Motorcycle specifications Suzuki1050 V-Strom DE 2025 A dos de pierres

For a long time, Suzuki had only one large trail bike in its range, the V-Strom. A road-only model at that. Then 2017 saw the appearance of an XT version with spoked wheels. Not yet enough to talk about adventure. Just a hint.

It ' s in 2020 that things start to simmer. This time, the 1050 XT is less asphalted than the standard model. More equipment, more protection, but it's still shy of lifting clods of earth.
So Suz decided to take things to the next level and motivate its mercenary with more convincing tools. Code name: Dual Explorer!

Only the name "DE" will be retained for clearance. It's shorter, probably less snappy, but what does it matter? Drifts, ruts, paths and goats can't read.

However, it's almost the only way to recognize this descendant of the 1050 XT. Quid? Either to save money or to ensure continuity... but Suzuki didn't give the designers a yen for the V-Strom D.E.'s silhouette. There's no need to look for the slightest difference with the XT. Plastics, hand guards, headlights, mirrors, fuel tank and tank are identical. The profile inspired by the DR 800 "Big" ancestor is still very much alive.
The only elements that have evolved are those that have been given a new mission. So take a look underneath.

the mudguard has changed. Its 3-part construction is there to better absorb shocks. Immediately afterwards, we discover a good-sized aluminum engine mount. Exhaust and oil pan will praise its presence. But where does this strange sensation come from, that the brake discs are smaller? And yet, like yesterday, they are displayed with a diameter of 310 mm.
Oops, what a fortuitous confusion. It's not the discs that have shrunk; it's the front wheel that has stretched!

More than that, in fact. Narrower and larger, it has taken on real off-road dimensions. Gone are the 110 mm 19-inch wheels. The bow can take on more or less challenging roads with a 21-inch 90/90. Tubeless tires, however, cannot be fitted.
This is just one element of the "adventurous" work carried out on the V-Strom D.E. From one end of the machine to the other, the details demonstrate a real desire to show a more adventurous path.

With the new rim and suspension travels increased by 10 and 9 mm, ground clearance has risen by 25 mm (190 mm in all). The swingarm, apparently identical, is longer and stiffer. In fact, the wheelbase has increased by 4 cm. The caster angle has also been reworked.
This V-Strom expects to take a beating. Its footrests are wider and made of steel (which can be bent, not aluminum). The rear buckle is reinforced, as is the drive chain. Riders will also immediately notice a difference in their riding position: the torso is tilted further forward, and the feet are positioned further back. The higher seat height (880 mm) is bound to be a problem for some riders, but is much better suited to touring. The handlebars are 20 mm wider for greater manoeuvrability, and are also reinforced. As for the seat, lightened, it is not adjustable, unlike the other V-Strom. The bubble offers less protection thanks to its smaller size - which is precisely what it's designed to do to clear the horizon.
As for the Dunlop Trailmax Mixtour tires, they're a compromise between on- and off-road, as customers demand.

now we know what the V-Strom 1050 DE is all about. Its 107-horsepower twin will always be happy to take it to many corners. For this new episode, we've added a new motorization. A few hollow valves filled with sodium and revised gear ratios 1 and 6 make up the bulk of the work. Otherwise, we're back to the good old enthusiastic twin-cylinder, with its dual ignition, forged pistons, 10-hole injectors, 49 mm fuel injection, its yelp so mellowed since the days of the TLS and its assisted limited-slip clutch.

All right, the new V-Strom looks exactly the same as its predecessor. However, the same cannot be said of the dashboard. Suzuki is finally catching up with the instrumentation, with a 5-inch TFT color display. The screen is clear, easy to read and well laid out, with a pop-up notification system.
Electronic equipment has not lagged behind since the introduction of the 1050. Today, a V-Strom comes with full LED lighting, USB and 12V sockets, 3 engine maps with SDMS(Active- Basic- Comfort), cruise control, angle-sensitive ABS that can be deactivated at the rear, coupled front/rear braking and brake management according to gradient and on-board load, IMU, hill-start assist, Easy Start System, Low RPM Assist, and last but not least, a 3-level + 1-level traction control exclusive to DE: gravel, calibrated so that the rear end can handle gravel roads. An Up&Down shifter has also been added this year.

Remember that the big schtroumf was one of the first trails to adopt a double-spar aluminum perimeter frame (after theAprilia Caponord), as on the sportbikes?!? Yet it's not the most suitable for off-roading. But for the road, its original target, it's all good. Over time, it has been fitted with 4-piston radial brake calipers, a fully adjustable 43 mm inverted fork, a monoshock with remote preload adjustment, a 20-liter fuel tank, and a certain weight gain. 5 kilos more for the DE, or 252 units on the scales. This puts it ahead of a certain R1250 GS, but then... no big trail bike is light in this sector.

The 1050 V-Strom has decided to explore more regions, more roads, and even some rocks. Its upgrades will inevitably add to the bill, but it should remain one of the best value-for-money models in its class.

M.B - Manufacturer's photos