Suzuki V-Strom 1050DE (2024 – ) review

On paper, the design brief for the new ‘Dual Explorer’ version of Suzuki’s long-lived and largely proven DL1050 V-Strom was a simple one, namely to give the familiar but largely road-biased V-twin adventure bike extra off-road appeal. To achieve that it gets new wire wheels in place of alloys (the front now 21-inch not 19), a 50mm longer swing arm, 40mm wider handlebars, longer-travel suspension, bigger footrests and a smaller, lower screen. Those come in addition to the new TFT dash, switchgear and improved electronics the standard version received last year. In terms of off-road capability this all makes sense and it is more nimble, reassuring and capable in the dirt. But it comes at some cost, both financially in terms of the £500 price increase and practically with the more exposed riding position. Bizarrely the spoked front wheel sticks with a tube while the rear is tubeless as well. It’s also questionable whether prospective buyers would be tempted from far more off-road capable adventure bikes such as KTM’s 1290 Super Adventure R or Honda’s (now cheaper) Africa Twin.

Those dirt-friendly changes have also made a big difference to the riding position. The bigger front wheel and longer-travel suspension combine to also make the DE’s seat 25mm taller than the standard V-Strom at a lofty 880mm, which both makes it a stretch to get on board and awkward in traffic. With wider handlebars and a lower screen the riders’ eye view is more extreme, too, and the protection offered from the elements reduced. All fine if you really do want a (slightly) more dirt-friendly V-Strom, although, as mentioned above, we’re sceptical how appealing that is when there are far better big off-road adventures available from the likes of Honda, Husqvarna, KTM and even Triumph, sometimes for less money. All that said it’s not too extreme for day-to-day use, it’s just not as good as the standard version.

We gave the standard 1050 V-Strom 4/5 for practicality due to being “comfortable for two over distance, having decent weather protection, being slim and nimble enough to make a decent traffic-busting commuter, and yet … also being reasonably engaging on twisty roads as well.” Unfortunately for the reasons outlined above this version is actually worse on all counts. Yes, if you can handle the lofty perch, it’s a pretty good all-rounder, but the standard version is better and there are also plenty of other adventure bikes with more performance, comfort and equipment.

Although the big V-Strom 1050’s long-lived V-twin is likeable and up to the job there’s no escaping 107 horsepower looks a little outdated against the 150 horsepower or more offered by many rivals. In isolation it performs adequately, even entertainingly, its six-speed gearbox is typically Suzuki sweet and there are three switchable riding modes. But there’s really nothing to get excited about here – in fact it’s very forgettable. Braking, too, via conventional (not radial) four-piston Tokico calipers at the front is adequate but also a little old-fashioned and in no way remarkable.

Although taller and with a larger front wheel than the standard V-Strom the longer swingarm compensates so stability and security aren’t compromised. That said, the front tyre is now a skinnier knobbly and the CofG is higher, too. All told, however, the DE’s ride is sufficiently plush and reassuring, its steering is reasonably precise and secure and not at all flighty and, overall, there’s little distinguishable trade-off for the added off-road prowess. If you don’t really need that, however, the standard version is better for £500 less.

Although more expensive than the standard version, the V-Strom DE is still at the cheaper end of the adventure bike spectrum. That said, it’s not quite as cheap to run as the standard version with depreciation likely to be greater while those skinny, knobbly tyres won’t last as long. The Suzuki V-twin is also one of the thirstier adventure bike engines. Overall, though, it’s not bad. The modest performance means there’s not great hunger for consumables such as chains and brake pads and it’s slightly cheaper to insure than many, too.

The V-Strom’s 1,037cc 90-degree V-twin may be starting to show its age (it can be dated all the way back to the TL1000S of 1998) and be down on power compared to many of its rivals but it’s also proved itself in all sorts of bikes over many years so we’ve no reason to doubt its reliability. Most of the cycle parts are pretty basic and straightforward and, with a fairly rudimentary spec compared to the electronic trickery of some, there’s not as much to go wrong, either.

Suzuki currently offers a three-year, unlimited mileage, manufacturer-backed warranty covering all parts and labour on its bigger bikes, which should provide even more peace of mind while the service schedule is unchanged over the standard V-Strom meaning that standard, interim services are due every 7,500 mile with the more expensive valve check every 15,000.

Suzuki’s now standard five-inch colour TFT was introduced on the V-Strom last year along with new switchgear. Both are among the better of their type in being clear, well-designed and easy to navigate. For example, the dash automatically ‘reverses out’ according to ambient light. It’s not flashy, but it’s effective. On the downside there are none of the radar-assisted aids now considered commonplace and switching between modes isn’t as easy as some. Beyond that there is cornering ABS, traction and Easy Start but that’s about your lot, while the screen is only adjustable via an Allen key, which isn’t supplied.

The new DE has about as straightforward a sales proposition as you can find, given it’s a V-Strom but with added off-road appeal and ability. On face-value that’s fine but the trouble is two-fold. First, the extra dirt aplomb comes at the expense of a lot of its road appeal in terms of seat height, weather protection and (some) road manners. And two, it’s more expensive. £500 might not sound much but it takes the DE into Africa Twin, KTM 890 Adventure R and Triumph Tiger 900 territory, all of which are arguably better and more generously specced.