Motorcycle specifications Suzuki1050 V-Strom 2022 En-quête d'identité

The big V-strom has been on the market for almost 20 years. It's the kind of bike that convinces by its simplicity, ease of use and low, calibrated price - not by its bluster. Yet it's not the trail bike you first think of. And wrongly so, for this is a good and highly recommendable machine in many respects. Its faults? It lacks the reputation of a GS or a KTM Adventure, the escapist image of an Africa Twin or a Super Ténéré, the sportiness of a Ducati Multistrada - in short, it lacks that little something extra that changes everything.

Suzuki wants to give it a new face, inspired by an important moment in the history of its trail bikes. Younger riders will be surprised by the straight, almost cubic profile. For the older ones, the filiation will be blatantly obvious, and memories of the DR 750 / 800 will 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 recent Katana.

Miss V-Strom is a little retro in design, not at all in electronics, and maintains a certain status quo in technology. With its facelift, it seems to become a completely different machine, even though it conceals exactly the same chassis as the previous generation. Whether it's the new V-Strom or the evocative evocative V-Strom, it's up to you to make the scales think. The latter gains 4 kilos in the transformation, ending up at 236. It's not the aluminum perimeter chassis or the fully adjustable 43 mm inverted fork that are to blame for the weight gain. Nor in the narrow rims, the shock absorber with remote preload adjustment knob or the braking system. In the engine, perhaps?

Neither. We're back to the big twin we got from the TLS / R a long time ago. But this is where the V-Strom takes its new path. It's now called 1050, as if to better match its cubic capacity, which hasn't changed by 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. As for nature, it's the catalytic converter that's been reworked.

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 twin-cylinder of the big V-Strom 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 functions (cruise control, Hill Start Control, brake level control, etc.) are also available, but Suzuki has reserved them for the XT version. This is to make the XT version more attractive, while giving the standard version a price advantage in its sector.
Curve-modulated ABS and "Easy Start" and "Low RPM Assist" starting aids are still available. With the former, you press the starter motor for a moment, and 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.

still, we're going to grumble a little about certain details. Anchor points for suitcases are still optional, as is the center stand. The handguards and engine cover have disappeared. As for the tool-free adjustable bubble, you'll have to do without it...... Unless you go for the XT version to take advantage of all this.
We can console ourselves with the availability of an A2 version, the use of LEDs for both front and rear lights, a touch of classy finish with bronze-colored engine parts, the renewal of a limited-slip clutch and the adoption of an LCD display for the speedometer. The brand is taking its time with the TFT...
A little special feature: the 1050 V-Strom 'Full' is available in three colors (not very cheerful, by the way). The A2 comes in just two, including a red that's much warmer than the other shades.

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 ticket, you can treat yourself to one of the benchmarks with NASA equipment, or this V-Strom with the right accessories and a trip to Timbuktu.

M.B - Manufacturer's photos