The latest addition to the long line of V-Strom motorcycles is the V-Strom 800DE, available in 2 versions at MotoStore Barendrecht. For this test, I received the V-Strom 800DE with the Rally sticker set and Akrapovic exhaust. Throughout this test report, abbreviated as the Rally version. This Rally version stands out clearly in its color scheme; the familiar blue with yellow is back. This is a striking color combination, either love it or hate it. Of course, the Rally version comes with more extras besides just the color and stickers. The V-Strom 800DE uses the same engine as Suzuki’s GSX 8S, which I was very positive about earlier this year.
A Historical Evolution to a Medium-Sized Adventure Bike
The first V-Strom I tested was the V-Strom 650 in 2016. Suzuki has a long history with the V-Strom and yet manages to make positive adjustments to the model each time. After the 1000 and 1050 models, we now have a middleweight option: the 800cc version. This places them in a different class, but is there still room in this market for another light and user-friendly adventure bike? Unfortunately, the 800DE does not come with cruise control, but this allows for a market-oriented price and other options. Additionally, Suzuki offers plenty of other electronic systems; for example, the 800DE features ABS choices, including an off-road specific ABS-G.
During the test ride, what stands out is the ease with which the V-Strom leans into corners, after the initial conviction. It feels like riding an adventure bike focused on all roads except the highway. Logical, because who voluntarily takes the highway for an adventure? From winding country roads and farm tracks to off-road sections, the TET, or the beautiful green mountain trails abroad.
What’s even more noticeable is the strength of the front brake. The first time squeezing it a bit too eagerly, and despite the ABS, the rear wheel lifted off the road surface. This is fun with lightweight motorcycles, especially with supermotos and some racers. But it’s not something you’d expect from a heavier adventure bike. Yet, it happens so effortlessly that it quickly became a common occurrence. Too tempting, and it always brought a smile to my face.
Suzuki’s 776cc parallel-twin engine is powerful enough for its size. It appears to be tuned differently than it was in the Suzuki GSX-S 8S. Nevertheless, its acceleration remains more than sufficient. Release the clutch too quickly, and you’ll feel the front wheel wanting to lift off. As speeds increase, the differences between the 8S and the 800DE become more noticeable.
Of course, the V-Strom had to be briefly tested off-road. Despite the road tires on the demo model, we left the asphalt behind several times in search of adventure. Starting with a bit of gravel, which posed no problem at all, and where the gravel mode of the ABS should be most useful. Personally, I didn’t notice much of a difference, but I’m not a very experienced off-road rider, so that may be more on me. Riding on the grassy patches beside the dike, with deep tractor ruts, was smooth. The weight of the V-Strom seemed to have less of an impact than it did on the CFMoto 800MT and was more comparable to the agile Tenere.
V-Strom 800DE's Style Choices and Extras
In the showroom, there were two versions of the V-Strom 800DE: the regular V-Strom 800DE and the V-Strom 800DE Rally. The regular 800DE features a calm light gray color scheme with some striking yellow highlights. Along with black accents, side panels, seat, and rims, it forms a beautiful ensemble. Not too flashy, and calm and consistent in color.
Then there’s the 800DE Rally, the motorcycle I took for a test ride. Blue and yellow, as we’ve seen before with Suzuki. The blue, a very nice dark blue hue. And on every part where Suzuki could find space, there’s a sticker or a color. Front fork protection, stickers. Front mudguard, also space for additional stickers. The off-road handguards, stickers. And that beautiful protection cover at the engine block? Yes, also a sticker.
And there will be more than enough people who are fans of this, who find this beautiful. Or who wrap their own motorcycle on every square centimeter. Often with very nice results. But with the 800DE Rally, I found it just a bit too much. Everywhere a little text and/or a logo made the 800DE feel busy. An additional result is the many people who take a look at the motorcycle as you ride by. It stands out a bit more, that’s evident.
A unique feature of the new V-Strom 800DE is its multifunctional 5-inch color TFT display. With more functions than we can list here, but a nice addition is the automatic switching between the day setting (white) and night setting (black). This ensures that the TFT display is always easy to read. If desired, you can also manually switch between these settings.
Also included is a 5-volt USB connection. The designed handguards and engine protection cover are beautiful additions to the original. Of course, the Rally edition also comes with gold spoke wheels.
The 800DE has a seat height of 855mm, which is on the higher side, but I found it still manageable with both feet on the ground. Lowered seats and rear suspension lowering kits are usually available for V-Stroms. The advantage of the 800DE’s higher position is the extra ground clearance. Its 220mm ground clearance is slightly more than the average among competitors. At 230kg, the 800DE is a bit heavier. However, it feels lighter when riding, especially off-road, where I was surprised by how agile it felt.
Its 20L fuel tank is nothing extraordinary but is larger than the GSX models.
The Suzuki V-Strom 800DE comes standard at $11,349 or £10,699. In comparison, the CFMoto 800MT is $12,990 or £9,199. A Tenere 700 starts at $10,799 or £10,110, and a BMW F800GS starts at $10,495 or £9,995. It’s a relatively tight market in terms of competition.
Smoothness and Power: The Characteristics of the 776cc Parallel Twin in Action
The V-Strom 800DE comes with the same 776cc engine block as the GSX-S. And this parallel twin engine pleased me very much on the 8S model. Better than the engine block that came with the GSX-S950. Slight adjustments have been made to the V-Strom compared to its sporty counterpart. For example, the torque is slightly higher at a higher rpm. How this will compare to the competition was the question we set out with. The beauty of this 776cc parallel-twin engine is its compact design. Together with the new 270° crankshaft, this contributes to smooth handling and controllable power delivery. The so-called “Suzuki Cross Balancer” crankshaft mechanism helps to eliminate vibrations and contributes to the smooth engine character. The 800DE boasts a maximum engine power of 84.3 hp at 8,500 rpm and a maximum torque of 78 Nm at 6,800 rpm.
The 800DE comes with 3 riding modes, easily switchable via the Suzuki Drive Mode Selector. You can choose between riding modes A (Active), B (Basic), and C (Comfort). While all three modes deliver maximum power, they differ in throttle response, controllability, and torque characteristics. I must say that I quickly found myself in riding mode A and didn’t look back at the other riding modes. Of course, the 800DE also features electronic ride-by-wire control for seamless throttle response. The 800DE is equipped with adjustable traction control, offering 3 normal settings for road use. There’s an “off” option, where it’s completely deactivated, and a new G-mode (Gravel) for off-road riding. This mode reduces wheel spin and keeps the V-Strom manageable.
The best comparison was with the CFMoto 800MT, which I had ridden a few weeks earlier. Naturally, there is some difference in quality, but what quickly stood out was how smoothly this parallel-twin engine responded. It was logical, as was the case with the 8S. According to their website, they even managed to squeeze out an extra horsepower, with the 8S coming in at 83hp and the 800DE at 84hp (or is this a rounding trick). With both models, the smoothness with which you can control the horsepower on the road is pleasing. The various modes available certainly help with this. The longer stretch of highway went smoothly. Cruise control was missed, but with one hand on the handlebar and a constant speed, it was comfortable to ride.
The windshield was just not ideal for my height, but it is adjustable. Unfortunately, not while on the road, as with, for example, the V-Strom 1000 or the 800MT. However, with the right tools at hand and an enjoyable route, you can try out the three different positions. Once you’ve found the best position, there’s no need for further adjustments. Alternatively, you can always purchase an aftermarket windshield that is adjustable while riding. The seat of the Suzuki V-Strom 800DE is designed for optimal comfort on long tours and riding on unpaved roads, although you will mainly be standing for that. For this purpose, the 800DE comes with steel footrests with easily removable rubber blocks. The seat provides you with all the freedom of movement, including for the passenger, even when the optional top and side cases are mounted.
Suzuki's Accessory Packages
In addition to the Rally Option available at MotoStore Barendrecht, there are also 3 accessory packages available for the 800DE from Suzuki:
The most expensive package is the 800DE Adventure pack, which includes:
- Complete set of black aluminum side cases (2×37 l)
- Black aluminum top case (38 l)
- Heated grips
- Center stand
- Crash bars
- Complete set of LED (fog) lights
The slightly cheaper 800DE Black Rhino pack includes:
- Complete set of black aluminum side cases (2×37 l)
- Heated grips
- Center stand
- Crash bars
And the cheapest option, the 800DE Touring pack includes:
- Complete set of plastic top case (55 l)
- Center stand
- Navigation support
Conclusion
Suzuki has created a wonderfully capable engine with their parallel-twin. It was expected that we would see more models with it, and the V-Strom was a logical step. With this, Suzuki has introduced a solid hybrid mid-weight adventure/off-road model. For true off-road capability, the V-Strom 800DE could feel a bit more off-road oriented. Alternatively, with a slightly larger range and cruise control, it leans more towards adventure touring. Fortunately, Suzuki offers a wide range of customizable parts, both OEM and aftermarket, allowing you to tailor the 800DE to your preferences—whether you prefer more off-road capability or more adventure touring.
The engine and accompanying frame are top-notch. Coupled with Suzuki’s electronics and fantastic brakes, the 800DE stands out as one of the better models in its class that I’ve had the pleasure of riding.
Engine | Four-stroke, liquid-cooled, DOHC, Parallel twin |
Displacement | 776 cc |
Bore x Stroke | 84,0 x 70,0 mm |
Compression ratio | 12.8: 1 |
Ignition | Electronic ignition |
Max. power | 84,3 pk / 62 kW @ 8500 rpm |
Max torque | 78 Nm / 57,5 lb-ft bij 6800 rpm |
Transmission | 6-speed |
Front Suspension | Telescopic, coil spring, oil-filled |
Rear Suspension | Swingarm, coil spring, oil-filled |
Wheels | Golden spoke rims |
Front Tire | 90/90-21M/C (54H) tube |
Rear Tire | 150/70R17M/C (69H) tube |
Length | 2345 mm / 92,3 in |
Width | 975 mm / 38,4 inch |
Height | 1310 mm / 51,6 inch |
Wheelbase | 1570 mm / 61,8 inch |
Seat height | 855 mm / 33,6 inch |
Ground clearance | 220 mm / 8,6 inch |
Weight | 230 kg / 507 lbs |
Fuel capacity | 20 Liter |
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