Although failing to attract the kind of legendary status that families such as the GSX-R, CBR or Ninja have gained, Suzuki’s V-Strom model range has been holding its own in the sales charts for a surprisingly long time. In fact, V-Stroms have been in dealerships for over two decades, with an impressive 14 different distinct models appearing, in capacities ranging from 248 to 1037cc, before we even mention the Kawasaki-branded spin-off. And it all started in 2002, with the DL1000 V-Strom.
The start of things to come
The first V-Strom initially caused a bit of confusion, simply down to its name. When the V-Strom brand was announced many thought there had been a miss-communication. It wasn’t a ‘V-Storm’ as we thought because, as it turns out, Suzuki were trying to be clever and, as the V-Strom was a European-targeted model that was attempting to enter the ‘sport enduro tourer’ market, gave it a German-inspired name.
The word ‘strom’ in German is used to describe a kind of flow of electricity, so this name was meant to signify how the bike flowed between the different categories in its sport/enduro/tourer design brief, not to mention the effortless character of the V-twin engine. Or something like that...
Powered by a modified version of the TL1000’s (which was actually still on sale in TL-R format – just) 996cc V-twin motor, Suzuki retuned it for their new adventure bike. Compared to the sportsbike, it had smaller valves and milder cams as well as a new fuel-injection system – generally making it much more docile and easier to ride.
With a claimed 98bhp and 74.5ft.lb of torque it had enough power to pull its hefty 236kg around, while its aluminium twin-spar chassis hinted at more handling performance than the skinny 19” front wheel (with a 110/80 tyre) could probably handle. A solid seller thanks to a low £6999 price tag, despite challenging looks the V-Strom settled into the role of a budget-friendly do-it-all motorcycle, and so the firm decided to expand the range...
Middleweight master
In 2004 the DL650 V-Strom was released. Effectively copying the pattern set by its bigger and faster sibling, the middleweight model was powered by the sprightly (and very highly regarded) SV650 engine. Visually very similar to the V-Strom 1000, the 650 model was well-priced at just over £5000, effortlessly practical thanks to a huge 22 litre fuel tank and popular for its ‘big bike’ feel. It also sold well. And then things got a bit weird within the V-Strom family...
The Kawazuki...
In 2001 Suzuki and Kawasaki agreed to form an alliance, sharing components in an effort to cut production costs. In the end this ‘alliance’ came to very little aside from a few motocrossers and one notable road bike – the 2004 Kawasaki KLV1000.
Remarkably, the KLV is basically a rebranded V-Strom 1000 (it even carries ‘Built by Suzuki Motor Corp on its VIN plate’) with a different top fairing, name on its tank and not much else. Short-lived (like the alliance...) the KLV was dropped from Kawasaki’s model range in 2006, but wins a place as a footnote in the V-Strom’s history. How very odd.
Hey good (well, better...) looking
Suzuki dropped the V-Strom 1000 at the end of 2009 due to emissions regulations, however the V-Strom 650 remained and, in 2012, the firm responded to the criticism over its somewhat boxy look. The second generation of V-Strom 650 brought with it a new and far more contemporary style as well as a revised V-twin engine, which was taken from the even more oddly named Gladius. A delight to ride, surely it wouldn’t be that long until the 1000 returned to the road?
A concept becomes reality
In 2013 Suzuki started showing a ‘concept’ version of a new V-Strom at motorcycle shows. Arriving in 2014, the new generation of V-Strom grew in capacity to 1037cc, gained the funky new look its smaller sibling had unveiled and also carried traction control – making it the first Suzuki to have such a system fitted (it taken from the firm’s MotoGP bike, apparently).
Priced at a competitive for the time £9999, the V-Strom 1000 (as it was still called) remained good value although, in reality, the adventure bike game had been moved on a giant leap by the likes of the BMW R 1200 GS, KTM 1190 Adventure and even the largely unloved Honda Crosstourer. Despite Suzuki’s best efforts, the V-Strom looked and felt old-hat in comparison to the rest. Some head scratching was required in Japan and they used the V-Strom 650 to test the waters for a new direction...
A new rugged outlook
In 2015 the V-Strom 650 XT was released. Billed as a middleweight adventure bike, the XT was basically just a V-Strom 650 with spoked wheels, a bit of crash protection, a higher ‘beak’ mudguard and lots of marketing about heading into the wilderness. Never really outselling the stock V-Strom 650 model, the XT did however prove that there might be an appetite for a more rugged version of the big-capacity model, which duly arrived a few years later.
A year of change
In 2017 Suzuki upgraded both the V-Strom 1000 and V-Strom 650, and even added the V-Strom 250 to the model range (although the least said about this bike the better...). Starting with the V-Strom 1000, Suzuki upped the V-Strom’s tech level with ‘Motion Track Brake System’ (angle-responsive ABS) as well as giving it a fresh new look, but sadly very little extra performance (just 1.5ft.lb of torque).
The big (ish) news was that it arrived in two forms – the standard bike and the XT, which came with the spoked instead of cast wheels as well as slightly wider handlebars. Just like they had done with the 650, Suzuki had made a minimal effort ‘off-road’ variant to keep with trends.
The V-Strom 650 and V-Strom 650 XT were also upgraded, with traction control added and a fresh look. But what of the V-Strom 250? Powered by the Inazuma’s parallel-twin motor, the V-Strom 250 was a flop due to its limited performance and a decidedly budget feel. It was dropped in 2020.
A definite split in character
As a final roll of the big-capacity V-Strom dice, for 2020 Suzuki pushed the boat out. Now called V-Strom 1050 (despite no increase in engine capacity!), the stock V-Strom 1050 and V-Strom 1050 XT were now actually quite different beasts. Although based around the same platform (which gained a ride-by-wire throttle and a few engine tweaks), the base model is very much a budget-targeted machine with a road focus in its design, where the XT is the range-topping and more tech-heavy version.
Featuring Suzuki Intelligent Ride System (SIRS), the XT gets angle-responsive electronics, hill hold, the aforementioned Motion Track Braking, cruise control and more. It was in some ways a slightly odd move by Suzuki, as it instantly alienated those who wanted a higher spec road-adventurer.
The new models struggled to find a niche in the crowded adventure bike market and despite an update in 2023 (which brought the stock model’s tech more in line with the XT), these days it was always fairly low down the adventure bike pecking order. But Suzuki, having finally awoken from their development slumber, had a new trick up their sleeve – a fresh new engine and a brand spanking new design...
The next generation of V-Strom models arrive
Alongside the updated V-Strom 1050 models, 2023 saw the V-Strom 800 DE arrive. Confusingly not powered by a V-twin engine but a parallel-twin (should it be called a P-Strom?), the V-Strom 800 DE is the most hardcore V-Strom model to date. A competent off-roader, the DE is a ground-up new model and features the new 776cc engine, a 21” front wheel, TFT dash, ABS, traction control and more.
It instantly marked Suzuki as a contender in the highly competitive middleweight adventure bike market, taking on rivals like the Honda Transalp and Yamaha Tenere 700. It hit the road (should that be trail?) running and has been a success both with the media and the buying public. Followed up in 2024 by the V-Strom 800 RE, which is a more road-biased version with a smaller, 19”, front wheel and more street orientated suspension and brakes, these two bikes look set to carry the V-Strom name into the future.
Will they be accompanied on this journey by the V-twin models? While the V-Strom 650 models aren’t Euro5+ compliant and are therefore looking like their days are numbered, both V-Strom 1050 models meet these new regulations so it looks like at least there will be a few V-twins still in the V-Strom family for the foreseeable future!
It’s hard to believe the earliest V-Stroms are now firmly into modern classic territory. They’ve been one of the most enduring models in Suzuki’s range and almost certainly will continue to be for a long time yet.
