Motorcycle specifications Suzuki1050 V-Strom SE 2025 Identity investigation

The big V-Strom is now called SE. Not for Special Edition, but for Sport Explorer. This is the new nomenclature for Suzuk' trails: SE for on-road models, DE for off-road models.

The improvements are too early for the brand to rework this model. In 2023, the 1050 DL benefited from the return of handguards, a small sabot (more aesthetic than anything else), the grafting of a tool-free adjustable windshield, a center stand and an adjustable seat. The big "phase 4" V-Strom thus became a fusion of the old standard and XT versions. All the extras of the "adventurous" version are found on the base version

The only notable change on the engine side was the introduction of sodium exhaust valves. Alongside this, gear ratios 1 and 6 were reworked, the final drive was shortened, and a bidirectional shifter boosted gearshifts. Suz' also fine-tuned the cruise control, the throttle feel, and the dashboard with the arrival of a 5-inch color TFT screen. It's a well-known panel, as it equips the Katana, GSX-S 1000 GT, GSX-8S and V-Strom 800. This is a step up in quality, with more and better options. As a result, prices have risen sharply, yet the big Smurf is still very well placed in relation to the competition (price-wise).

The big V-strom thus marks a significant evolution, overlaying its reworked identity in 2020. What happened? :

Replay with inspiration drawn from an important moment in the history of its trails. Younger riders will be surprised by the straight, almost cubic profile. For the older ones, the filiation is blatant and memories of the DR 750 / 800 spring to mind. Nicknamed "Big", this DR had pushed mono very far in its cubing.
With its headlight even squarer than its silhouette, the machine also suggests a filiation with the Katana.

Miss V-Strom is a little retro in its design, not at all in its electronics, and maintains a certain status quo in its technology. It appears to be one of the most recent machines, yet it conceals exactly the same chassis as the previous generation. With a little extra weight, this trail bike now weighs in at 242 kg ready to ride, and it's not the aluminum perimeter chassis or the fully adjustable 43 mm inverted forks that are to blame. Nor in the narrow rims, the shock absorber with remote preload adjuster or the braking system. In the engine, perhaps?

Neither. We're back to the big twin we got from the TLS / TLR a long time ago. But that's where the V-Strom took its new path. It's been called 1050 since phase 3, as if to better match its cubic capacity, which hasn't changed a single mm3. Because 1050 is closer to 1037, its displacement today, yesterday and since 2014.
Just because we haven't moved doesn't mean we haven't changed. The block had to pass Euro5, so the engineers got busy. By increasing the compression ratio a little, increasing the diameter of the injection bodies (from 45 to 49 mm), and optimizing the camshaft profile, they were able to give it 6 more horsepower. The result is a family stronghold with 107 horsepower at 8,500 rpm. But this gain comes at a price. Firstly, maximum power is perched a little higher, 500 rpm higher. Secondly, maximum torque is set much higher, and loses a little of its strength (just 1 Nm). To reach 10.2 mkg, the rev counter will read 6,000 rpm, 2,000 more than before. Let's not forget that the overall profile of the torque curve is more convincing than its maximum. For reliability, Suz has replaced the radiator with a 15% more efficient model, complemented by a new oil cooler. The catalytic converter has been reworked to make it more environmentally friendly.

Faced with 130 or 140 horsepower competition, or even much more powerful, this reasonable dose of watts may seem a little low. Not to worry: the V-Strom's twin-cylinder engine has always proved itself to be playful, more than sufficient, and so far removed from the ego considerations of its rivals. It doesn't care about a hypersport CV. When it comes to electronics, on the other hand, he's looking forward to taking big gulps.
Firstly, he'll be adopting ride-by-wire, then installing a multiplexed wiring harness. Secondly, he'll be swapping the 5-axis IMU inertial unit for a more precise 6-axis one. Next, install a more advanced traction control system, this time with 3 modes (deactivatable). The driver will also have 3 engine mappings, all delivering the same power but modifying the response to acceleration. Other cool features (cruise control, Hill Start Control, brake level control, etc.) were only available on the XT model - they're now standard on this model.
Other features include curve-modulated ABS and the "Easy Start" and "Low RPM Assist" starting aids. With the former, you press the starter for a moment, and then it works by itself until you start. With the latter, the revs increase as the bike lifts off to avoid stalling. The 12V socket is still on board, now tucked away under the passenger seat.

Let's not forget to mention the use of LEDs for both front and rear lights, a touch of classy finish with bronze-colored engine parts and the renewal of a limited-slip clutch.

This major refresh of the 1050 V-Strom is not a race for power, refinement or technology, but an adaptation to its market. It's well aware that there's no point in teasing the leaders of the maxi-trail group. To its advantage, it remains a benevolent all-rounder, with a price positioning that's far from outrageous. For the same price, you can treat yourself to one of the benchmarks with NASA equipment, or this V-Strom with the right accessories and a trip to faraway peninsulas.

M.B - Manufacturer's photos