Suzuki V-Strom 800DE 2023 Review

After the unfortunate demise of the DR650, Suzuki Australia was left with a problem. Despite the presence of the long-running and successful V-Strom range, the Hamamatsu firm lacked a true middleweight dual-sport motorcycle with adequate off-road capability.

Sure, the V-Strom 650XT is an admirable machine, but it has more of a road bias. And that meant a large jump from the DR-Z400E (which isn’t really an adventure bike) to the V-Strom 1050 range. Until now, that is. Enter the all-new V-Strom 800DE.

The V-Strom moniker has over 20 years of history behind it, but the new 800DE is like no other Strom before it. For starters, it replaces the usual V-twin powerplant with an all-new parallel-twin engine that will also appear in the upcoming GSX-8S naked bike.

And it also ups the ante in terms of suspension travel, ground clearance, and all-round off-road ability. In many ways, it resembles the old DR Big of the ’90s. The V in V-Strom stands for ‘versatility’ (not V-twin, as some are led to believe), and the 800DE might just be the most versatile Strom yet.

The Suzuki V-Strom 800DE will arrive in Australia in July with a price tag of $18,590 ride away. That is quite a bit more than the V-Strom 650XT ($14,990 ride away), and a lot more than the DR650SE ($10,690 ride away) was at the time of its death. But it’s still much cheaper than the latest V-Strom 1050DE ($24,690 ride away).

And its competition? Well, there is a lot. The middleweight adventure segment is dangerously crowded at the moment, but it can be split into two categories – off-road adventure (a la KTM 890 Adventure R, Yamaha Tenere 700, and Aprilia Tuareg 660) and traditional dual-sport/travel. The 800DE fits mostly into the latter and it bats well above its average in that sub-category.

The BMW F 850 GS ($20,285 ride away) is arguably the 800DE’s closest competitor, but the Suzuki is a more appealing prospect given it is cheaper and comparable in spec. That said, the BMW can be boosted by a wide array of optional accessories and features. It will cost you though.

Another fierce competitor will be the CFMOTO 800MT Explore, which checks in at just $16,490 ride away and comes standard with a truckload of equipment that is missing from the 800DE. But the 800MT Explore lacks the 21-inch front wheel and suspension travel of the Suzuki, as well as the established reputation of a respected Japanese brand. Still, it will be an interesting comparison.

The joker in the pack though, is the incoming Honda XL750 Transalp, which is lighter and looks a tad better on paper. Now that will be an interesting comparo.

As well as a 21- and 17-inch wheel combination, Showa suspension with 220mm front and rear and, of course, the 776cc parallel-twin engine, the 800DE is pretty well-equipped out of the box.

There is a wide array of electronics and safety features (I’ll get to that in a moment), but the bike also has an off-road friendly windshield, heavy-duty footpegs with removable rubber inserts, radiator guard, bashplate, handguards, and even a quickshifter (which is a nice addition for the price).

Unfortunately, there is no cruise control. Suzuki tells us this was a cost-saving move, but cruise is a very common feature these days and we feel it wouldn’t have been much extra to add it. But hey, we don’t build bikes. We just ride them.

This is where the 800DE offers great value for money. There was once a time where $20K wouldn’t even get you a TFT display, but there are now bikes offering TFTs for just $12K.

The 800DE does indeed feature a 5-inch TFT, and while it is a relatively simple unit, it does display loads of information in a clean and easy-to-read manner.

Also standard on the 800DE are switchable ride modes, switchable traction control (with a Gravel mode), switchable ABS, and the aforementioned quickshifter. And as part of the Suzuki Intelligent Ride System (SIRS) the bike also features a ride-by-wire throttle, Low RPM assist, and electric start. There is also LED lighting and a cockpit USB port.

Let me just clear something up right off the bat. As I mentioned earlier, the 800DE fits more into the travel side of the middleweight adventure spectrum. That means that it is excused from being compared to the likes of the KTM 890 Adventure R, Aprilia Tuareg 660, and Yamaha Tenere 700.

And with that in mind, the 800DE is actually pretty decent off-road.

Suzuki Australia teamed up with its New Zealand counterpart for an ‘Oceania’ launch in the sleepy North Island coastal town of Whanganui. As well as being home to Suzuki New Zealand, and also the famous Cemetery Circuit street race, Whanganui is surrounded by an array of amazing roads and trails that make for the perfect motorcycle proving ground.

Unfortunately, Aotearoa’s fickle weather forced a change of route, which meant we didn’t get to ride as much off-road terrain as we would have liked, but we still got a decent insight into the capability of the bike.

The 21-inch front wheel, increased suspension travel, and higher ground clearance immediately puts the 800DE head and shoulders above the 650XT. The new Strom is much more stable and compliant on the dirt and isn’t really fazed by slippery and skatey gravel roads.

But the suspension is a tad on the soft side, and if we increased our pace and progressed past basic gravel roads, I’m sure this would be a different conversation.

Still, the parallel-twin engine is perfectly tuned for the dirt, with a smooth and tractable power curve that still provides enough low-down torque to get you out of sticky situations. The standing ride position is also nicely suited to the dirt, while the short windshield prevents any unnecessary head-butts when the terrain gets rough.

The machine handles very admirably too and tips in and out of corners with ease. Thanks to the shape of the bike, it is also possible to get your weight on top of it to provide even more grip and drive out of corners.

And you can switch to Gravel mode for reduced traction control (or turn traction off completely) and also switch ABS off at the rear, both of which enhance the off-road experience.

Perhaps the only real let down was the Dunlop Trailmax Mixtour tyres. To be honest, they actually provided a surprising amount of grip on the muddy and slippery gravel, and I had no issues with them on the tarmac, but I’d still be quick to swap them for a pair of Pirelli Scorpion Rally STRs – the gold standard for adventure bikes in this day and age (in this writer’s opinion, at least).

The 800DE’s 776cc donk is the first new Suzuki engine in a while, and it is an absolute beauty. Even the parallel-twin haters out there will be pleasantly surprised at how good it is.

Power is delivered in a smooth and linear fashion, with the overall package being very sensible and easy to ride. But that doesn’t mean it is slow. The bike accelerates briskly into a strong mid-section of the rev range. To add to that, I rode the whole day without even trying the more aggressive ‘A’ throttle map. Mode ‘B’ was more than enough.

And while the top end isn’t quite as strong, the bike will comfortably sit on 120 to 130km/h without breaking a sweat. There is some vibration higher in the rev range, but generally the powerplant is as smooth as a freshly made Espresso Martini.

Handling is superb too, with the 800DE having a lightweight and flickable feel to it. Ironically, the bike tips the scales at a significant 230kg, making it one of the heavier mid-capacity machines in the segment. But I was surprised to read that on the spec sheet, as it certainly didn’t feel it.

The gearbox is also very strong and forgiving, meaning gear selection wasn’t as critical as it is on other bikes, while the quickshifter is a superb addition that results in fast and smooth changes.

My one complaint (a bit of a ‘catch 22’) is that the short windscreen offers very little wind protection. It wasn’t so much the buffeting that annoyed me, but there was a lot of noise. Suzuki does offer optional touring windshields, which might be worth the extra dollars. It just means you might get a few head-butts on the dirt.

The electronics on the 800DE are fairly simple. There are adjustable ride modes, adjustable traction control, and adjustable ABS. And all three parameters are controlled by a simple mode button and an up-and-down arrow button. There is also only one display screen (as well as a settings menu) so you don’t have to go sifting through multiple menus to get important info.

Also a plus is the big 20L fuel tank, which is class-leading. We didn’t get the chance to get an accurate real-world fuel reading, but we spent a whole day on the road and trails without the need to fill up.

I’m also a big fan of the styling of the bike, which maintains plenty of V-Strom spirit, while giving off a rugged and adventurous look. The classic Champion Yellow No. 2 colour scheme is definitely the pick of the bunch, but the Glass Matt Mechanical Grey and Glass Sparkle Black schemes are not too shabby either.

I arrived in New Zealand with moderate expectations for this bike. Suzuki has been very quiet in recent years and I half-expected the Japanese firm to phone this one in.

But I’ve now learnt that, while it is not the most prolific manufacturer, Suzuki doesn’t often misfire, and the 800DE is no exception.

This new middleweight V-Strom is an absolute gem in a sensible and subtle kind of way. It is built around a brilliant parallel-twin motor that has journos like myself salivating for the upcoming GSX-8S naked bike, but it also offers pure dual-sport ability and a comfortable and practical ride.

I don’t know how else to put it – it just makes sense. It is affordable, capable, well-equipped, comfortable, and a lot of fun. The middleweight adventure segment might be overcrowded, but Suzuki has just delivered a standout entry. Now, we’ll wait for Honda’s move with the XL750 Transalp. Pass the popcorn.

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

PERFORMANCE
Claimed maximum power: 83hp (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: A, B and C

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

CHASSIS AND RUNNING GEAR
Frame: Steel
Front suspension: Showa USD, fully adjustable, 220mm travel
Rear suspension: Showa monoshock, fully adjustable, 220mm travel
Front brakes: Twin 310mm discs with four-piston radial calipers, ABS
Rear brake: 260mm disc with single-piston caliper, ABS
Tyres: Dunlop Trailmax Mixtour tubeless – front 90/90-21 (tubed), rear 150/70-17 (tubed)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 230kg
Seat height: 855mm
Ground clearance: 220mm
Fuel capacity: 20L

OTHER STUFF
Price: $18,590 ride away
Warranty: Two years, unlimited kilometres