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With an abundance of anagrams, new complex jargon, and technical terms flying about with new bikes, we’re bringing you our new jargon-buster, where we’ll cut through the fluff and ensure you don’t need a PHD to know what’s what. First up, we’ve put together a comprehensive overview of SIRS, the new Suzuki Intelligent Ride System that features on the new V-Strom 1050XT. What does it do, and why do you need it?

The V-Strom 1050XT is equipped with a comprehensive electronics package with SIRS at its heart, which is aimed at enhancing everything from rider comfort to performance and practicality, all without taking away any of the feeling and skill of riding. SIRS consists of the following:


Goodbye cable-operated throttle. Now, when you twist the throttle, its level of movement is transmitted via electronic signals from the accelerator position sensor, gear position sensor, and crank position sensor to the ECU. There, calculations are carried out to work out accelerator position, crank position, gear position, engine speed, front and rear wheel speed, and the level of oxygen concentration in exhaust gas (using the O​2​ sensor in the exhaust pipe). That’s a lot of fast maths.

Fuel and air is then injected into the cylinders to shove you, the rider, forwards, as swiftly as you desire. And the whole system is designed to feel as smooth and as natural as any cable-operated throttle previously. But now the system works with a whole host of electronic gizmos (read on!).


...or inertial measurement unit, uses a combination of accelerometers and gyroscopes to determine a motorcycle’s pitch, roll, and yaw. In simple terms, the weight transfer forwards and backwards (yes, including wheelies and stoppies), lean angle, and think of yaw as a sliding motion, as the bike pivots around the headstock.

Motion Track Brake System is an umbrella term for the various elements of the V-Strom’s braking systems, of which there are plenty.

1. Linked brakes

Pretty self explanatory this one: grab a big handful of front brake and the ECU (electronic control unit) delivers some of that pressure to the rear, to help bring the bike to a swift, controlled stop.

2. Lean angle-sensitive ABS

Using that aforementioned IMU, the lean angle-sensitive ABS, sometimes called cornering ABS, means the ABS works, you guessed it, when the bike is leaned over as well as upright. The result is panic grabs of brake mid-corner no longer stand the bike up, and the likelihood of washing the front is reduced too, as the brake pressure is modulated thanks to clever electronics that mean the bike holds its line.

3. Two-mode ABS

Riders can select from two ABS modes, depending on the surface and riding conditions. Perfect if you’re heading off the beaten track.

Slope-dependent control

Going downhill? Well, thanks to the IMU’s constant monitoring the posture of the bike, it means it knows! As a result, when the rider operates the brakes, the ECU modulates brake pressure to the front, to help prevent rear wheel lift.

Load-dependent control

So this one supports optimal braking in response to load conditions - be that a pillion or luggage. Thanks to the monitoring of hydraulic pressure, the system constantly learns of changes and adjusts brake pressure to suit, such as applying more to the rear when required. 

Hill hold

Hill hold control (HHC) usefully, prevents the bike from rolling backwards when stopped on an incline. When coming to a standstill and the brake is applied, the IMU holds the brake on for 30 seconds even if the rider releases the brake, allowing the rider to focus on a smooth start. So no more dragging the back brake when pulling away!

Cruise control 

Adds to rider comfort and practicality on long journeys. Using a button on the right handlebar and a selector (up/down) on the left, riders can easily adjust the cruising speed, and relax when it comes to eating up the motorway miles. Cruising speed can be set from 30mph to 100mph, in fourth gear or above. Want to switch it off? Simply apply brake pressure, grab the clutch lever, shift gears, or open the throttle grip.



You’ve probably come across this one before, as it has featured on GSX-Rs and Hayabusa in the past. Suzuki Drive Mode Selector gives you the choice of a number of engine maps or power modes. On the V-Strom 1050 and GSX-R1000 you have three - A, B, and C. A offers a sharper initial throttle response and instant delivery. B mode is a touch softer, maybe if you’re not charging about on a Sunday blast or setting a lap time around Brands Hatch. C is softer again, and a mode you might choose in the wet or slippery conditions, or with a pillion on the back. SDMS gives you greater control to set the bike up to your preferences.

And if you’re looking for any more information on the V-Strom 1050XT, click here.