It's been nearly 25 years since the first V-Strom hit Aussie soil, and in that time, Suzuki's trusty adventure rig has built a reputation as a supremely comfortable and rock-solid adventure tourer. But let's be honest-the V-Strom was more bitumen than bush, hamstrung by a general lack of dedicated off-road chops. It would and could go almost anywhere, but as with many plus-size adventure bikes, it required a deft touch by a skilled rider.

In 2025, there are two versions of the V-Strom 1050-both released in 2023 to replace the ageing V-Strom 1050XT. There's what I'll call the standard vanilla V-Strom 1050, with cast alloy wheels, different suspension, and a penchant for carving sealed roads-and the V-Strom 1050DE you see here.

Both models run the same Euro 5-compliant 1037cc 90-degree V-twin that delivers 79kW (106hp) of power at 8500rpm and 100Nm of torque at 6000rpm. Suzuki was right not to mess with things in the engine room-over the past few decades, only a handful of engines can truly be considered legendary, and this TL1000-derived twin is absolutely one of them. And it is glorious.

Although they share an engine and frame and look kind of similar, the DE is quite a different beast from the vanilla V-Strom and is loaded with a vast selection of dirt-ready goodies that make the DE far more capable off-road than any V-Strom before it.

The DE scores a proper alloy bash plate (not the tinfoil crap), crash bars, longer-travel suspension, a longer swingarm for improved stability, updated electronics, and-hallelujah-a 21-inch front wheel for the first time on a V-Strom. This certainly aids in punting the DE over rough terrain and doesn't really affect the road handling of the big yellow beast in a negative way. Weirdly, the rear still runs the same 17-inch tubeless wheel from the old XT model, but the front's a tubed affair, so you'll need to pack a new tube, a tubeless repair kit, and a sense of humour if you're going bush.

Thanks to its long legs, the DE's seat height sits at a lofty 880mm, and coupled with a claimed 252kg wet weight and a top-heavy weight bias, the DE can be a handful at slow speeds-even for a big unit like me. Those longer legs comprise a fully adjustable fork up front and a shock out back with rebound and preload adjustability. Suspension travel now stretches to 170mm front and 169mm rear-a substantial step up from the vanilla V-Strom's more commuter-spec figures.

When you've spent big bucks on your adventure tourer and you're punting your 250-plus kilo beast along dirt trails or blacktop, you need the suspension package to work-and it does. The setup feels composed, compliant, and right. It's pretty damn good straight out of the box, and that's not something all adventure machines can claim.

Brakes? Yep, they're sharp. Tokico radial four-piston calipers clamp a pair of 310mm discs up front, and they have oodles of power. The feel is let down somewhat by the garbage rubber brake lines that the Japanese manufacturers love so much, so throw them in the bin and order a set of steel braided lines front and rear. The rear brake offers reasonable feel and ample power, and bum-end ABS can be switched off for added rear-end steering goodness.

At the heart of the DE's electronics package is a six-axis Bosch IMU controlling ride modes (A, B, C), cornering ABS, traction control, and other digital wizardry. Power delivery is silky and linear, but those ride modes let you fine-tune the vibe to suit your mood. All modes offer full power and torque-it's the throttle response and power delivery curve that change.

The DE also brings a unique “G” (Gravel) mode to the party. This loosens the traction control to allow a bit of spin from the rear, which-let's face it-is absolutely mandatory if you want to have any real fun off-road.

The list of rider aids doesn't end there. There's Suzuki's Hill Hold Control for stress-free hill starts, and a downhill assist function that reins in rear-wheel lift and manages brake pressure on steep descents.

The 1050DE gets a full-colour five-inch TFT dash, and it's an absolute masterclass in clarity and simplicity. Honestly, other manufacturers should be sending thank-you notes to Suzuki for showing how it's done. Still on the gizmo front, there's a USB port up front, a 12V outlet under the seat, and cruise control as standard. Heated grips are available as an option.

The cockpit is roomy, the seat plush and broad, and it's comfy whether you're standing on the wide 'pegs or have your cheeks planted on the seat. Apart from the standard screen-which is too short for my 186cm frame-it's as comfortable to crack out big miles on as any adventure tourer out there.

So, in a segment that is bulging with choice, is the DE worth your consideration? In short-yes. Sure, there are bikes that go better in the dirt, and others that carve tarmac like a thing that carves tarmac brilliantly-but few juggle both roles with the same comfort and dependability as the V-Strom. Yes, it is big, and it is heavy, and it is tall, and vertically challenged riders should be well-versed in the craft of riding at low speeds to live a comfortable life with the DE. But in a market where big-bore adventure bikes are creeping north of 30 grand, the Strom's tidy sub-$25K price tag looks mighty appealing. Hell, if you're reading this near publication time, you could land one for a smidge over $21K, as Suzuki are running deals at the moment-and that, my friend, is some serious bang for your buck.