2020 Suzuki V-Strom 1050XT Review MC Commute

Suzuki’s tried-and-true V-Strom platform has been a staple for adventure-touring riders seeking a value-conscious and reliable ADV rig. And while it always offers excellent value, its features set has always fallen behind versus the competition. Suzuki changes that trend with its new and improved 2020 V-Strom 1050XT ($14,799).

Editor’s Note: We reported on the technical updates in the 2020 Suzuki V-Strom 1050XT First Look Preview and 2020 Suzuki V-Strom 1050XT Review First Ride. Now we dig in as to what it’s like to commute aboard.

We’ve always been big fans of the liter-class-sized V-Strom’s road manners and the 1050 takes things to the next level. The handlebar has a taller rise and more rearward bend, which proves especially accommodating for road riding. The handlebar includes plastic hand guards, which further shield the rider’s mitts from weather. However, there’s no denying heated grips wouldn’t be a welcome addition. There’s plenty of legroom and the height-adjustable windscreen is easy to use and does a fine job of blocking wind in its tallest position.

Related: 2019 Suzuki V-Strom 1000XT Adventure MC Commute Review

A new mono-color LCD display was adopted, similar to the design used on Suzuki’s GSX-R1000/R superbike and 2020 Katana. The display is bright and easy to read day or night, however a color TFT setup would be preferred considering its price point. A USB plug is located on the left side of the display so you can charge gadgets. Full LED lighting helps you stand out on the road.

Related: MC Commute

Suzuki was an early leader in the electronics department with its selectable S-DMS combined engine and throttle mapping on its 2007 GSX-R1000 sportbike. The technology returns, albeit with a new ride-by-wire throttle system allowing riders to tune throttle response in three settings (A, B, and C). We preferred the direct delivery of the A setting. Ride by wire now allows for cruise control (vehicle must be in fourth, fifth, or sixth gear at a speed between 30 and 100 mph).

Related: 2002–2012 Suzuki V-Strom 1000 | SMART MONEY

Even though this engine configuration is 23 years old (this engine was originally designed for Suzuki’s 1997 TL1000S naked bike), it remains full of torque with a pleasing character. The 1,037cc V-twin is a playful engine that is well suited to life inside the V-Strom. It affords a narrow package and has plenty of grunt to squirt away from stoplights without having to rev out the engine excessively. The engine drinks from a 5.3-gallon fuel tank and we netted an average of 33.6 mpg, during mostly fast-paced riding. A centerstand eases routine maintenance chores.

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The six-speed gearbox and hydraulically actuated clutch have nice feel and response, but the gearbox is a tad sticky when new. After a few hundred miles, however, it breaks in and shifts more slickly. Riders feel just the right amount of engine vibration through the controls, but it isn’t enough to cloud the rearview mirrors.

With just over 6 inches of suspension travel, the 1050XT glides over the rough stuff, yet delivers a taut ride when pushed through turns. However, the wheel size (19-inch front, 17-inch rear) and lack of engine protection compromise the V-Strom’s off-road chops as compared to other bikes in this category. The suspension is adjustable so you can tune action to your liking. The OE-fitted Bridgestone Battlax Adventure A41 tires afford excellent grip on pavement and Suzuki’s Motion Track ABS system mitigates tire lockup during braking. Two levels of ABS inteversion are offered, but the system cannot be manually disabled. Combined braking is also standard and incorporates vehicle position (via the IMU) to modulate brake pressure. It also powers the Hill Hold Control System (applies rear brake momentarily during launches up inclines).

If you’re a road-focused rider with a mind for touring, as usual the V-Strom 1050 is a solid mount. It’s fast and fun enough to get the blood pumping, yet delivers polished riding behind the handlebar. However, considering its price and positioning, we’d like to see real off-road wheel sizes (21-inch front, 18-inch rear) and heated grips for it to be a true killer in the segment.

Helmet: Shoei RF-SR

Jacket: Rev’It Crosby

Gloves: Racer Guide

Pant: Alpinestars Copper 2 Denim

Boots: TCX X-Cube Evo Air