Motorcycle specifications Suzuki1050 V-Strom XT 2021 The breath of stones

When the V-Strom first appeared, we wanted to keep things simple: a big twin, a bit of epic between the rims, a protective template and road use within everyone's reach, including the price. When the third generation came along, we decided to have it both ways. The road for her, a more adventurous profile with an XT version.

Now, it's going from strength to strength. On many levels. She and her sibling have made this clear with a 1050 badge as a prelude. A purely narcissistic name game, since the engine's displacement has not changed at all. But the V-Strom 1050 XT has decided to become far more interesting, better equipped and more tempting than the standard version. Suzuki has created a small gap between the two, which only one can bridge.

V-strom models have been discreet in the landscape, struggling to find their place in the must-have word. So Suzuki decided to make a strong, iconic statement, dipping its designers' pencils into the past to guide their hand. The result is a reinterpretation of the DR 750. Nostalgic fans will appreciate it, while others will have to come to terms with this blend of cubism and fixed angles. Slenderness seems forgotten, robustness suggested, provocation assumed. Suz has taken up the color theme and graphics of its 90s trails, with pop-fun worthy of Andy Warhol. As discreet as the DL 1000 is, the XT is easy to spot from 1 km away.

but why does it want to be noticed so much? To show that it offers more. The spoked rims are an immediate eye-catcher, a must-have for any trail-oriented rider. Then it's all about the equipment. The XT protects its engine with aluminum side covers and a tubular steel cage, commonly known as a crashbar. Handguards are fitted to the handlebars, a welcome detail that goes hand in hand with the two-height adjustable seat. Comfort also comes in the form of a Plexiglas window in front of a tubular support, ideal for anchoring a road-book, a GPS or a photo of mother-in-law. But although the new bubble can be adjusted to 11 different positions, the mechanism is not accessible while riding, nor when stationary on the saddle. You have to stand in front of it.

She's still got some left. It's out of the question to leave on the run, especially if you can see a long way. As the V-Strom has no universal joint, the presence of a center stand is a blessing for routine maintenance. We also praise the suitcase anchor points, the USB connection on the dashboard and the 12V socket under the seat.
Finally, the XT confirms its differences in terms of looks, with more stylish mirrors and a translucent taillight. On the weight side, it's also noticeable. 11 kilos more, for a fully loaded weight of 247.

the 4th-generation V-Strom is more powerful than ever. Some work on the ACTs enables the 1037 cm3 to produce 107.4 horsepower, a gain of 7%. The engine is Euro5 compliant, with increased cooling capacity and a new oil cooler. Maximum torque, on the other hand, is down very slightly (from 101 Nm to 100 Nm), and is obtained 2,000 rpm later. The V-Twin risks losing in roundness what it gains in watts.
An A2 version was announced when the 1050 V-Strom was unveiled. It will have taken Suz a little over a year to put it in place, but it's here, and will be available in 2021.

With the same engine, better equipment and..... more electronics, the XT really wants to attract customers interested in its family. Should it appeal to technophiles or take advantage of what driving aids have to offer, or take the gamble of being over-equipped or bank on added value? The Suz isn't looking for something different, it's showing that it, too, loves processors.

With a new ride-by-wire throttle and the arrival of an IMU inertial unit, the Hamamatsu-based company is unveiling its 'SIRS' (Suzuki Intelligent Ride System) assistance package. The package includes angle-sensitive brake control with front/rear distribution and load adaptation, two ABS modes, hill-start assist, rear-wheel anti-lift and cruise control.
Added to this are the modules shared with the standard 1050 V-Strom. These include three engine maps, 3-stage traction control, 'RPM Assist' low-speed engine assistance and 'Easy Start', which starts the engine with a simple push.

we're not yet on the level of a Multistrada, GS or Katoche Adventure, but we're getting close. The big V-Strom has been extensively redesigned, and its engine and equipment have been strengthened, but the chassis has been left alone, and is quite happy with it. It's one of the few machines in this segment to be held together by a double-spar, perimeter-type aluminum frame. The 43 mm inverted fork is by Kayaba, KYB to its friends, and is adjustable from all sides. The monoshock adjusts for preload and rebound. As for the brakes, they still respond to the demands of Tokico 4-piston radial calipers on 310 mm tracks. This equipment has long been a source of satisfaction, perfectly matching the use and character of this bike. The 20-liter fuel tank and 400 km range will give you plenty of time to test these dynamics.

In front of the rider's eyes, there are no needles to check what's going on. An all-LCD dashboard has taken its place. This comes as a bit of a surprise, given that the competition has turbocharged to include TFT screens, smartphone connectivity and even GoPro controllers - all that's missing is an A.I., which shouldn't be long now - Suz remains midway between modern and state-of-the-art, in order to keep costs under control and maintain its strike force: reasonable prices.

Even if this is less the case with this XT variant, which is undoubtedly more seasoned than the std. A fact to be put into perspective when you consider the average shopping basket in the trail-GT clan; it hits harder than sportbikes. Is the Suzuki 1050 V-Strom XT now an alternative or a threat to the stars of the category?

M.B - Manufacturer's photos