2023 suzuki v strom 1000 review năm 2024

Suzuki’s adventure flagship is now more dirt-friendly than ever, while retaining its renowned credentials for touring, comfort, and reliability

Suzuki certainly has some iconic motorcycle families, and two of them instantly spring to mind: the famed GSX-R sportsbikes and the V-Strom adventure-touring machines.

Sportsbikes are certainly a harder sell these days, but the V-Strom family just keeps on going from strength to strength, 21 years after the family was born. In 2023, that not only amounts to an all-new middleweight in the shape of the parallel-twin V-Strom 800DE but also two new V-Strom 1050s: a road-orientated 1050 and the off-road-capable, spoked-wheel 1050DE.

Amongst all that frenzy, the venerable Suzuki V-Strom 650 V-twin will continue in the local line-up for the 20th straight year, offering Aussie customers a choice of four unique models and two separate engine configurations.

And, for those who are wondering, the ‘V’ in V-Strom has a twofold meaning: a reference to the V-twin engine that’s hitherto been the backbone of all the models, and also a nod to the line-up’s ‘versatility’ – which is still as relevant as ever, and even more so with the new DE model suffix. And Strom? It’s a German word, suggesting the fine flow of power it delivers.

That may or may not have provided unanswered questions, so let’s now get down to the business of engaging with the Suzuki V-Strom 1050DE. Suzuki is marketing the new flagship as the fourth generation of the one-litre ’Strom, but it’s probably more an evolution of the three-year-old V-Strom 1050XT.

It shares the same fundamentals – a 1037cc 90-degree V-twin and twin-spar aluminium frame – as the 1050XT, but then Suzuki gets more off-road serious in the 1050DE with the fitment of a 21-inch front wheel, wider handlebars (by 20mm), wider steel footpegs (with removable rubber inserts), longer-travel suspension, more ground clearance, an aluminium bashplate, crash bars and a wonderfully easy-to-use 5-inch TFT screen.

Geometry changes have focussed on a longer swingarm and wheelbase and rangier rake and trail, while riders can now switch off ABS at the rear and there’s a new Gravel mode in the traction control module. The 1050DE also has a two-way quickshifter and two charging ports: one USB on the dash, and a 12V option under the seat.

There are three liveries: Champion Yellow/Metallic Mat Sword Silver, Pearl Vigor Blue/Pearl Brilliant White and Glass Sparkle Black/Metallic Mat Black.

Evolution or new generation, that’s quite a lot of updates, and a day spent winding through the web of gravel and dirt roads north of Melbourne would tell the story of whether the $24,690 ride away 1050DE represents a new V-Strom benchmark.

Ideal temperament

I’d have to give that question a resounding yes – still in the context of adventure touring remaining the model’s bread and butter, but now with the means and temperament to take off-road exploration to new heights.

For a start, it’s almost impossible to take umbrage with the V-twin powerplant, which has been refined over the years from its early working days as the muscle behind the TL1000S roadbike.

The power delivery is just so predictable, and the fuelling is spot on. Nowhere was that refinement more evident than filtering through slow-moving traffic out of Melbourne, where the 1050DE was a compliant off-sider: no chirpy on-off throttle to upset the rhythm.

The 1050DE does have a taller first gear, too, which further negates a potential hair-trigger throttle, and sixth gear’s now taller as well – a true overdrive which has the machine spinning at just 3800rpm at 100km/h.

The 1050DE won’t be climbing snotty, unpaved hills, so a taller first makes complete sense, while the addition of the bi-directional quickshifter adds another buttery-smooth element to an already compliant gearbox. Previously, the quickshifter was an up-only setup.

Suzuki hasn’t obsessively focussed on the ‘taller’ route, though, with external gearing now shorter on the 1050DE compared to the 1050XT thanks to a 45-tooth rear sprocket instead of a 41.

So it’s perkier where it makes the most impact – in the middle gears. There are three ride modes which can be changed on the fly – A, B and C – which all produce full power and torque: 107hp (79kW) at 8500rpm and 100Nm at 6000rpm but with varied throttle responses. A is the most aggressive, followed at mellower levels by B and C.

I was perfectly comfortable in A, but some riders may opt for B on dirt roads, for example. With such a tractable engine, I can’t see C being used too often – but each to their own.

The engine is fed by independent 49mm throttle bodies, and there is one change to the engine’s internals: the exhaust valves are now a hollow, sodium-filled design which claim to reduce heat in the combustion chamber.

The 1050DE comes standard with Dunlop Trailmax Mixtour rubber, which lean more towards tarmac than gravel. Still, they more than hold their own off-road, and in the new Gravel traction control mode the 1050DE is a lot of fun.

The ‘G’ setting isn’t extreme, by any stretch, but it does allow a nice amount of drift and help to maintain that all-important momentum.

The traction control can also be turned off, and the navigation on the new five-inch TFT screen to manage this function – and all the other appointments for that matter – couldn’t be easier. A lot of other manufacturers could learn a thing or two from Suzuki…

The 1050DE’s six-axis Bosch IMU governs the traction control and other electronics including the cornering ABS and the four ride modes.

By the way, the front tyre on the 1050DE is tubed, and the rear is tubeless – obviously a function of how the wheels are laced. I did get a flat on the rear, but it was diligently plugged by the Suzuki support crew while I had lunch…

Taller and tougher

At 252kg (wet), the 1050DE certainly has some carriage – 5kg more than the 1050XT – and holds its weight quite high, but you’d be hard pressed to even realise that on the road. Well, I didn’t, and it’s only in slow-speed riding and manoeuvring it into position at the end of the day where the weight is really felt.

The 1050DE has longer-travel KYB suspension than the 1050XT – by 10mm on the front and 9mm at the rear – and ground clearance has also risen by 25mm to 190mm. There’s remote preload adjustment on the rear, which is always a good thing.

The standard seat height is up there at 880mm, and it was a little too nerve jangling for my 172cm elevation so I took up the option of the accessory 850mm perch instead. Much better – and there’s also a 910mm option if you want to go the other way.

Great seat, though, with ample room for fore and aft movement and it’s also a solid-mount design to cope with more rugged terrain. The pillion seat isn’t too bad, either, which I used when pillioning to lunch while my rear tyre was being repaired.

The sturdy aluminium bashplate will also keep the exposed oil cooler protected, and the drive chain is now stronger.

The smoke-tinted windscreen on the 1050DE is 80mm shorter and slightly narrower than the screen on its road-focussed sibling, the cast-wheeled V-Strom 1050, and requires an Allen key to adjust it.

That’s one of the main differences between the two new models, other than the standard model being $1700 cheaper. The V-Strom 1050 also has an adjustable seat, lower seat height (855mm) and it has a 19-inch front wheel (tubeless, too.) There’s also a composite bashplate, and it doesn’t have crash bars.

I also punched out a few miles on the V-Strom 1050 and, while it also lacks the electronic wizardry of the V-Strom 1050DE (no switchable ABS or G traction control mode), it’s a seriously competent adventure tourer.

And for both models, there’s an abundance of accessories including heated grips, higher seats and screens, plastic and aluminium luggage, tank bags, skid plates, larger footrests, a side stand extension plate, mirrors, LED fog lamps and a variety of decals.

The verdict

The story of the 1050DE goes something like this: think of it as being a competent machine to head off-road rather than being the ultimate off-road scalpel.

If that’s the mindset, there’s just about zero chance of being disappointed because it’s still a fantastic on-roader across all the major performance and handling metrics.

There’s certainly some competition out there across the adventure-touring paradigm, complete with sharp pricing and high levels of standard spec, but that’s nothing new for a machine which has faced all sorts of challenges since its debut in 2002.

And the V-Strom has endured because it’s an all-roader of the highest order. Others do road and dirt better, no doubt, but the 1050DE is yet another example of how Suzuki plays the versatility card with aplomb.

Is Suzuki V Strom 1000 a good bike?

The V-Strom is a fantastic all rounder and is great value. Why would anyone pay many thousands more for a BMW GS when the Suzuki does it all and in many instances, does it better. I have had a lot of fun owning mine and would recommend them to anyone. Try it, you'll like it!

Is the V Strom 1000 fast?

Suzuki V-Strom 1000 – 11.60 seconds. 0-60 mph: 3.1 sec.

Is Suzuki Vstrom reliable?

SUZUKI DL650 V-STROM (2004-2010) Review, Specs & Priceswww.motorcyclenews.com › bike-reviews › suzuki › dl650-v-stromnull

How much horsepower does a 2023 V Strom have?

Before loading the 2023 Suzuki V-Strom 800DE on our in-house Dynojet 250i dynamometer, the middleweight adventure bike measured a 507-pound wet weight on our automotive scales. On the Cycle World dyno, the Suzuki V-Strom 800DE produced 72.2 hp at 8,500 rpm and 50.2 lb. -ft.