Suzuki V-Strom 800 2024 Review

Since its introduction, Suzuki’s V-Strom family has built a reputation for reliability, versatility, and user-friendliness, the various V-Strom models proving equally adept as comfortable week-day commuters as they are weekend gravel-road blasters. It all kicked off in 2002 with the V-Strom 650, before that model was joined a couple of years later by the V-Strom 1000, and then more recently by the 800DE and 1050 models.

These days the family spans six models, including the entry-level V-Strom 250, V-Strom 650XT, V-Strom 800DE, V-Strom 1050DE and V-Strom 1050, so it’s perhaps no surprise that the V-Strom 800DE has now spawned a more road-oriented sibling, known simply as the Suzuki V-Strom 800.

With road-biased Dunlop D614 rubber, smaller wheels, less suspension travel, and a lower seat height compared to the adventure-loving 800DE, the newcomer adds yet another option to the range, but has it found the sweet spot? We recently grabbed one to find out…

The Suzuki V-Strom 800 jumps into a proverbial bear pit of challengers at $17,490 ride away – that’s $1100 less than the 800DE and a whopping $5500 less than its 1050cc big brother.

There is no shortage of rivals in this segment, however, with competitors spanning BMW’s F 750 GS ($16,210 ride away) and F 850 GS ($20,285 ride away), Triumph’s Tiger 850 Sport ($18,790 ride away), Honda’s XL750 Transalp ($15,997 ride away, ex-Melbourne), and CFMOTO’s 800MT Sport ($13,490 ride away), among others.

Where the ‘V’ in V-Strom used to refer to the original model’s V-twin engine, the new 800 is powered by a torquey 776cc parallel-twin (though ‘Parallel-Strom’ wouldn’t really roll off the tongue!).

The 84.3hp (62kW) output (at 8500rpm) isn’t earth-shattering but with 78Nm of torque available at 6800rpm, the engine still has plenty of shove. A 270-degree crank configuration delivers an evocative, almost V-twin-style soundtrack, while Suzuki’s patented biaxial primary balancer reduces vibration and, says Suzuki, overall engine size.

You might lose the engine bash plate and hand guards found on the Suzuki V-Strom 800DE, but for road use that stuff is largely superfluous anyway. The good news is you still get the same 5-inch colour LCD screen, LED lights, and USB port, along with a larger height-adjustable windshield.

There’s plenty of quality running gear too, including radial Nissin front calipers, cast aluminium wheels, Showa Big-Piston Fork and remote preload-adjustable Showa monoshock.

Two colour schemes are available: Pearl Vigor Blue or the Metallic Mat Steel Green (as pictured), which I reckon has a sharp, tactical look in conjunction with the black accents.

Suzuki also offers a wide range of accessories including high or low seats, a DC socket, hard panniers, topbox, touring screen, heated grips, and a centrestand.

There’s no shortage of gizmos, with standard features including adjustable traction control and ABS, three riding modes, and a bi-directional quickshifter. Scrolling through the bright LCD menus via the handy ’bar-mounted switches allows the rider to adjust the three-step traction control on the fly, as well as disengage it.

The ride-by-wire throttle response and torque delivery can also be softened to varying degrees by selecting the A, B or C ride modes, though I generally preferred the A mode’s sharper, ready-to-go attitude.

There are two ABS settings to choose from: Mode 1 provides minimal assistance and Mode 2 offers more intervention. When it’s time to get going again, there’s also Low RPM Assist to help prevent an embarrassing stall if you botch the launch. Probably the only feature missing is cruise control, which would be nice to have on Australia’s speed-camera-infested roads.

Having ridden previous versions of the V-Strom I expected to find comfortable, easy-going accommodation, and the Suzuki V-Strom 800 didn’t disappoint. The upright riding position feels tailored for my 178cm (5ft 10in) frame, with plenty of leg room and a natural reach to the ’bars.

As with most dual-sport machines, the 825mm seat is reasonably tall, but not so elevated that I couldn’t get both feet to the ground. The erect riding posture gifts you with a commanding view of the road ahead, while the high ’bar placement encourages you to countersteer assertively through back roads and urban lanes. It’s not a sportsbike and it’s not pretending to be one, but the agile-feeling chassis is still great fun to pedal hard.

Cranking the throttle open results in surprisingly impressive urge, especially in the low to mid rev range. The ‘long-bang’ 270-degree crank timing ensures every single Newton metre is squished firmly into the tarmac, and the combination of shortish gearing with gutsy torque sees the 800 surge forward like a Staffy lunging at a stray sausage.

Blasting up through the tightly stacked gearbox is accompanied by a terrifically cheeky growl, and while the quickshifter intervention is more subtle than many I’ve sampled, it does make clutchless shifts smooth and easy.

Out on the freeway, the wind is deflected away from the head and shoulders nicely by the manually adjustable windshield, although its relatively flat frontal area does result in some buffeting. There’s also a slight buzz through the ’bars and mirrors while cruising at 100km/h, but it was never intrusive or finger-numbing.

Longer journeys are no problem, with the generously supportive one-piece seat and 20L tank mitigating the need for regular pitstops. My time with the V-Strom 800 netted healthy fuel economy of 4.8L/100km despite plenty of enthusiastic throttle use, making a range of 400km between refuels feasible.

Passengers are also well catered for, with wide rubber-cushioned footpegs and sturdy grabrails, while the rear preload can be easily stiffened up via the remote adjustment knob for two-up rides.

My butt and spine also appreciated the plush suspension damping. The stock settings feel quite relaxed, making it easy to gas the V-Strom over potholes and tram tracks alike. Speed humps? More like fun humps! There’s still enough damping at the front end to have a good stab on the solid-feeling brake lever and the rear brake is also fine, though the non-switchable ABS prevents skids.

The Suzuki V-Strom 800 swings the dual-sport pendulum to more asphalt-based pursuits, but on the couple of occasions I did find some flat dirt it still handled decently, and the charismatic engine, supple suspension and versatile chassis make it a terrific urban scratcher. My only gripe was the lack of cruise control, and that it would be nice if the centrestand came standard (for general practicality and home maintenance).

Determining whether the fun, frugal and forgiving Suzuki V-Strom 800 reigns supreme in the popular midweight dual-purpose segment will require a group test, but its best-of-both-worlds balance between utility and brawn might well make it the Goldilocks V-Strom of choice.

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel-twin
Capacity: 776cc
Bore x stroke: 84.0mm x 70.0mm
Compression ratio: 12.8:1
Engine management: Bosch electronic fuel injection, ride-by-wire

PERFORMANCE
Claimed maximum power: 84.3hp (62kW) at 8500rpm
Claimed maximum torque: 78Nm at 6800rpm

ELECTRONICS
Type: Bosch
Rider aids: ABS, traction control, quickshifter, USB port, 5-inch TFT display
Rider modes: Active, Basic and Comfort

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Slipper

CHASSIS AND RUNNING GEAR
Frame: Steel
Rake: 26 degrees
Trail: 124mm
Wheelbase: 1515mm
Front suspension: Showa USD forks
Rear suspension: Showa monoshock, preload and compression adjustable
Front brakes: Twin 310mm discs with four-piston radial calipers, ABS
Rear brake: 260mm disc with single-piston caliper, ABS
Tyres: Dunlop D614 tubeless – front 110/80R19, rear 150/70R17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 223kg
Seat height: 825mm
Ground clearance: 185mm
Fuel capacity: 20L

OTHER STUFF
Price: $17,490 ride away
Availability: Now
Colours: Metallic Mat Steel Green or Pearl Vigor Blue
Warranty: Three years/unlimited kilometres