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The V-Strom 800DE has a hill to climb. Not one made of dirt or grass, rock or pavement. Its biggest fight is its own reputation.
Maybe it’s not fun, or fair, but some motorcycles are graded differently because of what the name means. BMW GSs, Suzuki GSX-Rs, Vespas, these are all machines that are easier to be critical of simply because it feels like they need to live up to the mythical standard of the badge.
The V-Strom history
Suzuki’s V-Strom is not historically an extravagant flagship machine, but after at least two decades of proving itself reliable and rugged the V-Strom is nothing if not famous and popular. For the most part, two models have held station over the ‘Strom moniker, the DL1000 (now 1050) and the smaller DL650. That is, until this year when the V-Strom 800DE landed in showrooms, and it has made a splash for a few reasons.
First, Suzuki DLs have been V-twins since the beginning of the bloodline, and therefore the 800DE’s parallel-twin engine is a big departure. More broadly, a new-from-the-ground-up design always leaves a lot of room for potential mistakes — does Suzuki’s idea of what a new V-Strom should be align with the DL’s loyal consumers, and if not, how good is the new stuff?
The idea behind the V-Strom 800’s new engine, of course, is that practically it doesn’t feel like a big change from the old powerplant. As we talked about in the first ride of Suzuki’s new GSX-8S, this brandy new 776 cc parallel twin uses the popular 90-degree crankpin offset for a lumpy exhaust note and tractable, V-twin-like power, among other things.
Aside from the engine, the V-Strom 800 shares the GSX-8S’s six-speed transmission (final-drive gearing is shorter) and bidirectional quickshift function, plus the five-inch TFT dash. Identical handlebar-mounted switchgear can be used to select three traction-control levels (plus Off, and a Gravel mode) as well as three levels of ABS intervention and the A, B, or C throttle maps.
Not shared from naked 8S is just about everything else. The frame structure shares the steel-tube backbone description, but the steering-head angle is more slack and the subframe is beefed up for more weight and for off-road use, as you might expect. A wide, tall handlebar and single-piece seat perch the rider atop fully adjustable Showa suspension with 8.7 inches of travel and, coincidentally, the same amount of ground clearance — according to Suzuki, the most of any V-Strom to date.
As a package it’s distinct and unique, not to mention maintaining some of the design language of the V-Strom family. The “Champion Yellow No. 2” paint scheme doesn’t hurt, in this case, but you can also have it in a more muted gray-with-yellow livery, both for sale with a starting price of $11,349. I might recommend the gray colorway, for what it’s worth, if only because I think “muted” is a bit of a theme with this motorcycle.
The V-Strom day-to-day
Before I tell you what I don’t like about the V-Strom 800DE we should cover the stuff that has been done right. Then again, that would be annoying because that would mean listing just about everything I just talked about. In other words, the V-Strom 800 is largely good.
The engine is punchy and sounds nice, the seat is comfy, the dash layout is clean and clear, the ride is balanced, the brakes are good, and as a machine it is completely easy to use. When you touch the starter you don’t have to hold it down, you can just tap it and the engine starts. If you let the clutch out without adding throttle the bike adds a few hundred rpm to keep from stalling. It’s not that any of this is ground-breaking technology, but it makes the ‘Strom experience smooth and straightforward.
I rode it around a city for weeks, spent a few half days away from the office spinning along twisty mountain roads, and even trotted down some fire roads and trails. It was all just fine, no drama. The 800DE is a better street bike than a dirt bike, for sure, and I was sad that the footpegs dragged so readily on the curvy roads, but it was totally competent at all of it.
In fact, some aspects of the bike are better than good. That TFT dash, for one. The worst thing you can say about it is that the colors are sort of Fisher-Price basic, but man-oh-man does it work well — crispy contrast, intuitive menus, not too many options, and a lovely balance of information and blank space. Remote adjustable spring preload for the shock is a nice touch too, while we’re at it.
The V-Strom rubs
So, that being said, why isn’t this a more glowing review? “Good at everything” I say, same as I would have if it were a BMW R 1250 GS, except with the GS I’d be complaining about how complex the dash is and how much the bike costs in general. Why am I not singing the V-Strom’s praises? Am I really that annoyed that the windshield is small or that the pegs drag earlier than expected on a twisty road? No, I’m not.
My problem with the V-Strom 800 is that it doesn’t seem to be reaching for anything. It fits nicely into the gap between the 650 and 1050 versions of the model (both of which are scheduled to stay in the lineup, incidentally) and somehow doesn’t differentiate itself very much. Even the obvious spec-sheet notes — the 21-inch front wheel or the ground-clearance number — don’t feel like they translate appreciably to new ground being broken.
Instead it feels like a solid, basic street bike with plenty of comfort and just enough options. Like a V-Strom 1050 with less power and less charisma, or a V-Strom 650 with a little more capability and a higher price. If anything, despite having new hardware and new options, it feels a little too much like its predecessors to get excited. Maybe after all my concern about the bike being judged unfairly because of the name, the design brief was a victim of the other ‘Strom successes.
What the 800DE needs to be the most modern version of a V-Strom is to branch away from what its siblings already do so well. A big front wheel and a Gravel mode aren’t what makes an ADV. It should have more focus, more determination to be a standout in some category or another. That’s my argument, anyway.
If you agree, you might rather have a Kawasaki Versys 650 for a sport-touring rig, or a Yamaha Ténéré 700 for an adventure bike, because the V-Strom 800 isn’t a lot better than the T7 as a road bike and it’s not as much better off-road as it should be compared to a Versys.
But, you could disagree with me, too. You could point out the long list of things that the 800DE is good at, and you wouldn’t be wrong to value that this newest V-Strom carries on so many of the attributes that has made the name famous. Maybe it doesn’t have any metaphorical hills to climb in the first place, because it’s already at the top.
| 2023 Suzuki V-Strom 800DE | |
|---|---|
| Price (MSRP) | $11,349 |
| Engine | 776 cc, liquid-cooled, eight-valve, parallel twin |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 83 @ 8,500 rpm |
| Claimed torque | 57.5 foot-pounds @ 6,800 rpm |
| Frame | Steel-tube double backbone |
| Front suspension | Showa 43 mm fork, adjustable for spring preload, compression and rebound damping; 8.7 inches of travel |
| Rear suspension | Showa shock, adjustable for spring preload, compression and rebound damping; 8.7 inches of travel |
| Front brake | Nissin two-piston calipers, 310 mm discs with ABS |
| Rear brake | Nissin single-piston caliper, 260 mm disc with ABS |
| Rake, trail | 28.0 degrees, 4.5 inches |
| Wheelbase | 61.8 inches |
| Seat height | 33.7 inches |
| Fuel capacity | 5.3 gallons |
| Tires | Dunlop Trailmax Mixtour; 90/90-21 front, 150/70R17 rear |
| Claimed weight | 507 pounds |
| Available | Now |
| Warranty | 12 months, unlimited miles |
| More info | suzukicycles.com |
