Suzuki V-Strom 1050 2026 — Specifications

The large V-Strom touring model is now named SE. Not for Special Edition but for Sport Explorer. This is the new nomenclature for Suzuki trails: SE for touring models, DE for offroad types.

The improvements are too recent to warrant revisions to this model. In 2023, the 1050 DL benefited from the return of handguards, a small engine guard (more aesthetic than anything else), the addition of a tool-free adjustable windscreen, a center stand, and an adjustable seat. The large V-Strom "phase 2" became a fusion between the previous standard and XT versions. All the bonuses of the "adventure” model are now found on the base version.

The only notable engine evolution is the introduction of sodium-filled exhaust valves. Alongside this, the 1st and 6th gear ratios were revised, the final drive was shortened, and a bidirectional quickshifter boosted gear changes. Suzuki also refined the cruise control, throttle feel, and the dashboard with the addition of a 5-inch color TFT screen. A screen well known since it equips the Katana, GSX-S 1000 GT, GSX-8S and V-Strom 800. The standing improves qualitatively, the options are more numerous and better arranged. Consequently, the price has seriously increased; and yet, the large Schtroumpf remains very well positioned against the competition (in terms of price).

The large V-Strom therefore marks a noticeable evolution, layered on top of its identity revised in 2020. What happened then?

Replay: With inspiration drawn from an important moment in the history of its trails. Younger riders will be surprised by this profile with very straight, almost cubic edges. For older riders, the lineage is obvious, and memories of the DR 750/800 flood back. Nicknamed "Big," this DR pushed the single-cylinder engine very far in terms of displacement. With its even more square headlight than its silhouette, the machine also suggests a lineage with the Katana.

Miss V-Strom leans a bit into the past for its design, not for its electronics, and maintains a certain status quo in its technology. It seems like one of the most recent machines, while it hides exactly the same chassis as the previous generation. With a little extra weight; the trail now weighs 242 kg ready to ride. It’s not on the perimeter aluminum frame or the 43mm fully adjustable inverted fork that you’re going to find the weight. Nor in the narrow wheels, the shock absorber with remote preload adjustment or the braking system. Perhaps in the engine?

No. We find the large twin recovered from the TLS/TLR from a long time ago. But that’s where the V-Strom took its new path. It has been named 1050 since phase 2, to better reflect its displacement, which hasn’t changed by a single cubic centimeter. Because 1050 is closer to 1037, its actual displacement today, yesterday, and since 2014. It’s not because we haven’t moved that we don’t change. The engine had to meet Euro5 standards, so the engineers got to work. By increasing the compression ratio a bit, the diameter of the injection bodies (from 45 to 49 mm), and optimizing the camshaft profiles, they were able to give it an extra 6 horsepower. This is therefore the family stronghold, boasting 107 horsepower at 8,500 rpm. But this comes at a price. First, the maximum power is perched a little higher, 500 rpm higher. Then, the maximum torque is placed much higher; and it loses a little of its strength (1 Nm only). To reach the 10.2 kg-m, the tachometer will display 6000 rpm, 2000 more than before. Let's not forget that the entire torque curve profile is more effective than its maximum. For reliability, Suzuki replaced the radiator with a 15% more efficient model, complemented by a new oil cooler. For the environment, it’s the catalytic converter that was revised.

Faced with competition of 130 or 140 horsepower, or even much more powerful, this reasonable dose of watts may seem a little low. No problem: the V-Strom’s twin-cylinder engine has always been lively, more than enough, and so far removed from the ego considerations of its rivals. It doesn’t care about hypersport horsepower. On the other hand, it definitely wants to be equipped with advanced electronics. First, adopt ride-by-wire then install a multiplexed electrical harness. Secondly, change the inertial measurement unit IMU to a 6-axis version. Then, install a more advanced traction control system, with 3 modes this time (deactivatable). The rider will also have 3 engine maps, delivering the same power but modifying the throttle response. Other nice functions (cruise control, Hill Start Control, braking attitude control, etc.) were only available on the XT version - they are now implemented here, as standard. ABS modulated in corners and the “Easy Start” and “Low RPM Assist” starting aids are also present. With the first, you press the starter for a moment and then it works all by itself until the engine starts. With the second, the engine speed increases at the release of the motorcycle to avoid stalling. The 12V socket is still on board, hidden under the passenger seat.

Let's not forget to mention the use of LEDs for the front and rear lights, a touch of class with bronze-colored engine parts, and the continuation of a slipper clutch.

With this major refresh of the 1050 V-Strom, no race for power, refinement or technology but an adaptation to its market. It knows very well that it is useless to chase the leaders of the maxi-trail group. To its advantage, it will remain in a kind of benevolent versatility, with a price positioning far from being disconnected. For the same ticket, you can afford one of the references with NASA equipment, or this V-Strom with the accessories that go well and a trip to distant peninsulas.

M.B - Photos constructeur