Living With the Suzuki V-Strom 1050DE – A Long‑Term Ownership Review

DATE: 11/01/2026

My full video review here 

Why I Bought the V‑Strom 1050DE

I wanted a bike that could do everything reasonably well.

I needed something:

• Big enough for long‑distance touring

• Comfortable for my 6’6” frame

• Capable of light to moderate off‑roading

• Reliable and affordable to buy

I looked at older BMW adventure bikes, but with a limited budget I wasn’t keen on expensive maintenance or unknown history. Then I came across this bike. I paid just under £8,000 for it with only 500 miles on the clock, and at that price it felt like an absolute no‑brainer.

Out of the box, the amount of kit you get for the money is genuinely impressive.

Engine & Performance

In today’s market, the V‑Strom 1050DE sits firmly in the sensible middle ground.

It’s not a lunatic hyperbike and it’s not trying to be. You’re looking at roughly 103 bhp and around 85 lb‑ft of torque, which makes it a genuinely strong all‑rounder.

The V‑twin engine is one of the highlights of the bike:

• Smooth

• Solid

• Loads of usable torque

• Power exactly where you want it

It actually feels more powerful than the numbers suggest. The gearing works well both on road and off road, and I very rarely find myself needing to feather the clutch – even on loose surfaces.

Riding Modes, Traction Control & Electronics

The electronics package on the 1050DE is excellent without being overwhelming.

Gravel Mode

Gravel mode is genuinely useful. It allows a bit of rear wheel spin without letting things get out of control, which is perfect if you’re new to off‑road riding. As I’ve improved, I’ve found myself turning traction control off completely when off‑road, but gravel mode is a brilliant confidence‑builder.

Traction Control

On the road, especially in cold, wet conditions, traction control works really well. Even on Dunlop Trailmax Raid tyres, it allows a little movement without ever feeling scary or intrusive.

Quickshifter

The up‑and‑down quickshifter is outstanding.

I wasn’t convinced I’d care about it, but now I genuinely miss it when I ride older bikes. On hard acceleration it sounds fantastic, and on downshifts it automatically blips the throttle, making traffic and fast riding видно smoother.

This isn’t a gimmick – it genuinely improves the riding experience, especially for touring.

Hill Hold & Traffic Assist

• Hill hold keeps the rear brake applied for around 30 seconds on inclines – great when fully loaded.

• Traffic assist smooths out low‑speed throttle response in traffic. You don’t really feel it working, but it definitely does.

Overall, the electronics package is one of the strongest points of the bike.

Brakes & ABS

The braking performance is very good:

• Strong, confidence‑inspiring front brakes

• Rear brake does exactly what it needs to

• ABS works well and isn’t intrusive

Rear ABS can be turned off for off‑road riding, while the front remains active. Given the bike’s weight and 21‑inch front wheel, ABS adds real confidence, particularly on wet roads.

This is the first bike I’ve owned where ABS feels like a genuine safety net rather than an annoyance.

Handling & Suspension

At around 260 kg, this is not a light bike, and the weight is carried fairly high.

You can feel that weight when pushing hard into corners, but once you adjust your riding style it’s not a problem. The bike:

• Turns in well

• Tracks cleanly through corners

• Remains stable on rough, bumpy roads

I haven’t touched the suspension settings, and for my riding they feel absolutely fine. There’s no wallowing, no unsettling moments, and no excessive dive under braking.

Even on Trailmax Raid tyres, the bike feels planted and predictable.

Comfort & Ergonomics

I’ve done around 4,000 miles on the bike. That includes commuting, long motorway rides, touring, and off‑road riding.

Comfort‑wise, it’s excellent – with one major caveat.

The Seat

The standard seat is awful.

It feels like thin foam on a plastic board. After about 20 minutes my legs and backside would go numb. It was easily the worst part of the bike.

I replaced it with the 30mm higher seat, and it transformed the bike:

• Far more plush

• Better knee angle

• Much improved long‑distance comfort

For taller riders especially, the higher seat is almost essential.

Peg Position

The peg position isn’t perfect, and there are kits available to move them lower and further back. I’ve got used to the standard setup and decided not to change it, but it’s something taller riders may notice.

Bars & Standing Position

I’ve rolled the handlebars slightly forward (around an inch). This made a huge difference:

• Better standing position off‑road

• More comfortable seated position

• Improved control

For my height, it feels spot‑on.

Dash & Controls

The dash is one of the best I’ve used:

• Clear in all conditions

• Easy to read in sunlight, rain, and at night

• Simple menu navigation via the left‑hand controls

You can quickly adjust riding modes, traction control, ABS, and view trip data.

The only downside is the ambient temperature readout, which is consistently a few degrees inaccurate – not a big issue, but worth noting.

Servicing & Running Costs

This is one area where I’ve been disappointed.

My first main‑dealer service cost nearly £500, which felt excessive for what is essentially an oil change.

I contacted Suzuki about self‑servicing. The answer was basically yes, but no, which didn’t inspire confidence.

This year I took the bike to a local, family‑run garage:

• £150 for a full oil service

• VAT‑registered

• Receipts provided

Suzuki later confirmed that this is acceptable for warranty purposes.

You can also reset the service light yourself via the OBD port – it’s simple and well documented online.

Tyres – Trailmax Raid

The OEM tyres are terrible. I couldn’t wait to get rid of them.

I switched to Dunlop Trailmax Raid tyres, and they’ve been fantastic:

• Excellent road grip

• Very capable off‑road

• Stable and confidence‑inspiring

In the wet, the rear can move slightly under hard acceleration, but traction control manages this well.

Off‑road, they dig in and provide real forward drive.

The downside? Longevity.

• Rear tyre showing wear after ~2,000–2,500 miles

• Likely 500–1,000 miles left

They’re expensive, but they do exactly what I want them to do.

Build Quality & Finish

This is where the bike slightly disappoints.

For a bike that retails close to £15,000 new, the finish could be better:

• Spokes corrode badly despite care and ACF‑50

• Some fasteners show rust

• Original chain is poor

The engine area also gets absolutely plastered with road grime, so winter maintenance is essential if you want it to look decent.

It’s not unusable or fragile – just not as well finished as it should be.

Drops, Damage & Crash Protection

I’ve dropped the bike off‑road a few times – as expected.

The standard crash bars have saved the bike from serious damage and make it easier to pick up. However, I did manage to break a front indicator, which was a painful £93 replacement.

In hindsight, additional crash protection would have been money well spent.

Modifications

So far, I’ve kept things fairly sensible:

• Trailmax Raid tyres

• Innovv / VSYSTO AIO‑6 Max camera system (front & rear)

• Oxford heated grips (Suzuki ones were far too expensive)

• High‑power USB / charging system for modern devices

• Fuel exhaust (with baffle fitted)

The exhaust doesn’t add performance, but it completely transforms the sound and gives the V‑twin some real character.

Two‑Up & Touring

With a top box fitted, the bike is excellent for touring and two‑up riding. My wife is comfortable on the back, and the cruise control makes motorway riding effortless.

Cruise control is something I didn’t think I’d care about – now I wouldn’t want to be without it.

Would I Buy One Again?

At current used prices of £7,000–£8,000, the V‑Strom 1050DE is a lot of bike for the money.

It’s:

• Comfortable

• Capable

• Reliable

• Packed with useful tech

Yes, it’s heavy. Yes, the finish could be better. But as a real‑world, do‑everything adventure bike, it’s hugely underrated.

I’m very happy with it – and sometimes I even choose it over my Yamaha MT‑01 in summer because it’s just that easy to live with.

If you’re looking for a practical, capable adventure bike that fits taller riders particularly well, the Suzuki V‑Strom 1050DE deserves serious consideration.