The new Suzuki V-Strom 800DE takes the model’s V-twin legacy aside, replacing it with an all-new 776cc Parallel-Twin engine. However, the new bike’s styling emphasizes Suzuki’s line of adventure bikes by drawing from the late ’80s Paris-Dakar-inspired DR 750S Big. Hats off suzuki for aesthetics, but does the bike’s performance match its adventurous looks?
After two days of driving the new V-Strom in both off-road and off-road environments, it’s easy to overlook the fact that the engine architecture is different from the model’s name as the parallel twin engine is the main engine. business. It has a 270-degree crank, giving it the same power characteristics as the 90-degree V-Twins in the V-Strom 650 and V-Strom 1050. Power is claimed to be 83 hp at 8,500 rpm. and 57.5 lb-ft of torque at 6,800 rpm.
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When a rev of the throttle calls for more power, the engine responds with a quick thrust forward, and the Suzuki Cross Balancer system does an excellent job of quelling any excessive engine vibrations. Also helping to keep engine vibrations to a minimum is the fact that accelerating the engine to the limit line is unnecessary due to all the fun available in the midrange.
Engine agility is selected via the left-hand drive-mounted gearshift lever with three throttle response modes: “A” most intense, “B” less and “C” lightest (best in conditions). it rains). In most cases on the road, I prefer the more mid-range B mode with a slightly smoother throttle application. In the dirt, it’s a 50/50 ratio between A and B modes. And this is where Suzuki’s traction control offerings get interesting.
There are three levels of traction control intervention on the road plus an off-road mode G (gravel) or TC can be turned off. For an intermediate off-roader like myself, G mode makes me feel more proficient as it does the job of measuring rear wheel spin before things get out of control, providing balance. Great balance between heroic drift and forward thrust. With the strongest throttle setting (A) and TC in G mode, I was able to drive to my limit without worrying about the rear wheel spinning excessively. Or, for throttle control, I turn off the TC, choose the lighter B-mode throttle setting, and practice turning the rear wheels without intervention.
Another driver aid fitted to the V-Strom 800DE is the two-way quick shifter – always a welcome feature in my book. I tested this system on two different test bikes to make sure what I was experiencing wasn’t an adjustment issue and that both bikes responded similarly. In essence, the gearshift is like some of the sports cars I’ve tested, in that the faster you accelerate and the higher the engine speed, the smoother the quickshifting functions. Not saying it’s bad at lower speeds, just not quite as smooth.
Downshifting, no matter the situation, is a bit confusing. When standing up when driving off-road, my body weight is on the gear lever making it a little easier to manipulate. Quickshifter can also be turned off.
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The V-Strom’s claimed curb weight of 507 lb doesn’t seem to correspond with how light the bike is when riding it. The bike’s handling both on the road and off-road is very agile. As a pro, I threw myself into this test by falling onto a marble, grooved downhill hairpin right in front of the camera crew. Embarrassed, yes, but I do know that riding an adventure bike like the V-Strom 800DE in the backcountry is a little less intimidating knowing that you can pick it up yourself after passing – which many people cannot predict. heavier ADVs.
Helping the V-Strom overcome obstacles on the off-road is a 21-inch front wheel, an impressive 8.7-inch front and rear suspension travel and an 8.75-inch ground clearance. The spokes are tube-type, while the Dunlop Trailmax Mixtour 90/10 tires are more about road handling than aggressive off-roading. Showa upside-down forks and fully-adjustable link-type shock absorbers allow the rider to fine-tune the suspension to personal preference and there’s a remote preload adjuster for the rear.
The seating position feels natural with plenty of leg room and a short distance to the bars. The foam density of the seat is absolutely nothing to complain about after two days of driving. At 33.7 inches, saddle height isn’t as difficult as some other adventure bikes, especially considering the V-Strom’s suspension travel and ground clearance. When seated, the wide, tapered handlebars are just right, but since I’m taller than average (5 foot-11), I stoop a bit when standing on the pegs. I would have liked the handlebars to be a little taller, but I doubt that would be suitable for riders of average height.
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Braking performance of the dual-piston, 310 mm Nissin front brake calipers is more than adequate on dirt roads, although the street-biased Mixtour tires provide limited off-road grip. On the road surface, especially at higher speeds, there are times when additional stopping power is needed but is not readily available. At the lever, I could almost feel the rubber brake lines relax at maximum pressure. Steel braided brake lines and stronger pads would probably help, but the front 4-piston calipers are even better. ABS is standard and offers two levels of intervention and it can be switched off at the rear wheel.
The 5-inch color TFT instrument panel provides driver information in a clean, easy-to-read layout. From ABS, TC and ride mode settings to speed, gear position and fuel level, the information is intuitive and streamlined. The screen’s brightness is adjustable and the day/night mode background can be set for automatic or manual switching. On the left side of the screen is a handy USB port for charging your phone or other electronic device.
Above the dashboard is an adjustable windshield. There are three heights to choose from in 0.6-inch increments, for a total of 1.8-inch adjustments. However, a hex key is required to remove the four bolts in order to reposition the windshield – a cost-effective design that cuts a bit too deep for my liking. Other efforts to control costs include flimsy plastic hand guards and a minimalist plastic shield under the motor.
Related: Suzuki announces more models back in 2023
The pace set by our racer on the morning of the first day was slow at the speed limit. Great for capturing the landscapes of Sardinia, Italy, but limited as a conga-line test ride when assessing the capabilities of the V-Strom 800DE. Surprisingly, when I was free to ride at high speed, I quickly realized the limit of ground clearance when cornering when the footrest sensor cut through the sidewalk at the first corner of the pass. . However, instead of criticism, this is a virtue. As soon as I stepped out of the gate, I felt comfortable pushing an unfamiliar motorcycle to its street limits. And this is before making any adjustments to the suspension settings. From there, I fell in love with the V-Strom 800DE even more over the next day and a half of testing.
Considering the V-Strom’s $11,349 MSRP, the technologies it’s equipped with, and its performance in dirt and pavement, Suzuki has clearly done its homework and developed an overall package. Great at a reasonable price. The midsize adventure segment is highly competitive with a range of products from Aprilia, BMW, Husqvarna, KTM, Triumph and Yamaha.
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For those looking for a better companion, Suzuki also offers an Adventure version of the V-Strom 800DE for a $1,650 premium. The extra money gets you a pair of quick-release black anodized 37-liter aluminum baskets, an accessory bar for attaching other accessories and securing the motorcycle sidewall (something I may have used) and a aluminum slide pan. Fuel capacity for either model remains the same at 5.3 gallons.
The Suzuki V-Strom 800DE 2023 sits comfortably between the smaller V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get more of what you want – engine and chassis performance – compared to the 650 and less of what you don’t want – weight and cost – compared to the 1050. It’s a win-win.
Specifications Suzuki V-Strom 800DE 2023
- Cost: $11,349
- Website: SuzukiCycles.com
- Guarantee: 1 year, unlimited. mile
- Engine type: Liquid-cooled, Twin-parallel horizontal, DOHC w/ 4 valves per cylinder.
- move: 776cc
- Diameter x stroke of piston: 84.0 x 70mm
- horse power: 83 hp @ 8,500 rpm (factory requirement)
- torque: 57.5 lb-ft @ 6,800 rpm (factory requirement)
- Transmission process: 6-speed wet assist/slide clutch, cable drive
- Ultimate driving: Chains
- The standard long: 61.8 inches
- Rake / Trail: 28.0 degrees/4.5 inches.
- Seat height: 33.7 inches
- Wet weight: 507 lb
- Fuel quantity: 5.3 gallons.
- Fuel consumption: 53.4 mpg (factory requirement)
