Suzuki V-Strom 800DE Evaluation | Bike Check


Suzuki V-Strom 800DE Evaluation

I lastly received the possibility to throw the leg over the brand new V-Strom 800 and it’s each what I anticipated, and but not what I anticipated…

All in all, it’s a stable entrant into the more and more aggressive mid-size Journey-Touring class, and a worthy holder of the V-Strom badge.

Suzuki's V-Strom 800DE offers their most off-road orientated option, between the 650 and 1000
Suzuki’s V-Strom 800DE affords their most off-road oriented possibility, between the 650 and 1000

Let’s begin with what I anticipated. That driveline, the identical one shared with its sister bike – the GSX-8S I examined just a few months again – is simply pretty much as good on this format. Possibly even higher.

Suzuki’s new 776 cc parallel twin is an absolute peach and punches out a wholesome 83 hp. Arguably a step up in each regard than the a lot honored 650 V-Twin that has powered V-Strom and SV fashions for millennia.

The engine is shared with the GSX-8S, a 776 cc parallel-twin
The engine is shared with the GSX-8S, a 776 cc parallel-twin

It’s clearly up in quantity and meaning noticeably extra torque and energy, nevertheless it additionally has higher bodily packaging general which permits for neater body and chassis choices. Seeing the previous 650 aspect by aspect to the 800 places this into perspective.

However the way in which the bike dishes out the grunt that impresses, not simply the numbers. It’s fantastically fuelled in all modes, has gobs of accessible torque down low (as a lot simply off idle at a smidge below 80 Nm because the 650 has at peak…), and is brilliantly clean and usable. Easy is the key phrase right here.

Fuelling and torque are the standout on the V-Strom 800DE
Fuelling and torque are the standout on the V-Strom 800DE

Mixed with the superb quick-shifter, it’s a silky factor to slide alongside. Very quiet although… I’d love somewhat extra presence from the exhaust bark. That quick-shifter is like teflon on the upshifts, although I did discover myself utilizing a dab of clutch on the downshifts at my regular pace.

Coasting alongside it was tremendous down-shifting with out clutch – likewise if I used to be having a little bit of a go, however by some means at my ‘regular’ ~70% pace it felt higher with somewhat help. No biggie. The slipper-assist clutch is a pleasant factor and a pleasure to make use of. Truly, it has a very nice really feel when pulling away from a stand-still now that I give it some thought.

The quickshifter was also commendable, but seemed to benefit from a little clutch on downshifts
The quickshifter was additionally commendable, however appeared to profit from somewhat clutch on downshifts

Suspension-wise as properly, the phrase clean is once more fairly apt. Very nice bump management. Each ends are adjustable for pre-load and damping, with the rear getting a pleasant, glove-friendly distant pre-load adjuster that you could dial up for those who throw some baggage behind you.

On the street the 220 mm of journey soaks up every thing the shire in query throws at you. Potholes, floor modifications, tram tracks, bumps and corrugations are all sneered at when you get to hold on in consolation. The bike is in its completely satisfied place each out on the open street in addition to commuting in amongst metropolis visitors.

A generous 220 mm of travel is provided by the fully adjustable 45 mm forks, and preload and rebound adjustable shock
A beneficiant 220 mm of journey is supplied by the absolutely adjustable 45 mm forks, and preload and rebound adjustable shock

That’s the opposite phrase I’d use to explain the general impression with the V-strom. It’s a cushty factor. Moreso than I anticipated.

Tremendous snug seat with a peak of 855 mm. And on the entire the ergos – it’s a roomier feeling bike than I had anticipated, with out being too huge. An amazing base for prolonged journeys I’d say, with loads of room for baggage of each the tools and human sort.

Seat height is 855 mm, with a comfortable saddle
Seat peak is 855 mm, with a cushty saddle

The apparent comparisons to the Transalp can’t be ignored for too lengthy. They’re each new to market and comparatively apparent direct opponents – particularly on the subject of pricing. Bodily the Suzuki appears a bigger feeling bike – it’s additionally each torquier, and heavier.

On the street, whereas the Transalp is definitely not uncomfortable –  I’d say the V-Strom is the roomier, extra accommodating factor. And presumably a smoother, plusher trip too. I anticipated the V-Strom to not be as sharp because the Transalp on the street, nevertheless it’s no slouch both. The bike turns naturally and with that slick shifter there may be loads of enjoyable available.

The V-Strom 800DE stands out as roomier and more accommodating than the Transalp
The V-Strom 800DE stands out as roomier and extra accommodating than the Transalp

The larger shock for me was off-road. Gravel roads aren’t any drawback as you’d anticipate, with superb manners and loads of suspension journey to absorb no matter our backroads throw our means. However I did discover the additional weight of the V-Strom within the actually uneven stuff on my check loop.

The V-Strom 800DE has 70-30 tyres fitted and suspension that, whereas providing degree of adjustment, might be extra spec’d for consolation and compliance than “big-hit’ efficiency. That mixture had me bouncing off repeated whoops moderately than skipping by way of them.

70-30 tyres join a suspension setup tuned for comfort and compliance
70-30 tyres be a part of a suspension setup tuned for consolation and compliance

The bike did really feel somewhat huge and heavy and out of its depth when pushing with any severe enthusiasm. Which was exacerbated additional by the truth that the plastic aspect panels between your knees are literally fairly slippery and didn’t supply me a lot buy to grip the bike with.

Not the narrowest of bikes between the knees both. My ft got here off the pegs greater than as soon as over actually tough stuff (which supplies you an thought of how tough I’m speaking – we’re speaking two-foot excessive whoops). Some stomp grip pads could be funding for those who needed to go charging laborious.

The V-Strom 800DE also isn't the narrowest between the legs, with grip an issue at times
The V-Strom 800DE additionally isn’t the narrowest between the legs, with gripping between the knees a difficulty at instances

However I don’t suppose that’s what V-Strom homeowners are essentially searching for from the bike. Undoubtedly essentially the most dirt-capable V-Strom but, I reckon it’s nonetheless extra a motorbike that’s aimed toward getting you someplace enjoyably and doing so comfortably, moderately than getting rowdy within the scrub.

Which will probably be simply tremendous for 95% of riders. If you wish to be a bit extra excessive, there are higher choices for charging laborious off-road (*cough – Tuareg, 890 AR and Tenere), however as an all-rounder this can be a bloody good proposition and one, that if something like different V-Stroms, will present 12 months after 12 months of dependable smiles.

There are better extreme off-road adventure options, but not at the V-Strom 800DE's price
There are higher excessive off-road journey choices, however not on the V-Strom 800DE’s value

It does share some quirks with the Transalp in that neither supply a cruise management, which I simply can’t perceive. And the sprint modes aren’t tremendous intuitive both, however the switch-gear is good and easy right here. One huge plus – the V-Strom does keep in mind your TC settings, which will get it a large tick over the Honda.

To be truthful, I reckon most homeowners will discover a setting they like and go away it there on the Zook. For me it was full energy, TC off and rear ABS off within the filth. The engine supply is clean and progressive sufficient to depart it there in all situations with none drama in any respect. Set and neglect. Good huge and clear TFT display screen too.

The 800DE remembers your electronic settings, including TC set to off
The 800DE remembers your digital settings, together with TC set to off

Good gasoline vary. A giant 20-litre tank makes positive you’ll get properly previous 400 km earlier than needing a top-up ,which once more displays the kind of all-road Journey-Touring that I believe this bike shines in. I believe that’s the higher body of reference for the 800, moderately than an out-and-out off-road belter.

This isn’t going to interchange somebody’s DR650 for instance – which is 80 kilos lighter and much more off-road succesful. However it will make an ideal step up from a V-Strom 650, or a step throughout from loads of different model’s choices.

The 800DE offers the ideal step up from the V-Strom 650
The 800DE affords the best step up from the V-Strom 650

And I did discover within the equipment choices just a few issues that I’d recommend most consumers may go for. The high-screen possibility specifically seemed good. Not that I had any main points with the OEM display screen, nevertheless it’s non-adjustable and I do know quite a lot of people like these larger screens, so it’s good to know the manufacturing unit possibility is there.

And it’s critically well-priced. 18.5k ride-away will get you quite a lot of bang to your buck. That’s a full six-grand below the 1050. Most folk could be higher off on the 800 I’d recommend.

Pricing at just $18.5K ensures the Suzuki V-Strom 800DE offers plenty of bang for buck
Pricing at simply $18.5K ensures the Suzuki V-Strom 800DE affords loads of bang for buck

Oh, that value? It’s about three-grand below an 850 GS Journey too, which for me is the opposite apparent comparability… The 850 GS makes about the identical energy and carries an additional 15 odd kilos… and you understand I get hung up about about heavier than crucial bikes…

I just like the V-Strom 800DE as a result of:
  • Such a candy engine and slick-shifting field. Beautiful.
  • Actually plush suspension soaks up something our roads will throw at you.
  • The bike remembers your TC settings!!!
I’d just like the V-Strom 800DE extra if:
  • Cruise management..?
  • The plastic panel between your knees may very well be grippier.
  • I’d should liberate some presence with the muffler too.


Suzuki V-Strom 800DE
Suzuki V-Strom 800DE

2023 Suzuki V-Strom 800DE Specs

  • Engine – 4-stroke, 2-cylinder, liquid-cooled, DOHC, parallel-twin
  • Bore x stroke 84.0 mm x 70.0 mm (3.3 in. x 2.8 in.)
  • Engine displacement 776 cc (47.4 cu. in.)
  • Compression ratio 12.8 : 1
  • Claimed Energy – 83 hp (62 kW) at 8500 rpm
  • Claimed Torque – 78 Nm at 6800 rpm
  • Induction – EFI, 2 x 42 mm throttle our bodies, Rbw
  • Lubrication system Pressured feed circulation, Moist sump
  • Transmission – Six-speed, two-way quick-shift customary
  • Suspension Entrance –  Absolutely-adjustable 45 mm inverted forks, 220 mm journey
  • Rear Suspension – Adj. pre-load and rebound, 220 mm of journey
  • Rake / path – 28° / 114 mm (4.5 in.)
  • Brakes – 2 x 310 mm rotors (F), 260 mm (R)
  • Tyres – 90/90-21 (F) 150/70 (R)
  • Gasoline tank capability 20 L (5.3 /4.4 US/lmp gal)
  • Total size 2,345 mm (92.3 in.)
  • Total width 975 mm (38.4 in.)
  • Total peak 1310 mm (51.6 in.)
  • Wheelbase 1570 mm (61.8 in.)
  • Floor clearance 220 mm (8.7 in.)
  • Seat peak 855 mm (33.7 in.)
  • Kerb mass 230 kg (507 lbs.)
  • RRP – $18,590 Journey Away
Suzuki V-Strom 800DE


2023 Suzuki V-Strom 800DE Gallery


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