Suzuki V-Strom 800DE (2023 - ) review

The V-Strom 800 is an all-new design based on the equally fresh GSX-8S roadster and slots between the aging V-Strom 650 and V-Strom 1050 V-twins. The two new 800cc bikes share a fresh parallel-twin engine, with the V-Strom distinguished by longer travel adventure suspension, modern styling retaining a nod to the old bike’s distinctive ‘beak’, modern rider electronics, quickshifter, a new TFT dash and impressive on/off-road versatility. It’s also well-proportioned, entertaining, characterful and solidly-built but it’s not perfect. The standard screen makes motorway miles tiring, it’s not as cheap as Honda’s new Transalp the styling and finish is a little basic on first acquaintance and things like a centre-stand cost extra.

Taller and roomier than Honda’s Transalp, the new 800 also neatly fits the middleground between the 650 and 1050 V-Stroms in terms of size. Add to that genuine dual-purpose ability and you’ll get an impression of the new 800 as a substantial but not imposing middleweight adventure with upright gait, wide bars and tallish but slim seat. It’s a reasonable compromise between dirt ability and road comfort but the low screen is a little annoying over time and the seat is a little firm, too. If you want long distance motorway comfort Honda’s new Transalp is the better bet. But as a genuine dual-purpose 800 adventure twin, the V-Strom delivers.

Middleweight 650-900cc twin cylinder adventure bikes are among the best do-it-all options around, which is why the category has become so competitive in recent years with the likes of the Transalp, updated KTM 790 and 800 Adventure, Yamaha Ténéré 700 and BMW F850 GS, not to mention Triumph’s three-cylinder Tiger 900. The new V-Strom is as versatile as any in being genuinely capable both on- and off-road, usable round town and having the punchy performance and fine road handling to make it a fun Sunday toy. But we also have to hold back a little due to the limitations in touring comfort from the lack of weather protection.

The new 776cc parallel-twin produces 84 horsepower and 78Nm and, although down on the new 750 Transalp’s 92 horsepower on paper, it’s one of the better powerplants in the class due to its grunty, real-world mid-range, characterful delivery, four riding modes (three road, one Gravel) and even a slick quickshifter as standard. The result is an engine which, on the road, never seems lacking and off-road has the muscle where you need it, This, along with bags of gargly character and a refined sheen few rivals can match. Its brakes are more than competent, too, and comprise twin 310mm ‘petal’ discs grasped by Nissin calipers at the front, a single disc at the rear and all assisted by cornering ABS. They just get on with the job without conspicuously excelling.

Suspension comprises reasonably long travel, multi-adjustable, inverted Showa front forks and a rear monoshock you can tweak for preload only. Despite the slightly ‘budget’ nature of all V-Stroms they perform better than you might expect, delivering a smooth, controlled ride. It also takes gentle off-roading in its stride while the bike’s steering geometry gives sporty, controlled on-road handling, even taking into consideration the V-Strom 800’s 21-inch, off-road targeted front wheel and semi-knobbly tyres.

The new V-Strom 800DE costs a little more than the Yamaha Ténéré 700 and new Honda Transalp 750, although, on the plus side, the Suzuki includes a quickshifter as standard. That said, it’s not bad value at all, insurance shouldn’t be prohibitive and, with middling performance, its hunger for the usual consumables such as tyres, chain, brake pads shouldn’t be excessive, either. It’s also pretty good on fuel, returning well over 60mpg during our test.

The new V-Strom 800DE, along with its similarly powered GSX-8S roadster brother, are both all-new bikes for 2023 with brand-new engines, so it’s too early to conclusively about likely reliability. That said, the new engine is not particularly overstressed and most of the chassis parts, electronics, TFT dash and so on have already been proven on previous Suzuki models so we have little to fear.

Although an all-new bike, the V-Strom 800DE is familiar fare when it comes to its warranty and servicing requirements. As most other Suzukis it comes with a standard two-year/unlimited mileage manufacturer backed warranty covering all parts and labour from first registration. As for servicing, it’s familiar stuff, too. The first, ‘break-in’ service is due at 600 miles with regular servicing intervals thereafter every 7,500 miles valve services due at 15,000 miles.

Suzuki’s V-Stroms have never been the most lavishly-equipped of adventure bikes, traditionally occupying the more budget end of the class. The same is true of the new 800, though it is a significant step up. There’s a quickshifter/blipper as standard, a clear TFT dash, decent riding electronics with multiple modes for both on- and off-road plus cornering ABS, traction control and the like. On the slight downside styling and paint is on the minimal side and you have to pay extra for a mainstand. You can get a larger screen to address the lack of wind protection but that is also a cost option.

Over the last few years middleweight adventure bikes have become hugely popular for their real-world performance, versatility and value, the latter especially attractive given their 1,000cc equivalents are getting ever more extravagant and expensive. Within the category there are now bikes so suit all types. If you want a serious off-roader Yamaha’s Ténéré 700 and KTM’s 890 Adventure R are more than credible while for touring and road comfort Honda’s new Transalp and Triumph’s Tiger stand out. Leaving this new V-Strom somewhere in between with genuine dual-purpose ability, substantial proportions and a cracking powertrain.