Kit Palmer | August 11, 2023
A 21-inch front wheel, more suspension travel, and switch-off-able rear ABS gives you more incentive to take Suzuki’s heavy-duty ADVer off-road
Text and Photography by Kit Palmer
Goodbye XT, and welcome DE. Suzuki’s latest generation (fourth to be exact), large-capacity Adventure motorcycle received enough updates to justify giving it a new designation. The 2023 Suzuki V-Strom 1050DE replaces the previous XT with several key revisions aimed at improving the big V-twin’s performance on the dirt. None of the updates are revolutionary, but there are many, and most are welcomed.
It should be noted that Suzuki still offers the “standard” V-Strom 1050 as its more street-bearing all-around adventure touring model. The 2023 1050 also has many updates (like the DE’s). For those with little interest in tackling anything more than gravel roads or country trails, the 1050 might be the better choice. The DE, however, is for those with more dirt than street in their DNA.
The 2023 Suzuki V-Strom 1050DE combines a little bit of both old and new technology.
Dirt Intentions
The DE has a 21-inch front wheel, versus the 1050’s and the previous XT’s 19 incher. This will be well received by those wanting better off-road performance and handling out of their beloved V-Stroms. The rear is still 17 inches. The DE is also fitted with slightly more off-road capable Dunlop Trailmax Mixtour tires that Suzuki says were explicitly developed for the DE. The front tire is tubed, and the rear is tubeless.
The previous 1050XT had very little ground clearance, just 6.5 inches, which was not excellent even by light-duty off-road riding standards. You get an inch more clearance from the DE. That might not seem like a lot on paper, but it is on the dirt.
The additional ground clearance is one of the benefits of the DE’s new suspension. The fully adjustable 43mm KYB fork and single shock are completely reworked internally and tuned for more aggressive off-road riding. Plus, you get more wheel travel at both ends than the XT, albeit only a half-inch more (if that), but we’ll take it. The downside? Seat height has grown 1.1 inches to 34.6 inches. But Suzuki does offer a lower profile seat as an option.
A little bit more ground clearance and a little bit more wheel travel greatly improve the DE’s effectiveness off-road.
The DE also features a longer swingarm—with a resulting longer wheelbase—that Suzuki says offers 10% more torsional rigidity versus the previous generation swingarm. The idea here is to improve straight-line stability in motion.
The new suspension updates included a modified frame with slightly tweaked dimensions and added strength built around specific areas (such as the rear fender and battery mounts). You’ll want this because you’ll ride the DE harder in the dirt now.
Suzuki updated the 6-axis Inertial Measurement Unit (IMU) and the Suzuki Intelligent Ride System (SIRS) electronics suite, which includes ride modes, cornering ABS, multimode traction control, cruise control and braking systems that compensate for hill starts, slope and load. The latest design also features an updated throttle-by-wire system, a new lighter and smaller Bosch ABS control unit, a new CAN (Controller Area Network) wiring system, and a new 32-bit ECM (Engine Control Module). What captures our attention most is you can disable the rear ABS now. Thanks for listening, Suzuki. You can’t completely turn off the front ABS, but we’re good as long as you can turn off the rear.
In the Traction Control settings, you still have three levels of intervention, but there is a new additional “G” mode, aka Gravel mode. It has the least amount of intervention, just a tick above completely off, so you can still spin the rear wheel ever so slightly if you want.
The DE’s 21-inch front wheel improves handling off-road yet still performs well on-road.
Suzuki is also giving you a greater range of cruise control now. Cruising speed can be set when riding in second gear or higher at an engine speed of 2000 to 7000 RPM or when riding between 30 MPH to 100 MPH in fourth gear or higher. According to Suzuki, this translates to cruising speed range options of approximately 15 to 100 MPH.
All the riding modes and rider information are now accessible via a brand new, five-inch, full-color TFT LCD screen. The display also found on Suzuki’s new GSX-8S is well-thought-out, easy to navigate, and easy on the eyes. As with the GSX-8S, it gives the V-Strom that premium look. You have a white background for day riding and black for night. The background can be switched manually or automatically, your choice. Overall, it’s a significant improvement over the XT’s screen.
Suzuki made several changes to the bike’s ergonomics to enhance rider comfort. The handlebar is 40mm wider for more leverage, and thicker but softer aluminum gives it more flex. The footpegs are also wider and constructed out of steel rather than aluminum for greater durability. The seat padding is stiffer, and you can no longer adjust the seat’s height between its former two position options. Regarding rider position, the handlebars are cantered slightly back, and the footpegs are positioned a tick forward to improve comfort while standing and reduce effort while transitioning from sitting to standing. The windscreen is smaller, mainly because off-road riders don’t like to look through a dirty windshield. Less windshield, less obstruction. It is, however, hand-adjustable over a two-inch height range.
We’re likin’ the DE’s new TFT screen. Clear and easy to read.
Since you’ll be riding the DE off the pavement more, Suzuki expects you to drop the bike from time to time, so they were nice enough to give you crash bars as standard equipment. An aluminum skid plate is also standard now.
Not much has changed in the engine department, but there are a few notable upgrades from the XT. The DE features hollow sodium-filled exhaust valves. This technology is said to help reduce combustion chamber temperature and “improve flow efficiency and durability.” A bi-directional quickshifter is now standard, and Suzuki says it made tweaks to the transmission internals to improve gear changes. The six-speed transmission also has higher ratios in both first and sixth gears. The drive chain is also beefed up.
Styling has mostly stayed the same, but it gets a new, seemingly tougher, three-piece front fender with integrated fork guards. With the DE, you have three color options: all yellow, blue with white, and all black.
Suzuki offers the DE in Adventure trim. The V-Strom 1050DE Adventure has aluminum panniers, a top case, and LED fog lamps. Heated grips are not standard on either model. What a pity.
At $15,999, the 2023 Suzuki V-Strom 1050DE is $1200 more than the previous XT. Expect to pay an additional $1600 ($17,599) for the Adventure model. The standard V-Strom 1050 retails for $15,199. Some of the V-Strom 1050DE’s closest competitors include Honda’s Africa Twin ($14,499 starting price) and Triumph’s Tiger 900 ($16,495 starting price). Ducati’s DesertX retails for $17,695.
The DE’s 1037cc, 90-degree, V-twin engine delivers ample horsepower and torque. Some other bikes in its class might make more power, but the DE’s approximately 100 horses feel sufficient for us.
Tour Away
A few things jump to my attention as soon as I climb aboard the new DE. The first is its size. The DE is a lot of motorcycle. At least it feels that way when you swing a leg over it for the first time. It’s also tall, noticeably more than the XT, and it feels a bit top-heavy, especially when its 5.3-gallon fuel tank is filled to the brim. It’s a heavy motorcycle. Suzuki says the DE weighs 554 pounds full of fuel (10 pounds more than the XT), and it feels every bit of that when you lift it off its side stand or onto its center stand. However, your attention quickly shifts to the cool-looking TFT screen as you settle into its comfy cockpit and start fiddling with the many electronic gadgets.
Despite all the off-road attention the DE got, it is still a superb street bike. On the pavement, you won’t care if the DE is a little taller and heavier than the XT because it rides so well. It has plenty of power (approximately 100 horsepower, same as before) and is delivered ultra-smoothly. Vibration is nearly non-existent, and wind protection is surprisingly good despite the downsized windscreen.
And how can you not love the quickshifter? The DE’s might not be the smoothest quickshifter I’ve ever felt, but I love it. It performs well enough in both directions.
The 21-inch front wheel doesn’t change the V-Strom’s mannerisms on the pavement, at least to me, but you start feeling a slight difference between it and the previous 19-inch wheel as soon as you pick up speed on the twisties. However, I found it a non-issue; I always felt in complete control of the DE in the corners. I much prefer having a 21-inch front wheel in general than not having a 19-inch front wheel for the pavement on a bike like this. But there is always the 1050 if you just have to have a 19.
The DE is also rock stable on the pavement, leaned over or straight up. I certainly appreciated its stability when I got caught in a nasty windstorm on a desert highway, with cars all around me, at night. The V-Strom remained planted and drove straight as an arrow, allowing me to concentrate on more important things, like seeing where I was going in the solid dust and darkness. I was grateful for the ’Strom’s excellent headlight.
The only time I feel uneasy on the DE is rolling up to complete stops at intersections. Even with my semi-long legs and 6’1” frame, I never take stop signs for granted on the big DE.
The DE is ridiculously comfortable.
The DE performs so well on the pavement that it doesn’t tempt you to take it off-road. It just doesn’t feel like a “dirt bike” in general. But when I did venture off-road, I was surprised at how well it worked. The bike is remarkably stable on the dirt—as long as the whoops and bumps aren’t too big and you’re not going too fast. Most of the time, I could simply sit in the seat and let the suspension do all the work. I discovered that if I had to stand up for rapidly approaching bumps, I was probably over-cooking it a bit and about to override the DE’s semi-soft suspension. Having to stand up was my cue to back it down a bit. Still, the DE’s suspension is quite good, especially for long-distance riding and simple cruising. Leave your aggressions at home if you plan to do much off-roading on the DE.
Overall off-road handling is good. Even in soft sand—with the throttle continually driving the rear wheel forward—the bike isn’t too much of a handful.
Being able to deactivate the rear ABS for the dirt is a welcome change. The ability to deactivate the ABS while riding off-roading reduces the pucker factor when you don’t want it to kick in (like going down steep descents for example). Turning it off simply increases the DE’s fun factor in the dirt. Now you can slide the back end around for turning or simply for giggles.
The new Gravel mode is a nice addition. It gives you a little warning before things could get sideways without being annoying.
The DE’s Tokico (front) and Nissin (rear) brakes have a big responsibility of slowing this large motorcycle down from speed, and they do their job well. They are powerful enough and have a good feel, and you hardly notice the brake pedal when the ABS kicks in. The all-important front brake is linked to the back (but not vice versa), so one finger is usually all you need for casual braking.
Seat height and weight have both increased.
End of the Day
The DE is a better motorcycle in the dirt than the previous XT. No question. When we tested the XT three years ago, Suzuki addressed some of our gripes. We wished the XT had a skid plate, check. We wished the rear ABS could be turned off, check. We wanted a TFT display, check. We wanted a convenient storage space for small items, such as a wallet or cell phone. Oh well, can’t have everything, right? And we always whine when long-distance touring bikes don’t come fitted with hand warmers. Maybe next time.
Suzuki also made changes that we didn’t ask for that we’re glad they did, like the 21-inch front wheel, which greatly improves overall handling off-road. They improved suspension that is now noticeably better on the dirt, and they gave the bike more ground clearance, which means you can attack rougher trails a little harder than you could the XT. Despite the upgrades, however, you still must give the DE a lot of respect in the dirt; after all, it is a 550-plus-pound motorcycle.
However, the DE still shines brightest on the pavement. It is a wonderful street tourer that can eat up the miles hour after hour in absolute comfort, and since it’s a little more versatile than before, you can add more destinations to your list of places to go, even if that means getting a little rough and dirty. CN
2023 Suzuki V-Strom 1050DE Specifications
| MSRP: |
$15,999 |
| Engine: |
90° V-twin 4-stroke |
| Displacement: |
1037cc |
| Valvetrain: |
DOHC, 8-valve |
| Bore x Stroke: |
100.0 x 66.0mm |
| Compression Ratio: |
11.5:1 |
| Fuel System: |
EFI, Ride-by-Wire |
| Ignition: |
Electronic ignition |
| Lubrication System: |
Wet sump |
| Clutch: |
Wet, multi-plate |
| Transmission: |
6-speed constant mesh |
| Final Drive: |
RK O-ring 525 chain |
| Front Suspension: |
Inverted fork, coil spring, 43mm KYB, fully adjustable |
| Rear Suspension: |
Single shock, link-type, fully adjustable |
| Front-Wheel Travel: |
6.7 in. |
| Rear-Wheel Travel: |
6.6 in. |
| Front Brake: |
Tokico, 4-piston calipers, twin disc |
| Rear Brake: |
Nissin, 2-piston, single disc |
| Front Tire: |
90/90-21 in. Dunlop Trailmax Mixtour |
| Rear Tire: |
150/70R-17 in. Dunlop Trailmax Mixtour |
| Wheelbase: |
62.8 in. |
| Ground Clearance: |
7.5 in. |
| Seat Height: |
34.6 in. |
| Fuel Capacity: |
5.3 gal. |
| Weight (curb, claimed): |
554 lbs. |
| Rider Aids: |
Traction Control, ABS, Motion Track Brake System, Slope Dependent Control System, Load Dependent Control System, Hill Hold Control System, Drive Mode Selector, Cruise Control, Quick Shift System, Easy Start System, Low RPM Assist System |
| Warranty: |
12-month unlimited mileage limited warranty |
