You gotta pay to play when it comes to riding the best dirt bikes out there. From exotic Italian motorcycles to top-performing and up-spec 450cc motocross and a powerful electric motorcycle there’s a off-road shredder for anyone who’s willing to cough up the cash.

This editorial is complete with insights from our sister brand Dirt Rider’s in-depth reviews and comments from Off-Road Editor Andrew Oldar. After the research and deliberating was done this is the list of the seven best and most expensive dirt bikes we’ve put together.

Beta 480 RR Race Edition: $11,299

The 480 RR Race Edition not only looks awesome with the striking red and blue bodywork/graphics, but it has a big-bore engine, great suspension, and on-demand traction control tech. At $11,299, it’s the most expensive off-road Race Edition Beta offers.

Dirt Rider’s Andrew Oldar commented, “Beta’s top-of-the-line four-stroke off-road model is the 480 RR Race Edition, which features high-quality suspension components in the form of a KYB Air-Oil Separate (AOS) 48mm closed-cartridge coil-spring fork and KYB shock. This big-bore thumper is an ideal choice for Beta riders competing in high-speed off-road racing series such as the AMA National Grand Prix Championship (NGPC) and AMA Hare & Hound National Championship.”

The engine is a 477cc liquid-cooled four-stroke that has, as Dirt Rider said in its coverage on Joe Wasson’s Beta 480 RR Race Edition, “good grunt, and with the six-speed gearbox it’s got plenty of top speed for hare & hounds.”

“Our Race Edition models are designed for the serious racer as well as the casual rider who is looking for a more aggressive bike. The rideability ethos of Beta Motorcycles is definitely evident in the 480 RR Race Edition,” Beta’s Marketing Manager Bryan Wunsch said. “Not only does the bike feature a very smooth four-stroke power delivery, but it also has an extremely light feel which allows for effortless maneuverability. An exciting addition to the 2023 Race Edition is the introduction of the KYB rear shock to match the KYB front forks. The 480 RR Race Edition has been the platform for several AMA championships won by our factory race team over the years which further illustrates the capabilities of this machine.”

The KYB suspension Wunsch is referring to is adjustable for compression and rebound up front and spring preload, low/high-speed compression damping, and rebound damping out back.

A quick-release front axle lever helps ease the chore of front tire swaps (plus it adds a little pizazz to the front end with its red anodized finish).

Honda CRF450RWE: $12,399

If you want the most tricked-out motocrosser from Honda, then the 2023 CRF450RWE is what you’re looking for.

Per Honda’s press release, the 2023 CRF450RWE “features an extensive list of premium upgrades inspired by the factory Team Honda HRC machines of Ken Roczen [Author’s note: who at the time the press release was published was riding for Honda] and Chase Sexton, including a stainless steel Yoshimura exhaust, hand-polished cylinder ports, Hinson clutch basket and cover, Throttle Jockey seat cover and graphics, D.I.D DirtStar LT-X rims and DM2 gold chain, coated fork tubes, fork legs and 18mm shock shaft, gray metallic triple clamps, Renthal Kevlar grips and dedicated ignition mapping.”

In addition to all that, the RWE also has a potent powerplant with its 450cc liquid-cooled four-stroke engine. Our dyno recorded the power figures of the 2021 CRF450RWE as 56.7 hp at 9,600 rpm and 34.8 lb.-ft. at 7,100 rpm, which is more powerful than the CRF450R from which it’s based and the current crop of standard 450 motocross bikes for that matter.

To absorb any harshness, the Honda uses a 49mm fully adjustable Showa fork and fully adjustable shock. The fork tubes have a Kashima coating (to “enhance the Works Edition aesthetic”) and the fork legs have a titanium-nitride coating (to “minimize stiction and improve ride quality,” says Honda).

“The CRF450RWE is the closest you can get to a Formula 1–level machine,” DR test rider Allan Brown said in his 2021 review. “The standard 2021 CRF450R is good, but it needs a few tweaks to elevate it closer to the top of the class. The CRF450RWE certainly runs better than the CRF450R. The engine’s new ECU mapping makes the bike smoother and more predictable through corners, the improved suspension is more responsive and more in sync with the chassis, and the combination gives riders something to really smile about. It cuts in and out of corners like a switchblade.”

Kawasaki KX450SR: $12,699

Seeing as it has won a number of Dirt Rider’s 450 Motocross comparisons, the KX450 is a top performer from Kawasaki, but Team Green takes its stock flagship a step further with the “Special Racer” edition, the KX450SR. Kawasaki says in its press release that the KX450SR “features elite-level racing components, special tuning and design elements inspired by the Monster Energy Kawasaki race team to further elevate its performance and factory racer looks.”

The 449cc liquid-cooled four-stroke engine of the SR is claimed to have increased performance from the standard KX450 (the latter produces 51.9 hp at 9,400 rpm and 32.6 lb.-ft. at 6,600 rpm on our dyno) due to engine and ECU upgrades as well as a Pro Circuit Ti-6 full titanium exhaust system. Benefiting from its more powerful, yet manageable engine, the SR has the “fastest and easiest to ride powerplant I have ever had the pleasure of testing,” Dirt Rider’s test rider Casey Casper said. The new Showa suspension and aluminum chassis combined with the Xtrig ROCS triple clamps are well paired with the punchier power too.

Related: 2023 Kawasaki KX450SR First Look Preview

With the Ergo-Fit components, ergonomics of the SR can be adjusted to a variety of rider dimensions. The Renthal handlebar can be set to one of 12 positions and the footpeg height can be adjusted by 5mm with the two footpeg bracket positions available.

“The KX450SR is a bike that is 98 percent of the way to perfection. Where the stock KX450 may be considered a 90 percent package,” Casper concluded. “The KX450SR is valuable for those looking into the best that Kawasaki has to offer.”

KTM 450 SX-F Factory Edition: $12,099

Want the KTM 450 SX-F on steroids? Take a gander at the KTM 450 SX-F Factory Edition. Like the Honda and Kawasaki, the factory-edition model is the crème de la crème from the manufacturer. It’s fully loaded with features that the base SX-F doesn’t have.

“The 2023 KTM 450 SX-F Factory Edition is a fully optimized and race-ready sculpture of the current KTM 450 SX-F that created a fresh standard in the industry for handling, power, engineering, and competitiveness upon its presentation during the summer of 2022,” KTM said in its press release.

“The 2023 KTM 450 SX-F Factory Edition is the chance to get as close as possible to Red Bull KTM Factory Racing equipment, prestige, and race-winning potential,” KTM’s product marketing and group media manager Tom Moen added. “The latest limited edition is forming the base of the factory machines Cooper Webb and Aaron Plessinger will contest the 450SX season on. Others riding and racing this incredible machine might not reach the speed or fly as high as Webb or Plessinger, but they can look the part and enjoy the right performance specs to nudge them nearer to the dream.”

Dirt Rider didn’t let this tricked-out machine pass ‘em by. The gang tested and dyno’d this machine. Some of DR test rider Casey Casper’s overall impressions highlight the 450 SX-F Factory Edition’s phenomenal engine, top-notch tech, and amazing looks, adding, “This is one extremely usable 450cc motocrosser.”

The engine has a displacement of 450cc with an oversquare bore and stroke (95mm x 63.4mm), and produces 54.4 hp at 9,400 rpm and 34.3 lb.-ft. of torque at 7,200 rpm on our dyno. An Akrapovič exhaust comes standard to belt out the four-stroke song. KTM claims that the engine weighs 59 pounds (that’s 26 percent of the claimed 228-pound dry weight).

Orange factory triple clamps hold the 48mm WP Xact USD fork to the orange chromoly steel frame, and a linkage-type WP Xact shock serves bump absorption duties on the back end. Travel is 12.2 inches and 11.8 inches, respectively.

At $12,099, the Factory Edition is $1,200 more than the base 450 SX-F ($10,899).

Stark Varg: $13,900

Electric motorcycles and electric bikes are increasingly gaining traction in the motorcycle market, so it should come as no surprise that a bike like the Stark Varg is making its way onto lists like this. Stark Future founder and CEO Anton Wass said, “We aimed to challenge and inspire the motorcycle industry with the creation of the Stark Varg and by bringing our electric technology from the drawing board to reality.”

So what are the pros of the Stark Varg? First, there’s the sustainable, no emissions/no noise aspect that’s coupled with power that rockets the electric dirt bike around the track. The 360V carbon fiber sleeve engine has a claimed 80 hp (!) and 938 Nm (an insane triple-digit figure of about 691 lb.-ft.) of torque on tap. Power delivery can be tuned with the 100 ride modes available on the Android Stark dash, so this bike can copy the power of anything from a 125cc two-stroke to 450cc motocross bikes or 650cc dual sports. According to Stark, the bike has the battery capacity to provide up to six hours of trail riding or a full moto at MXGP intensity from one charge and recharging takes one to two hours (depending on charger and outlet).

The Stark Varg competes well with the well-established internal combustion dirt bikes as noted during the Strong but Silent: Stark Varg Electric MX Bike Review article.

There’s no hiding the fact that the Stark Varg is pricey. MSRP for the 80 hp version is $13,900, but there is also a standard 60 hp version that comes in at $1,000 less. Our Stark Varg Electric Motocross Motorcycle First Look Preview is a worthy resource for more information.

TM EN 300 Fi 4T: $12,745

The TM EN 300 Fi 4T is a rare and exotic enduro that’s the most expensive dirt bike from Italy-based TM Racing.

“Riders wanting to stand out from the crowd in terms of bike manufacturer and four-stroke engine displacement should look no further than the TM MX 300 Fi ES 4T,” DR’s Oldar said.

Its fuel-injected 299cc four-stroke engine is unique because it slides in under the popular 350cc displacement. According to findings from past Dirt Rider coverage, this was because the manufacturer found that during its testing the smaller engine size worked best. The model’s engine received a few updates in 2023, the first being that the kickstarter has been removed which helped reduce weight by 2.2 pounds (it’s now a claimed 233.6 pounds without fuel). The engine mapping has also been updated and exhaust noise has been toned down with a new quieter dual “Racing” exhaust.

The orientation of the airbox and fuel tank is also unique. You may notice there’s a gas cap above the right-side number plate. That’s because the fuel tank and airbox have swapped positions compared to traditional four-stroke designs (and motorcycle designs in general) that have the airbox under the seat and the tank between the knees.

The engine has “a lot of character, and it lets you know it isn’t a Japanese or Austrian machine. The throttle response is very good, but it is a slower-revving motor,” Dirt Rider wrote in a 2017 test of the EN 300 Fi. “For a slower-revving bike, its top-end is awesome and it just keeps pulling.”

In regard to chassis/handling, the EN uses a self-tempering aluminum deltabox-type single beam frame with a KYB 48mm coil-spring fork and TM Racing shock. The 2017 review stated, “The bike is balanced and, perhaps because the rear gas tank keeps that fuel weight lower, it can carve a tight line through the trees and be stable at a decent clip.”

“The TM 300Fi EN four-stroke is probably as close as you can get to a real factory bike.

Developed by world champion Enduro riders and winning the world championship multiple times, the 300cc dominated that class for years,” TM said. “Compare the retail price to the factory editions of the competition and you will see it’s cheaper!”

The MSRP is $12,745 for this Italian enduro.

Yamaha YZ450F Monster Energy Yamaha Racing Edition: $10,099

Yamaha’s YZ450F Monster Energy Yamaha Racing Edition, which only differs from the standard model in price and plastics/graphics, is also an MVP in the dirt bike realm. In fact, it was crowned the 2023 victor of the Dirt Rider 450 Motocross Bike Comparison Test because it “boasts the most powerful engine, top-notch suspension, a nimble chassis, 5-pound weight loss, and mostly agreeable ergonomics. Plus, its updated Power Tuner app continues to be the benchmark of dirt bike EFI tunability.”

More on the engine: It’s a 450cc liquid-cooled four-stroke with a dual-overhead camshaft working four titanium valves. This mill sends an impressive 54.4 hp at 9,500 rpm and 32.7 lb.-ft. of torque at 7,200 rpm to its Dunlop Geomax MX33-shod rear wheel, which means it’s the most powerful when compared to other 450 flagships that were run on our dyno like the GasGas MC 450F, Husqvarna FC 450, Kawasaki KX450, KTM 450 SX-F, and Honda CRF450R. According to the DR test, the YZ has the strongest low-end power in its class, making it the easiest to ride a gear high.

More on the chassis and suspension: The YZ450F has a new aluminum bilateral beam frame that Yamaha says strikes a balance of cornering performance and handling stability. Dirt Rider said that the 2023 bike’s 5-pound weight reduction (to the measured 242-pound wet weight) makes it “more maneuverable than ever and corners with less rider input.” High-spec and fully adjustable KYB Speed Sensitive System 48mm coil spring fork and fully adjustable KYB shock are the best components around because “the harder you ride, the better it works,” DR added.

The YZ’s updated ergonomics also gained praise from our sister brand’s test riders, who said these are much improved in 2023. Yamaha says the current YZ has a new slimmer, flatter, more compact body, seamless, rounded features, and increased legroom and revised handlebar position.

The Yamaha YZ450F Monster Energy Yamaha Racing Edition is not the most expensive in this grouping (and is priced lower than others not listed), but it is the most expensive in Yamaha’s motocross lineup at $10,099. The standard YZ450F in Team Yamaha Blue has a lower MSRP of $9,899.

Source: MotorCyclistOnline.com

If you work a 9-5, there are few things sweeter than closing up shop on a Friday evening. It only gets better if you’re leaving town for some fun, and if you plan to ride, it’s pretty close to perfect. There are a lot of ways to do it though. A laid-back ride to some sleepy locale is always a good option. Getting together with some friends and carving some sparsely trafficked backroads is also great. Whichever way you go, there’s no question that having a bike just right for the excursion elevates things to a whole new level. So we’ve assembled five of the best motorcycles on the market in 2023 for different types of weekend getaways. Check them out below. Want more? Check out the Top 5 Motorcycles for Camping in 2023 and Best Motorcycles for Long-Distance Two-Up Riding 2022 articles.

2023 Aprilia Tuono 660 Factory

If your plans include lots of tight turns and minimal luggage, the Aprilia Tuono 660 Factory will turn a fun weekend into an unforgettable one. The new 659cc twin-powered middleweight tips the scales at a claimed 399 pounds, produces 100 hp and 49 lb.-ft. of torque. It comes with a fully adjustable suspension setup and a top-tier electronics package which includes a six-axis inertial platform, traction control, wheelie control, cruise control, quickshifter, engine-brake control, different engine maps, and cornering ABS. This all amounts to a bike that you will be able to rip through the turns with and that will provide an exhilarating rush of acceleration when required. You can spend hours testing different settings on your favorite stretches of road too because you won’t be totally hunched over the machine, thanks to its slightly more comfy ergos when compared to more sport-styled motorcycles.

2023 BMW K 1600 GTL

The BMW K 1600 GTL is a no-brainer if you want to roll in total comfort, with or without a passenger. The 1,649cc six-cylinder engine is up to any task, while the chassis with BMW Duolever and paralever design provides a buttery-smooth feeling on the road. The standard equipment is nothing to laugh at either, with a 10.25-inch TFT display panel with integrated map navigation, selectable ride modes, traction control, hill start control, dynamic suspension adjustment, heated grips, reverse assist, plenty of storage space along with a commendable audio package. This would be an ideal ride if you were taking your sweetie on a road trip to some swanky resort four or five hours distant to enjoy an indulgent weekend away.

2023 Ducati Multistrada V4 S

For a weekend filled with breathtaking views, a little light off-road exploration, and a combination of freeway and backroad asphalt, it’s hard to think of a better bike than the 2023 Ducati Multistrada V4 S. The 1,160cc V-4 Granturismo is designed to surpass expectations in just about any riding scenario, its bodywork meticulously prepared to provide all-day comfort in the saddle, and innovative elements like front and rear radar that make the riding experience safer. Other systems include cornering ABS, traction control, and a quickshifter among a variety of ride modes and engine settings. Ultimately, this bike is for riders who dream of a weekend leaving the garage with some friends, carving up some mountain roads on the way to some well-appointed lodge adjacent to plenty of fire roads and natural vistas. Toss on some panniers and make it a four-day weekend… You only live once, right?

2023 Indian Sport Chief

The new Indian Sport Chief balances performance capacity with comfort, and will make a great mount for a laid-back weekend ride to some small town on the outskirts of nowhere. The 1,890cc Thunderstroke 116 V-twin packs plenty of punch while the relatively narrow build and KYB and Fox suspension make it possible to push the corners a little harder than other cruisers would find comfortable. It’s equipped with decent wind protection and can easily handle some panniers, so will accommodate whatever your travel needs may be.

2023 Kawasaki KLR650 S

Kawasaki recently gave its long-carbureted KLR650 fuel injection and optional ABS, and now there’s an S version that lowers suspension settings a bit to be more broadly appealing. Regardless of whether you choose the S or standard version, the KLR650 is the bike you want for a weekend out in the mountains. The large, 6.1-gallon fuel tank will keep you running for plenty of miles, and the stout chassis will easily haul in any of the gear you need to make the weekend in the woods just what the doctor ordered. You can explore just about anywhere and be confident you’ll get back home in one piece.

Source: MotorCyclistOnline.com

It seems like every new motorcycle announced for 2023 crept up in price, regardless of whether it got an upgrade or not. Apart from being a huge bummer, this trend also means that the range of streetbikes available under $5,000 is dwindling. But it’s not a barren landscape yet, and there are still some great machines for a variety of ride styles. We’re going to take a look at five of the most compelling below. Want more? Read our Top 5 Cheapest Motorcycles 2023, Best Budget-Friendly Beginner Motorcycles, and Best Budget-Friendly Beginner Motorcycles 2019 articles.

2023 Honda Monkey: $4,249

A sub-$5,000 list of bikes wouldn’t be complete with some type of mini motorcycle, and Honda has a whole mess of them. The Grom, the Super Cub, the Trail, the Navi, all of them would fit this list, but the Monkey makes it this round for its high level of fit and finish. It has an unmistakably vintage aspect combined with touches like LED lighting, highly comfortable suspension, a 125cc single that offers a modest amount of pep on surface streets, and phenomenal fuel mileage. It’s a great learner bike, a fun commuter, and a great weekend rider.

2023 Honda Rebel 300: $4,749

Honda’s Rebel 300 is one of our favorite budget-friendly bikes, offering relaxed cruiser style and effortless handling. The 286cc single is super smooth and infinitely manageable for a wide range of skill levels. It regularly features on our rundowns of the best bikes for beginning riders, but it’s also a compelling option for riders who just want to take it easy around town. Full LED lighting, a slip/assist clutch, blacked-out styling elements, and great fuel economy commend the machine further, making it a great value for the price.

2023 Kawasaki KLX230: $4,999

Dual sport motorcycles have long been a great bang for the buck because they can take you just about anywhere. And the 2023 Kawasaki KLX230 is no exception. The fuel-injected 233cc single-powered machine is lightweight, handles great, and comes with some updates including improved throttle response in cold weather and a new LED headlight. The platform is also available, for the same price, in S trim, which offers a shorter seat height to appeal to riders with a more modest inseam. A commuter, a camper, a travel companion, a weekend warrior, the KLX 230 is really designed to do it all.

2023 Royal Enfield Classic 350: $4,799

In recent years Royal Enfield has offered customers an enticing value proposition: retro styling, stripped-down design, and budget-friendly cost. The Classic 350 is a great example of this. At $4,799, the bike is highly approachable from a cost perspective. It is a straightforward machine with a 350cc air-cooled single that puts out 20 hp and 19 lb.-ft. of torque. Suspension and braking are similarly uncomplicated. Dual-channel ABS is arguably the most modern tech system on the bike. And the retro styling is unmistakable, looking as if it just came from some early 20th-century battlefield. All these together equal a machine that bucks the trend seen in many other bikes, which continue to grow more and more advanced. As a commuter, especially in highly congested areas, or a low-key weekend warrior, this Enfield will be a great companion.

2023 Yamaha MT-03: $4,999

The MT-03 is a great way to kick things off because it might not be on this list next year. It’s a perfect example of a compelling machine inching its way toward surpassing the $5,000 mark, with no significant updates on the docket for 2023 yet a $200 bump in price over the 2022 model. The 321cc twin engine is a great option for new and improving riders, the chassis is lithe and easy to handle, the looks are eye-catching, and the bike is a blast around town and on a winding road.

Source: MotorCyclistOnline.com

Suzuki hasn’t set the powersport world on fire in recent years. As other manufacturers churn out ever-more niched and technically advanced new motorcycles, the Hamamatsu factory seems content to plod along with modest machinery.

Editor’s note: we test rode the previous XT version during the 2020 Suzuki V-Strom 1050XT Review MC Commute article and video.

The GSX-S1000GT sport-tourer and GSX-S1000 sport naked can’t compete with Ducati or BMW or even KTM’s offerings on the spec sheet while the aging V-Strom dynasty looks decidedly frumpy ranged against the Multistradas, Adventures, and GSs of this world.

Suzuki may not offer as much choice or cutting-edge technology as the market lusts for these days, and the yellow bikes may also lack the desirability of the European competition especially. But it does a job—and at a fair price. And for thousands of riders across the globe, that’s enough, thank you.

Take the V-Strom 1050DE, Suzuki’s adventure stalwart. It’s not the critic’s favorite, perhaps, but take a ride out on a Sunday and you’re likely to see a V-Strom or two parked up at the local bike-friendly hangout. We like them. They are out there, doing a job.

The V-Strom first appeared in 2002 and is without question the unsung workhorse of the adventure market; the dependable goalie who quietly does their work behind a freewheeling team of far more glamorous centers and wingers.

It’s easy to see why it has remained so popular. Robust, easy to ride, relatively straightforward, and with just enough rider aids for most, it has retained a price-competitive position throughout its 20-year run. A top-spec Multistrada V4 S will set you back a little over $27K while the Suzuki DR1050DE Adventure can be had for $17,599. That’s a saving equal to several memorable trips away, and a head-to-toe riding kit refresh too.

As enduring and trustworthy as the big V-Strom has been, Suzuki knew its flagship adventure bike was missing something—an X-factor beyond its price point to help it meet the competition toe-to-toe. Well, that’s changed now because finally, it has produced a machine with off-road ambitions—the new 2023 1050 DE.

The 1050 DE is the Japanese factory’s fourth-generation V-Strom. Yes, it has the familiar water-cooled 1,037cc V-twin platform which, in concept at least, can be dated back to Suzuki TL1000S from the late ‘90s and produces precisely the same peak power and torque—106 bhp at 8,500 rpm and 73.7 lb.-ft. of torque at 6,000 rpm—as the old model­, but the changes elsewhere are significant.

The DE chassis received a major transformation with the introduction of a 21-inch (steel spoked and alloy rim) front wheel, a first for the V-Strom. The headstock is new, the chassis geometry is more relaxed for dirt riding, with increased rake, a longer wheelbase, longer-travel suspension, more ground clearance, and wider bars. Its dirt intentions are clear.

There’s a move from 41 teeth on the rear sprocket to 45, a huge jump and a simple way to make a bike feel livelier. Internal gear ratios have also been modified and combined with a new bidirectional quickshifter to add even more zip to the relatively low-powered unit.

The electronics have been upgraded on the DE, most notably in the shape of a neat 5-inch full-color TFT dash. Power modes remain the same—there’s an A, a B, and a C mode—with each altering the torque and throttle characteristics. Lean-sensitive ABS and TC remain the same as before but get more adjustments, including a new Gravel mode and switchable rear ABS.

Cruise control comes as standard and again has been revised for 2023. The DE also gets a smaller nonadjustable off-road screen, wider pegs with removable rubbers, and the front mudguard is slightly higher to give more clearance for mud and gravel. Longer-travel suspension also means the seat height is higher in the new DE: 34.64 inches compared to 33.66 inches on the standard 1050.

So while Suzuki hasn’t reinvented the wheel with the new V-Strom DE, it has given it the tools to carry on when the asphalt expires.

The good stuff continues when you jump on board. That new display is clear, legible, and like the switch gear, easy to use. The perch is on the high side, as you’d expect from a long-travel, 21-incher adventure bike. The standard 1050 seat sits between 33.7 and 34.4 inches, but the DE is fixed at 34.6 inches. I’m 5-foot-7 (172 centimeters) and, wearing stiff enduro boots with little ankle movement, struggled at times, and would recommend the 1.2-inch-lower seat option for shorter riders.

This taller riding position is noticeably more focused than both the older DE model and the standard 2023 1050. The bars are now 1.6 inches wider and that fixed, off-road-biased screen is 3.1 inches shorter and narrower while the pegs, with removable rubbers, are wider. All of this lends the DE a bigger, more dirt-biased stance, but even as a small rider, I felt comfortable.

Suzuki chose Greece as the venue for this first test of the DE and riding through narrow urban streets on our way out of town, the V-twin felt as friendly as ‘Stroms of old. But there was also something new.

The fueling is as clean and friendly as ever, but now, especially in the imaginatively named A mode, there’s an extra zip in performance. While the V-twin may produce exactly the same torque output through the revs as the older ‘Strom, lowering the final gearing has given the Suzuki a welcome punchiness when you open the throttle, and injects new energy into what is a relatively weighty adventurer.

Turn off the TC—which you can easily and intuitively do on the move—and the DE will happily loft its new 21-inch wheel, something I wasn’t expecting on a long-wheelbase machine that tops the scales at 554 pounds. On the switchbacks that took us high into the hills, the DE cast off its slightly dull image and rewarded me with a fun and exciting ride, the up-and-down quickshifter adding an unlikely sprinkling of sportiness.

It’s not a total transformation, of course. There are limitations to what can be achieved with a change to the final drive ratio. And when you compare the V-twin’s 106 bhp and 554 pounds to the Honda Africa Twin 1100 (113 bhp and 505 pounds with a full tank of gas) or Ducati DesertX (110 bhp and 492 pounds), it brings home how much extra bulk the Suzuki continues to carry.

Those extra pounds are constantly there in the background; I was always aware of how much heavier it feels compared to its more modern class rivals. It’s not a massive hindrance, especially for stronger and larger riders, but it is noticeable. Fast direction changes require more rider input through those wider new bars and, while stability is not in question, you would never describe the DE as agile either. The longer wheelbase, large front wheel, and more relaxed steering head angle haven’t helped, but carve up a mountain pass at speed and you’ll soon work up a sweat.

Suspension travel has increased to 6.7 inches up front and 6.6 inches on the rear, but not to the usual 9.1 inches (front) and 8.7 inches (rear) combination you’d normally associate with a 21-inch front wheel adventure bike. In normal or brisk riding, the KYB fully adjustable 43mm fork copes with the weight of the V-Strom, and the rear, with remote preload and rebound damping adjustment, offers a secure ride. Overall, the ride is on the soft side and more suited to comfort for everyday riding and touring rather than anything aggressive.

Cool conditions during the test didn’t encourage overly sporty riding—nor did the tires. Suzuki has opted for slightly unusual rubber and sizes: a 21-inch Dunlop Trailmax Mixtour up front, with a tube, and a 17-inch Trailmax Mixtour on the rear, which is tubeless. Most adventure bikes with dirt ambitions use a 21-inch/18-inch combination, and while I’m sure the cold temperatures didn’t do them any favors, I never got the confidence to push the handling to a peg-scraping angle of lean. Warmer weather, though, may change all that.

Like the V-Strom’s engine and suspension, the brakes, too, are capable rather than inspiring. Cornering ABS comes as standard and has two road levels, plus the new off-road setting which simply deactivates the rear ABS and a load-dependent braking system that modulates ABS intervention. This means that, in theory, if you add weight such as luggage or a pillion or both, this changes the ABS intervention as you’re asking more of the brakes, pulling the lever harder. Braking is also linked, the front lever activating the rear, but not the other way around, as the rear pedal is independent of the front. To add to the list of marketing-led terminology, the Suzuki has Slope-dependent Control System which, simply put, prevents the rear lifting and stoppies.

On the test ride in Greece, I had no serious issue with the Tokico stoppers, and ABS intervention was only felt on the rear on the slippery surfaces we encountered. I would expect 90 percent of V-Strom owners to have no complaints but, again, the bike’s weight problem raises its ugly head. After all, 556 pounds (including fuel) plus a rider, possibly a pillion and luggage as well represents a sizable mass and a lot to ask of the front stoppers. The DE certainly isn’t over braked.

Suzuki’s V-Strom has always scored highly when it came to churning out miles, and the new DE should continue that tradition. Cruise control is standard and can now be set at lower speeds, although I’m not sure anyone sets their cruise control to lower than 30 mph. The riding position is roomy and the shortened screen does a decent job. Hand guards are standard, as is the USB port on the left side of the dash, while under the seat is a 12-volt DC outlet. As mentioned, the new dash is clear and far easier to navigate than much of the competition. Heated grips, fog lights, and full luggage are available as accessories.

Of course, the big question is whether Suzuki has genuinely improved the off-road ability of the V-Strom. And the answer is yes, unquestionably. Riding cautiously on mixed, easygoing terrain, the Suzuki rolled across all that was thrown its way with composure.

As the pace picked up, however, the suspension bottomed out and lacked control, and suddenly I was all too aware of that excess weight. Trying to stop 554 pounds on a steep and slippery downhill felt challenging rather than fun. This isn’t a bike you can easily pop over rocks and small obstacles, either; attempt an ambitious maneuver and the DE feels like it’s being forced to do something it doesn’t really want.

Furthermore, the Gravel riding mode doesn’t act as a true rider aid by preventing slides but simply remaps the throttle to reduce power delivery, so you can’t rely on it to save you as you might on the DE’s competitors. It’s useful, however, to now have the ability to deactivate the rear ABS, even if the front ABS hasn’t been calibrated for serious off-road abuse and is simply the same as on the road.

All said, I enjoyed the ‘Strom off-road; its wider bars, soft suspension, and fueling worked well together, and it’s relatively easy to ride as long as you don’t take on anything too challenging. On light trails the Suzuki DE can certainly scratch that weekend itch for off-road adventure.

In essence, the ‘Strom is engaging in a robust and trustworthy way—just as it always has been—and now it’s more versatile than ever with some off-road ability. If you don’t look too closely at the competition, it is hard to fault.

However, the competition can’t be ignored. At $17,599 there is some strong competition out there, with a higher spec than the Suzuki, like Triumph’s Tiger 900. Honda’s standard Africa Twin is lighter, more powerful, and has more gadgets. My favorite in this class is the Ducati DesertX, which is incredibly capable both on and off-road and only a fraction less than the Suzuki ($17,695).

The 2023 V-Strom DE carries all the great qualities of the older bike along with more off-road potential, but now over $17K it’s up against some stiff competition.

2023 Suzuki V-Strom 1050DE Adventure Technical Specifications and Price

Source: MotorCyclistOnline.com