with a price of 12.890 € but in this setup the inertial platform with the related driving aids is missing and we have traditional ABS. Also excluded are the bag attachments, the central stand, the spoked wheels and the windshield can only be adjusted with the use of an Allen key. The deliveries have already started and it is also possible try V-Strom in dedicated events made by Suzuki like the V-Strom tour.