Suzuki V-Strom 800DE Overview
Suzuki’s new V-Strom 800DE is probably the most dirt-ready V-Strom to come back out of the Suzuki manufacturing unit due to its 21-inch entrance, 220 mm of floor clearance and 220 mm of journey by way of its adjustable Showa suspension. We not too long ago braved the weather in New Zealand to pattern the latest child on the adventure-touring block.
An adventurous 275 kilometre loop took us from the seascapes of Whanganui to the heights of Waiouru and again down once more by way of completely different tracks that supplied loads of these picture-book high quality scenic vistas that New Zealand is known for. Spectacular watercourses and luxurious inexperienced countryside each which approach you look. It actually is among the most lovely international locations on the planet. Kiwis usually make for fairly good firm, too…
The V-Strom 800DE debuts Suzuki’s all new 776 cc parallel twin that it shares with the brand new GSX-8S nakedbike.
The engine is a keen performer with loads of flexibility and an interesting character. The brand new mill has 83 ponies in comparison with the 71 ponies of the total energy V-Strom 650.
Peak torque of the brand new 270/450-degree parallel twin is a wholesome 78 Nm at 6800 rpm, which is 25 per cent greater than the V-Twin 650. The 650 will proceed to be out there in Australia in each LAMS and full-power variations, alongside the V-Strom 250SX and the not too long ago launched new 1050 and 1050DE fashions.
Energy tails off after 9000 rpm however the 800DE will nonetheless rev effectively previous that in case you can’t be bothered altering gears. It turns 4500 rpm at 100 km/h, 5000 rpm at 110 km/h and accelerates effectively to across the 140-150 km/h – and can go near 200 km/h in case you hold on lengthy sufficient.
All of the using modes present full energy however are simply delivered it in numerous methods. The engine is versatile, clean and cultured, as are all trendy Euro5 powerplants which need to be so effectively engineered and fuelled with the intention to meet the ever-tightening environmental calls for. Customers win too although, as this has pressured producers to up their engine sport and all of us profit.
It pulls effectively out of the basement and there aren’t any discernible steps by way of the mid-range – simply clear, linear drive earlier than flattening off on the prime finish. Very Japanese… Additionally it is extraordinarily resisting to flaming out, which makes your life simpler when doddling about within the tough stuff.
The air-filter is definitely accessible below the seat, which suggests deep water crossings are off the to-do listing however no less than servicing shall be a chunk of cake. It could profit from an oiled pre-filter in dusty situations, and I’m positive the aftermarket can have us catered for shortly after the bikes arrive in a few months.
A beneficiant 20-litre gasoline tank ought to realise a touring vary of round 400 kilometres in most situations. Vibration is non-existent due to an progressive twin counter-balancer system that doesn’t add to engine bulk dimension smart. Like the brand new 1050DE, the 800 will get the brand new dirt-oriented gravel mode that enables a good bit of rear wheel slip earlier than chopping the enjoyable.
The 800DE comes commonplace with a brand new prime shelf electronics equipment, together with switchable ABS, and in case you flip the four-stage traction management off it stays off – even in case you flip the bike off and begin it once more, yay! A two-way quick-shifter commonplace, spoked rims, radiator guard, plastic bash-plate, twin 310 mm discs up entrance, new five-inch color TFT sprint… That every one provides as much as some first rate worth…
I discovered the two-way quick-shifter on the 800 extra deft than on the 1050, presumably as this new powertrain was designed from the outset for such a system.
The bike works so a lot better within the filth than any of the 650/1000/1050 fashions previous and current, together with the most recent new 1050DE.
The suspension on the 800DE is worlds other than something we now have seen earlier than on a V-Strom. The absolutely adjustable Showa front-end has a beneficiant 220 mm of journey which is matched on the again by a preload- and rebound-adjustable shock. That’s nearly three inches extra journey than the 650, and two inches greater than the 1050DE. Within the tough stuff this all provides as much as a journey that’s rather more conducive to heading off the crushed observe, but additionally proves very sure-footed and comfy on the street.
The climate situations on the launch have been horrendous, so we weren’t precisely hitting obstacles arduous. The rear shock struggled a little bit over corrugations and, as a result of lack of traction, I couldn’t precisely rise up to a velocity the place the suspension matched the frequency of the corrugations which might have most likely cancelled them out. Total although I feel the suspension is best than a lot of the competitors wherever close to this worth level.
Contemplating what they needed to put up, with the dual-purpose Dunlop Trailmax Mixtour hoops did a great job. They let you already know once they have been going to let go, and I had some big front-end slides in slop whereas nearly upright. It was most likely extra by way of good luck than tremendous judgment that I didn’t find yourself on the deck just a few instances, however because the entrance began to fold the tyre would then seize sufficient buy on the sting of the entrance to have the ability to forestall a crash, simply whenever you thought it was gone for all cash and bracing for influence.
The rain was so tremendous and within the slop my speeds at instances so sluggish that the water was not clearing from my visor, which noticed my nerves a bit frazzled by the point we obtained again to bitumen. I’d have been searching for remedy if having to courageous these situations on different V-Strom fashions, save for maybe the 250.
Even compared to the brand new off-road focussed 1050DE, the 800DE is a lot extra playful within the filth.
The 800 debuts a brand new metal body that replaces the sportsbike derived twin-spar alloy spine that helped make the 650/1000/1050 V-Stroms such formidable weapons on the street. It additionally runs an extended swingarm than its siblings. The 800 handles rather well and carries its slim 21-inch entrance hoop by way of activates the tarmac with way more poise than I discovered the brand new 1050DE mannequin to exhibit. The rear is a 150/70-17.
As a result of ease of packaging the diminutive parallel twin compared to the 1000/1050 V-Twin powerplants, the 800 appears to hold its weight so a lot better. The 800 is simply over 20 kg lighter than the 1050DE, however it feels nearly double that due to a decrease centre of gravity and extra amenable seat top. It even feels smaller and simply extra manageable in each approach in comparison with huge brother.
The place the 1050 feels as if it began life with a unique position that’s now tailored to a brand new objective, the 800 feels just like the clear sheet design from the ground-up prefer it certainly is. Suzuki’s first new mannequin in 5 years.
The 800 manages to really feel as gentle and manageable because the 650, however with massively improved off-road efficiency. The 800 nonetheless scythes from apex to apex with grace and surefooted stability, however on a decent and twisty little bit of tarmac a 650 will nonetheless have its measure as that mannequin has at all times punched up to now above and past what you would possibly anticipate. And I’m speaking towards bikes operating 17-inch fronts, not to mention the 21-inch geared up 800. If you already know, you already know… However as soon as off the crushed observe there shall be no comparability between the 2.
Nissin present the stoppers on the 800 and, whereas they work effectively sufficient, they don’t have the ferocious stopping energy of the radial Tokico {hardware} discovered on huge brother. That’s no dangerous factor as that is simply one other issue that makes the 800 a extra relaxed and easy-going journey than its extra critical sibling.
Sadly, the built-in baggage mounts on the sub-frame that grace the 1050 as commonplace are an non-obligatory further on the 800. Panniers can be found as an choice, however in case you are accustomed to studying my diatribes on bikes you’ll know the way a lot I hate pannier racks which have nice hunks of steel swinging a mile away from the centreline of the bike. They typically flip a spritely horse into an ungainly donkey. Thus I’d be plumping for the sub-frame lugs and plastic instances.
They may maintain rather less quantity than the large alloy packing containers however the plastic luggage are rated to hold extra weight.
They may maintain just a few much less litres than the alloy packing containers however even have a better weight ranking, Suzuki suggests a 3 kg weight restrict for the alloy packing containers however a extra beneficiant 5 kg restrict for the plastic panniers.
The brand new mannequin shares the sensible five-inch TFT show that debuted on the 1050 fashions launched this month. The instrumentation and interface are intuitive, informative and match for objective. Nonetheless, there’s no cruise management or heated grips, that are a few black marks towards it.
On the upside a USB port is offered up entrance, supplemented by an old-school 12-volt outlet below the seat. Hand-guards are a welcome addition and the display works fairly effectively regardless of its comparatively tiny measurement. I’m positive a extra beneficiant display will ultimately be out there by way of the choices listing, and that will surely be welcome for freeway work.
The seat is supportive and, mixed with the standard long-travel suspension the 800DE, wafts alongside the street whereas isolating the rider from street imperfections. This can be a true long-distance mount that resulting from that lengthy journey suspension show extra snug on the street than the 1050.
This can be a a lot nicer motorbike than earlier BMW F 800 fashions, and is definitely a value-packed challenger to the present well-credentialed F 850 GS. At $18,590 journey away the Suzuki treads a mid-line within the worth stakes between the $20,285 BMW and $16,490 CFMoto 800MT Discover.
It provides a good bit extra bang for the buck than Yamaha’s $19,999 no frills extra dirt-oriented Tenere 700 in relation to creature comforts and tech. The Yamaha is basically a giant dirt-bike you possibly can tour on, whereas the above-mentioned are extra cosseting long-distance mounts you enterprise off-road on.
The Suzuki stacks up fairly effectively towards Honda’s aggressively priced new Transalp 750, which is ready to hit the market in just a few months at round 16k journey away, undercutting even the CFMoto. We didn’t see that coming…
Each the Yamaha and the Honda are significantly lighter than the Suzuki, BMW or CFMoto. BMW leads the best way within the guarantee stakes with a car-like five-year protection interval, however Suzuki nonetheless bests a lot of the relaxation with its three-year guarantee. Truly, CFMoto now additionally supply a three-year guarantee. There are additionally in fact the massively competent Triumph Tiger 900 Rally Professional and Aprilia Tuareg 660, however these bikes attain up into one other worth level all collectively, identical goes for KTM’s 890 Journey and Husky’s Norden.
The 800 is participating, enjoyable, competent, snug and undemanding. An awesome choice for these riders who lack confidence within the filth, however nonetheless desire a comfortable long-distance journey mount with first rate efficiency and amenity on street. The adjective I hold coming again to is ‘playful’, I discovered the 800DE to be precisely that. Additionally it is tremendous snug, participating, reasonably priced, approachable and an excellent choice for each skilled and comparatively inexperienced riders.
So as to add extra to the worth equation Suzuki is throwing in an alloy top-box equipment valued at over a grand for anybody who pre-orders the $18,590 journey away machines earlier than it arrives in June, a pleasant reward for early adopters.
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 commonplace
- Suspension Entrance – Totally-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 top 1310 mm (51.6 in.)
- Wheelbase 1570 mm (61.8 in.)
- Floor clearance 220 mm (8.7 in.)
- Seat top 855 mm (33.7 in.)
- Kerb mass 230 kg (507 lbs.)
- Arrives – Mid 2023
- RRP – $18,590 Journey Away
