The brand new Suzuki V-Strom 800DE casts apart the mannequin’s V-twin engine heritage, changing it with an all-new 776cc parallel-Twin. The brand new bike’s styling, nevertheless, emphasizes Suzuki’s journey bike lineage by drawing from its late ’80s Paris-Dakar-inspired DR 750S Large. Hats off to Suzuki for nailing the aesthetics, however does the bike’s efficiency match its adventurous attractiveness?
Having spent two days driving the brand new V-Strom in each on- and off-road environments, it’s simple to shrug off the truth that the engine structure strays from the mannequin’s namesake as a result of the brand new parallel-Twin is the enterprise. It has a 270-degree crank, which provides it energy traits just like the 90-degree V-Twins within the V-Strom 650 and V-Strom 1050. Claimed output is 83 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm.
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When a twist of the throttle requests extra energy, the engine responds with a torquey ahead rush, and the Suzuki Cross Balancer system does a fantastic job of quelling any extreme engine vibration. Additionally serving to hold engine vibes to a minimal is the truth that revving the engine to redline is pointless on account of all of the enjoyable out there within the midrange.
Engine snappiness is chosen through the left handlebar-mounted switchgear with a selection of three throttle-response modes: “A” is most aggressive, “B” is much less so, and “C” is the mildest (finest for wet situations). In virtually all on-road circumstances, I most well-liked the middle-ground B mode with its barely smoother throttle utility. Within the grime, it was a 50/50 toss-up between A and B modes. And that is the place Suzuki’s traction management choices get fascinating.
There are three ranges of on-road traction management intervention plus an off-road G (gravel) mode, or TC might be turned off. For an intermediate grime rider akin to myself, G mode made me really feel extra expert than I’m as a result of it did the work of metering rear-wheel spin earlier than issues bought uncontrolled, offering a pleasant stability between hero-like drifting and ahead thrust. With essentially the most aggressive throttle setting (A) and TC in G mode, I might journey to my restrict with out worry of over-spinning the rear wheel. Or, to work on throttle management, I turned TC off, chosen the milder B mode throttle setting, and practiced spinning the rear wheel with out intervention.
One other rider help outfitted to the V-Strom 800DE is a bi-directional quickshifter – at all times a welcome function in my e-book. I examined the system on two totally different check bikes to ensure what I used to be experiencing wasn’t an adjustment challenge, and each bikes responded equally. In essence, upshifting was akin to some sportbikes I’ve examined, whereby the sooner you might be accelerating and the upper the engine pace, the smoother the quickshifter capabilities. To not say it was unhealthy at lesser speeds, simply not fairly as clean.
Downshifts, it doesn’t matter what the scenario, had been a bit clunky. When standing up throughout off-road driving, the load of my physique hovering over the shift lever made the operation a bit simpler. The quickshifter may also be turned off.
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The V-Strom’s claimed curb weight of 507 lb didn’t appear to correspond with how mild the bike felt whereas driving it. The bike’s dealing with manners each on- and off-road had been very nimble. Being the skilled that I’m, I threw myself into this check by falling over in a marbly, rutted downhill hairpin straight in entrance of the digicam crew. Embarrassing, sure, however I discovered that driving an journey bike just like the V-Strom 800DE within the outback is rather less scary understanding you may choose it up by your self after a tip-over – one thing that may’t be stated about most of the heavier open-class ADVs.
Serving to the V-Strom navigate off-road obstacles is its 21-inch entrance wheel, a powerful 8.7 inches of entrance and rear suspension journey, and eight.75 inches of floor clearance. Spoked wheels are of the tubed selection, whereas the Dunlop Trailmax Mixtour 90/10 tires favor on-road dealing with over aggressive off-road driving. The Showa inverted fork and link-type shock are absolutely adjustable, permitting riders to high-quality tune the suspension to private desire, and there’s a distant preload adjuster for the rear.
The seating place has a pure really feel with loads of legroom and a brief attain to the bars. Seat foam density is spot-on with completely no complaints after two days of driving. At 33.7 inches, the seat peak isn’t as daunting as another journey bikes, particularly contemplating the V-Strom’s suspension journey and floor clearance. Whereas seated, the peak of the extensive, tapered handlebar was good, however since I’m taller than common (5-foot-11), I used to be somewhat hunched over when standing up on the pegs. I’d favor the handlebar to be a bit extra elevated, however I think it could be a great match for riders of common peak.
GEAR UP:
Braking efficiency of the twin 2-piston Nissin entrance calipers pinching 310mm discs was greater than sufficient within the grime, although the street-biased Mixtour tires provided restricted off-road grip. On the pavement, particularly at greater speeds, there have been instances when extra stopping energy was wanted however not out there. On the lever, I might virtually really feel the rubber brake strains increasing when most strain was utilized. Metal braided brake strains and extra aggressive pads would in all probability assist, however 4-piston entrance calipers be even higher. ABS is customary and gives two ranges of intervention, and it may be turned off on the rear wheel.
The 5-inch coloration TFT instrument panel delivers data to the rider in an uncluttered, easy-to-read format. From ABS, TC, and journey mode settings to hurry, gear place, and gasoline degree, the data is intuitive and well-organized. The brightness of the show is adjustable, and the day/night time mode background might be set to change mechanically or manually. On the left facet of the show is a useful USB port for charging a telephone or different digital machine.
Above the instrument panel resides an adjustable windscreen. There are three heights to select from in 0.6-inch increments, for a complete of 1.8 inches of adjustment. Nevertheless, a hex secret is required to take away 4 bolts to reposition the windscreen – a cost-saving design that cuts somewhat too deep for my style. Different makes an attempt to regulate prices embody flimsy plastic handguards and a minimalist plastic bash plate underneath the engine.
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The tempo set by our lead rider on the morning of the primary day was posted-speed-limit gradual. Nice for taking within the surroundings of Sardinia, Italy, however as limiting as a conga-line demo journey on the subject of assessing the V-Strom 800DE’s capabilities. It was stunning that, when let out to journey at a spirited tempo, I shortly discovered the restrict of the bike’s cornering clearance when the footpeg feeler gouged its method via the pavement within the first nook of a photograph go. Quite than a criticism, nevertheless, this was a advantage. Proper out of the gate, I felt comfy pushing an unfamiliar bike to its street-riding limits. And this was earlier than making any changes to suspension settings. From there, I grew much more keen on the V-Strom 800DE in the course of the subsequent day and a half of testing.
Contemplating the V-Strom’s $11,349 MSRP, the applied sciences with which it’s outfitted, and its efficiency within the grime and on the pavement, Suzuki clearly did its homework and developed a fantastic total package deal for an inexpensive worth. The middleweight journey section is very aggressive, with a variety of choices from Aprilia, BMW, Husqvarna, KTM, Triumph, and Yamaha.
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For these in search of a extra well-endowed touring companion, Suzuki additionally gives an Journey model of the V-Strom 800DE for a $1,650 premium. The additional cash will get you a pair of quick-release black-anodized 37-liter aluminum panniers, an adjunct bar for mounting different equipment and defending the facet of the bike (one thing I might have used), and an aluminum skid pan. Gas capability for both mannequin stays the identical 5.3 gallons.
The 2023 Suzuki V-Strom 800DE strikes a cheerful medium between the extra diminutive V-Strom 650XT ($9,599) and the V-Strom 1050DE ($15,999). You get extra of what you need – engine and chassis efficiency – in comparison with the 650 and fewer of what you don’t need – weight and value – in comparison with the 1050. That’s a win/win.
2023 Suzuki V-Strom 800DE Specs
- Base Worth: $11,349
- Web site: SuzukiCycles.com
- Guarantee: 1 yr., unltd. miles
- Engine Kind: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
- Displacement: 776cc
- Bore x Stroke: 84.0 x 70mm
- Horsepower: 83 hp @ 8,500 rpm (manufacturing facility declare)
- Torque: 57.5 lb-ft @ 6,800 rpm (manufacturing facility declare)
- Transmission: 6-speed, cable-actuated slip/help moist clutch
- Ultimate Drive: Chain
- Wheelbase: 61.8 in.
- Rake/Path: 28.0 levels/4.5 in.
- Seat Peak: 33.7 in.
- Moist Weight: 507 lb
- Gas Capability: 5.3 gal.
- Gas Consumption: 53.4 mpg (manufacturing facility declare)
