Suzuki V-Strom 1050DE 2026 — Specifications

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

It was in 2020 that things started to stir. The 1050 XT this time showed itself to be less asphalted than the standard model. More equipment, more protection, but still timid to go and lift mounds of dirt. So, Suz decided to move up a level and motivate its mercenary with more convincing tools. Code name: DualExplorer!

Only the "DE" name will be retained for authorization. It’s shorter, perhaps less catchy, but what does it matter. Derives, ruts, paths and goats don’t know how to read.

However, it’s almost the only way to recognize this descendant of the 1050 XT. What about it? Either to save money, or to ensure continuity... but Suzuki hasn’t released a yen to designers for the V-Strom D.E. silhouette. It’s pointless to look for the slightest difference with the XT. The plastics, handguards, headlights, mirrors, exhaust, tank are rigorously identical. The profile inspired by the ancestor DR 800 “Big” is alive and well. The only elements that have evolved are those for which a new mission has been entrusted. So look underneath, that’s where it happens.

The fender has changed. Its three-part construction is there to better absorb shocks. Just after, an aluminum engine guard of good dimensions is discovered. Exhaust and oil pan will highlight this presence. However, where does this strange feeling come from that the brake discs are smaller?! They are still 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. Narrower, larger, it adopts real dimensions for off-road use. The 110 mm 19-inch tire is a thing of the past. The front wheel can engage in more or less fortunate paths with a 90/90 21-inch tire. However, it’s impossible to mount tubeless tires. This is just one of the elements of the “adventure-ization” work carried out on the V-Strom D.E. From end to end of the machine, the details prove a real desire to show a more rugged path.

With this new rim and suspension travel increased by 10 and 9 mm, ground clearance gains 25 mm (190 mm total). The swingarm, seemingly identical, gains in length and stiffness. Consequently, the wheelbase increases by 4 cm. The rake angle has also been retouched. This V-Strom is expected to take some hits. Its footpegs are wider and made of steel (they bend, not aluminum). The rear frame is reinforced, as is the transmission chain. The rider will also immediately feel a difference with the riding position: the torso is more tilted forward and the position of the feet is further back. The higher seat height (880 mm) will inevitably hinder some builds but is much more suitable for excursions. The handlebars are wider by 20 mm for more maneuverability; they are also reinforced. As for the saddle, lightened, it is not adjustable unlike the other V-Strom. The bubble protects less due to its reduced size – that’s precisely what it’s asked to do to clear the horizon. As for the Dunlop Trailmax Mixtour tires, they play the compromise between road and off-road; customer demand dictates.

Now, we understand what the V-Strom 1050 DE wants. Its 107 horsepower twin will always be happy to show it many corners. A little engine boost accompanies this episode. A few hollow valves filled with sodium and revised 1st and 6th gear ratios constitute the essential work. Otherwise, we find that good old enthusiastic twin, with its dual ignition, forged pistons, 10-hole injectors, 49 mm injection, its long-tamed TLSet and its limited-slip assisted clutch. The year 2025 adds an additional lambda probe and the necessary calibration to pass Euro5+.

Okay, the new V-Strom looks exactly the same as the previous one. However, this is not the case for its dashboard. Suzuki is finally catching up on instrumentation, with a 5-inch TFT color screen. A clear, readable, well-arranged screen, with a notification pop-up system. Electronic equipment has not been lagging since the appearance of the 1050. Today, a V-Strom is full LED lighting, USB and 12V sockets, 3 engine maps with SDMS (Active – Basic – Comfort), cruise control, ABS sensitive to the angle and deactivatable on the rear, front/rear coupled braking as well as brake management based on slope and load, an IMU, hill start assist, Easy Start System, Low RPM Assist, and finally traction control with 3 levels + 1 exclusive to the DE: Gravel, calibrated so that the rear can handle a gravel road. An Up&Down shifter also joins the ride this year.

Do you remember that the large schtroumpf was one of the first trail bikes to adopt an aluminum double-spar perimeter frame (after the Aprilia Caponord), like on sportbikes?! However, it’s not the most suitable for off-road. But for the road, its original target, it’s all good. Over time, it has been fitted with 4-piston radial brake calipers, an inverted 43 mm fork, a mono-shock with remote preload adjustment, a 20-liter tank, and a certain bulkiness. 5 kilos more for the DE, totaling 252 units on the scale. It exceeds a certain R1250 GS but hey… no large trail bike is light in the sector.

The 1050 V-Strom has decided to explore more regions, other roads, or even some engine guard hits against a few pebbles. Its modifications will inevitably increase the bill but it should remain one of the best quality/price/performance ratios in the category.

M.B - Photos constructeur