2024 Suzuki V-Strom 800 Overview – Bike Check


2024 Suzuki V-Strom 800 Overview

Bike Check by Wayne Vickers – Photos RbMotoLens

Suzuki V-Strom 800! However haven’t you already reviewed the V-Strom 800, Wayno? Effectively, sure. However, no. I did trip the V-Strom 800 DE some time again, which, whereas largely the identical when it comes to driveline, is the extra off-road oriented mannequin. This one is solely ‘V-strom’, sans ‘DE’.

2024 Suzuki V-Strom 800 Review
This new model of the 800 V-Strom is the marginally extra street focussed variant

This one is your ‘all roads’ entry stage Journey bike variant. I fairly like that time period truly. ‘All roads’. It offers a transparent indication of the kind of using the bike is geared toward. Tarmac and gravel, however nothing so off-road, tough, and gnarly that you simply’d want a tyre greater than a few 70-30. Assume Pirelli STR-type stuff at most. It comes with a Dunlop D614, which is basically a street tyre, and that alone ought to offer you a sign of the place Suzuki thinks most patrons are more likely to spend their time.

Diminished seat peak to a low 825mm (down 30 mm on the DE)

The variations between the 2 variants are mainly:

  • This mannequin has shorter journey suspension
  • Smaller cast-alloy wheels (19-inch entrance, 17 rear)
  • Diminished seat peak to a pleasant and low 825mm (down 30 mm on the DE)
  • A taller entrance display screen for a extra snug touring bubble
  • Completely different bars, narrower between the fingers in addition to being positioned barely decrease and additional ahead for higher street manners
  • Pegs are positioned barely increased and additional again
  • Slighty firmer seat foam
  • Absence of hand-guards or bash-plate from the DE
  • Which all up offers a weight discount of 7kg, bringing it all the way down to 223 kg
A taller entrance display screen for a extra snug touring bubble

That every one is sensible – pretty normal tweaks from an off-road to an all-road mannequin. And arguably, most individuals will certainly spend most of their time on the street and would in all probability be higher off getting the all-road variant…

A taller front screen for a more comfortable touring bubble
Completely different bars, narrower between the fingers in addition to being positioned barely decrease and additional ahead

Whereas I rated the DE pretty highly on the road, I used to be just a little crucial of it within the actually gnarly stuff. It was too smooth for any actual charging, and I discovered myself bouncing off issues as an alternative of soaking them up.

So, the very first thing I used to be going to scrutinise right here was the modified suspension, particularly contemplating it’s fitted with an easier Showa big-piston fork solely adjustable for pre-load. I’m completely satisfied to say I discovered no actual gripes right here. In reality, I didn’t want to the touch the clickers in any respect. I’m simply on 180cm and 85kgs for reference, and I believed each ends did a reasonably respectable job of dealing with on a regular basis using, commuting, lengthy stretches, and the odd weekend twisty sesh.

Trademark helpful hydraulic rear pre-load adjuster continues on the V-Strom

I’ve little question loading it up with baggage, or a pillion could be tremendous with a number of extra clicks of pre-load on the rear. That is doable through the distant adjuster. In order that’s a win, too.

The change in ergos was noticeable for me. I did really feel the distinction earlier than I seemed on the specs. The mixture of ever-so-slightly-further-forward physique weight, mixed with the change in geometry and wheel-size, positively makes for a sharper street device.

Pegs are positioned barely increased and additional again than the DE

However it’s a slight improve in knee-bend to make that occur. No extra weight on the wrists, although. I could solely have seen it as a result of I’d managed to provide my knee a whack on the mountain bike. Nothing majorly broken although – Captain Klutz continues.

It’s no sportsbike clearly, nevertheless it takes little effort to provoke a flip or change of course and it’s loads rewarding sufficient within the twisties. Nook entry is properly progressive and there’s ample suggestions coming at you from that front-end to seek out your groove.

7 kg lighter than the extra off-road focussed DE

As with all longish-travel all-road bike, the fantastic thing about these items shines by way of whenever you’re throwing the bike right into a bumpy, chopped-up, garbage part of street. Whereas a stiffer extra centered bike could be bouncing off issues and tying itself in knots, this simply will get on with it in relative consolation.

These bar-end weights do appear extensive and I used to be aware of them whereas filtering in amongst strains of vehicles (I needn’t have been, however they caught out in my head). I believe they’re there for a motive. I don’t usually discover engine vibes, however I may really feel just a little in my fingers and ft after lengthy freeway stretches. I have to level out it didn’t trouble me and was nowhere close to the purpose of numbness I do know some folks have, however I usually don’t discover it in any respect, so figured it was value a point out.

Notably lighter, sharper handler than the DE

I discovered the bigger front-screen additionally offers respectable safety. It’s an apparent step up from the DE, however I do surprise if it’s not noisier as a aspect impact. It gives an adjustment span of 30mm which may enhance that additional, however that requires unbolting and repositioning. I noticed no want to try this, which tells you that it wasn’t actually a problem.

The engine and field stay the identical because the DE so I gained’t dwell too lengthy on that aside from to say it’s super-smooth, well-fuelled, with a beautiful backside and mid-range hump, and it doesn’t run out of puff up high both. However simply preserve it within the fats mid-range and it’s a ripper. And with Suzuki’s popularity it must be pretty bulletproof.

83 hp at 8500 rpm – 78 Nm at 6800 rpm

I most popular the throttle setting at B, which took the urgency off the A map. A-mode isn’t overly abrupt; I simply most popular the marginally extra relaxed really feel that (to me, anyway) suited the bike extra.

The fast-shifter on this explicit bike didn’t appear as {smooth} as I bear in mind it being on the DE. It felt extra like a slick gearbox than a quick-shifter. I even dived into the settings to see if it was turned on. Nothing flawed with the field in any respect, however I’m not satisfied the QS was doing its factor correctly on this one.

4-piston radial mount calipers, twin 310 mm rotor

It additionally lifts the entrance wheel simpler than you’d anticipate it to. A part of that is because of what I believed felt like shorter gearing than mandatory on this guise. I assume it’s the identical because the DE and it would turn out to be useful in actually tough stuff off-road, however on the street, I’d definitely be trying so as to add a tooth on the entrance sprocket.

These antics require little provocation

I’ll discuss concerning the beautiful aftermarket Akra slip-on as provided on this check bike. Plug and play, and designed to not want a tune. Stunning high quality, as at all times, from Akrapovic, although it didn’t appear all that a lot louder than the inventory muffler to my reminiscence (nevertheless it did have a nicer word). Saves two-kilos as effectively, apparently, which is good. Not low-cost although. A few grand for that, I feel…

Non-compulsory Akra was a pleasant factor

Talking of cash, I’ll leap to the bike’s worth right here as a result of it’s a full grand cheaper than the DE and is available in at a beautiful $17,500 ride-away. A pleasant worth level, for positive. And Suzuki’s 36-month guarantee is a yr extra beneficiant than most. Nevertheless, there are a number of notable omissions which have me scratching my head.

TFT instrumentation

The primary is there’s no cruise management. I may begrudgingly settle for that for the off-road mannequin, however I feel Suzuki missed the mark by not having it on the street mannequin. Not at the same time as an possibility? That’s arduous to know. Likewise, regardless that I’m personally not a fan of centre-stands, I’m stunned there isn’t one right here. Fortunately, heated grips can be found as an possibility.

Respectable measurement baggage platform

So, the place does that depart us? Effectively ultimately,  The non-DE 800 positions itself as an financial, dependable, enjoyable, succesful all-roader with out what Suzuki deems as pointless bells and whistles. It additionally has no apparent mechanical flaws. Type of just like the outdated 650, now that I give it some thought. Time will inform if the ‘Sans DE’ Strom will choose up a following just like the outdated 650, however they bought a metric shit-tonne of these. And possibly will with these too.

A taller entrance display screen for a extra snug touring bubble in comparison with the DE
We prefer it as a result of
  • Nice worth, strong construct high quality
  • No actual mechanical weaknesses
  • Notably lighter, sharper handler than the DE
I’d prefer it extra if
  • No cruise management? Eh?
  • Did I learn that the plastic rear rack is absolutely solely rated to 10kg?
  • to see what rack choices they may bundle
2024 Suzuki V-Strom 800 Review
2024 Suzuki V-Strom 800 Overview

2024 Suzuki V-Strom 800 Specs

2024 Suzuki V-Strom 800 Specs
Engine 4-stroke, 2-cylinder, liquid-cooled, DOHC 
Displacement 776 cc
Bore x stroke 84 x 70 mm
Compression ratio 12.8:1 
Max Energy 62 kW (83 hp) @ 8500 rpm
Max Torque 78 Nm at 6800 rpm
Gasoline system Gasoline injection 
Starter system Electrical 
Lubrication system Compelled feed circulation, moist sump 
Transmission Six-speed fixed mesh
Suspension, Entrance Showa BFF-BP Inverted telescopic, coil spring, oil damped fork, preload adjustable
Suspension, Rear Showa hyperlink kind, coil spring, oil damped shock, preload & rebound adjustable
Brakes 4-piston radial mount calipers, twin 310 mm rotors, single 260 mm rear rotor, single-piston caliper
Tyres 110/80R19M/C 59V, 150/70R17M/C 69V, Dunlop D614 tubeless
L x W x H 2255 x 905 x 1355 mm
Rake / path
26° / 124mm
Wheelbase 1515 mm 
Floor clearance 185 mm  
Seat peak 825 mm (low seat accent -20 mm, excessive seat +30 mm)
Moist weight 223 kg 
Gasoline tank 20 L
Gasoline consumption 22.7 km/L (4.4L/100km) in WMTC 
CO2 emissions 104 g/km in WMTC
Guarantee Three-year manufacturing unit guarantee
RRP $17,500 Trip Away

2024 Suzuki V-Strom 800 Gallery


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