Here’s something for me to celebrate: so far this year, I have posted more articles than I did in 2023, 2022, or 2021. Go me. For my commemorative ninth post of 2024 (Print it out and tape it to your wall!), I thought I’d look back on another bike that came out when I wasn’t paying a great deal of attention: the Suzuki V-Strom 800.
If you want a TLDR version, it’s this: Suzuki’s back, baby.
The Great Recession of 2007 hit Suzuki particularly hard and as a result the manufacturer spent a very long time not really doing very much. New models were rarely new and even more rarely were they truly enticing. Suzuki limped along by producing reliable bikes at reasonable prices (the V-Strom platform chief among them) but no one was falling over themselves to go Team Blue. It got so bad that in 2018 Jon Urry wrote: “I don’t know whether to laugh or cry when it comes to Suzuki. This once great manufacturer… appears to have given up on motorcycles.”
That trend has been reversing in the past two years or so. Although built around an engine from 2005, the GSX-S1000GT has earned all kinds of love, with many seeing it as a sign that Suzuki is back in the game. Even more momentous, however, is the fact that Suzuki has introduced an all-new engine: the parallel twin at the heart of four current models – two of them being flavors of the V-Strom 800.
No longer a V-twin, the increasingly oddly named V-Strom is offered in RE and DE variants. The letters stand for “Road Explorer” and “Dual Explorer,” respectively. Outside of front wheel size and minor suspension tweaks, however, they’re basically the same bike.
Nonetheless, I’ve chosen three reviews for each variant, favoring the opinion of Americans when it comes to the bike’s offroad chops. Your reviewers for this round-up are: Simon Hargreaves of Bike Social; Chris Moss, writing for Carole Nash; Chris Newbigging from MCN; the mighty and awesome Ryan Adams of Motorcycle.com; Zack Courts from Common Tread; and Jean Turner for ADVMoto.
SOME NUMBERS
Starting price: £9,699 RE / £10,999 DE
Engine: 776 cc liquid-cooled DOHC parallel twin
Power: 84.3 ps
Torque: 78 Nm
Seat height: 825 mm RE / 855 mm DE
Fuel capacity: 20 liters
Weight: 223 kg RE / 230 kg DE
FIRST IMPRESSIONS
Admittedly, the DE looks better. With its 21-inch wire-spoked front wheel (as opposed to the RE’s 19-inch alloy front), DR BIG paint scheme, and (plastic) sump guard, it looks more formidable than its road-focused sibling. Both bikes have an old-school styling that is very much in line with the DR BIG of the 1980s. In writing about the DE, Ryan Adams listed its “great design and styling” as key attributes of the new model.
However, when it comes to the RE, Simon Hargreaves points out that its three color options are notably less interesting than those offered for the DE.
“However much ‘Metallic Matt Steel Green’ is ‘intended to reflect an organic sense of natural beauty as experienced on a misty morning in a deep forest’ – Suzuki’s words, not ours – it’s still bland,” he explains.
The handlebars are a little narrower and lower on the RE, and the pegs a teensy bit further back (we’re talking millimeters of difference here), but in both cases the bike feels comfortable and natural. The seat is notably comfy, as one would expect from a V-Strom (RideApart founder Wes Siler used to say that the V-Strom 650 was the comfiest motorcycle in the world), with the RE’s saddle bragging just a bit more padding.
Looking forward, you’re faced with a 5-inch TFT display that provides all the information you’d expect and maybe some stuff you wouldn’t. Alongside it, of course, you’ll find a USB port, so you can plug in your phone and have it get destroyed by adverse weather conditions.
“The colors (on the TFT display) are sort of Fisher-Price basic, but man-oh-man does it work well,” observes Zack Courts. “Crispy contrast, intuitive menus, not too many options, and a lovely balance of information and blank space.”
Beyond the dash, the windscreen on the DE earned a few complaints from journos for being too small. This issue is corrected on the RE, where the taller, wider, three-height-adjustable screen does a good job of easing the strain for most riders. The drawback, however, is that the screen is not adjustable on the go; it has to be unbolted, early 2000s style.
ENGINE, PERFORMANCE, AND HANDLING
Everyone loves the V-Strom 800’s engine. Driven by the same 776cc parallel twin unit that powers the lauded GSX-8S and GSX-8R (with different tuning, obviously), the V-Strom 800 earns kudos for its grunty low end torque and fat, usable midrange. Like most parallel twins these days – especially those used on adventure bikes – the V-Strom 800’s engine has a 270-degree crank. That means that although it no longer has a V, it at least feels like it does.
The engine set-up is exactly the same in both the RE and DE. It doesn’t produce horsepower numbers quite as high as some of the competition – the Honda Transalp 750, for example, promises 91.7 ps – but none of the reviewers identified this as an issue. In fact, in a comparison between the the V-Strom 800 DE, Transalp, and Yamaha Tenere 700, Bike magazine (August 2023 issue) placed the Suzuki at the top of the list thanks to its ability to gather speed with “an ease and effortlessness that neither rival comes close to matching.”
“It isn’t the lariest motor… nor is it the sportiest,” wrote Martin Fitz-Gibbons. “But it’s clearly the quickest at road speeds.”
There are three engine modes – A, B, and C – with A being the sportiest and C being “You should have bought a Honda NX500 instead.”
Reviewers reported some light and ‘possibly not annoying depending on what annoys you’ engine vibration on the DE when riding in excess of 70 mph. This doesn’t appear to be an issue on the RE, which means the problem is probably down to Suzuki’s choice of footpeg on the DE.
On the road, both handle well and are identified as top choices for long hauls – the RE a little more so, of course. The suspension on RE isn’t fully adjustable like on the DE (the RE’s Showa SFF-BP front forks are preload-adjustable, as is its rear monoshock) but it is more road-focused. The brake set-up is better on the RE and its alloy wheels mean you can run tubeless tires.
As a result of all those things (and the absence of plastic sump guard and hand guards) the RE weighs 7 kg less than the DE. Some reviewers tried to suggest that this makes it more nimble on the road. I find that hard to believe. The different tire size is probably at the heart of any difference in handling.
“[The RE] proved 100% stable, no matter the combination of speed, lean and bumps – including some spirited riding… in a manner well beyond the design brief, and expectations of the target audience,” says Chris Newbigging. “Rest assured, it has plenty of scope for weekend fun on the twisties as well as its more practical skills.”
OFFROAD
You can find a lot of reviews of the V-Strom 800DE online, with countless people from countless countries expressing their opinion on the bike’s offroad ability. A surprisingly large number of them speak highly of Suzuki’s offering, with more than just a handful putting it into the same category as the iconic Kawasaki KLR650. It’s even gained kudos from demonstrably better-than-you riders like Llewellyn Pavey.
Zack Courts suggested that Yamaha’s goldenchild Tenere 700 might be a better choice off road, but even he agreed that in tackling fire roads and trails the V-Strom 800DE’s performance was “fine. No drama.” Everyone else, as I say, was more effusive.
“Sliding the bike off-road is predictable,” explains Ryan Adams. “And the way its smooth throttle response feeds the engine’s linear power delivery, managing the bike with TC off entirely is easy.”
Going further, Jean Turner insists “the 800DE is the most capable ADV bike in the V-Strom lineup, so much so that it makes me wish they had named it something different. This model deserves its own identity because it will very likely have the more aggressive off-road ADV crowd taking a second look at Suzuki.”
BELLS AND WHISTLES
In addition to riding modes, the V-Strom 800 is loaded with tech and rider aids: three-setting traction control (four, if you consider “off” to be a setting), and two-setting ABS (three, if you consider “off” to be a setting – but even in that case the front remains active) on both bikes. You also get Suzuki’s “Easy Start System,” which means you have to push the button only once to get the bike started.
Interjecting here, the Easy Start Systems seems pointless to me. I owned a V-Strom 1000 for a number of years, riding it in all weathers. I never once had a problem getting it to start.
Meanwhile, both the RE and DE also come with Low RPM Assist, which aims to keep you from stalling when pulling away. And on the RE, an up/down quickshifter comes as standard.
“Not the quickest quickshifter out there,” observes Simon Hargreaves. “But metronomically reliable and this is the only bike in this class to come with one fitted as standard.”
Literally everyone complained about the lack of cruise control on either bike. It is not even available as an option.
“The reason,” explains Simon Hargreaves, “is the factory product planners, when spec’ing the platform four years ago, didn’t feel cruise was a viable option for their price targets – and no rivals had it (and none do now). So it wasn’t spec’d, and it seems unlikely to be fitted anytime soon unless Suzuki feel the absence is seriously denting sales.”
RIDERS’ VERDICTS
Ryan Adams: “Overall the V-Strom 800DE feels like a really well-balanced adventure bike. The machine performs well on-road and I would not hesitate to take a long pavement-only trip on the new ‘Strom. Likewise, when my curiosity gets the better of me, I also wouldn’t hesitate to take the 800DE off-road for some impromptu exploration.”
Simon Hargreaves: “[The V-Strom 800RE] is hugely capable and highly functional – it’ll beat you around the head with a sensible bat until you submit to reason and go and buy one… And, compared to the DE, the RE is undeniably a better road bike dynamically – more confident in the corners, more manageable, cheaper and, arguably, better wind protection.”
Jean Turner: “Trying to come up with the words after spending about a month with this bike: ‘Wow’ is the first word that comes to mind. I think Suzuki did an absolutely incredible job… On the road, the 800DE is a blast… but when you get in the dirt, that’s where this thing really starts to shine.”
Zack Courts: “The V-Strom 800DE doesn’t seem to be reaching for anything… 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.”
Chris Moss: “The new V-Strom 800RE is a very good bike… though (my) contentment was tainted a little by the fact I think it’s more suitable for me than [the DE that I own]… All in all, I think the RE is a better bike than the DE for most of the people, most of the time. I think it’ll suit me more, and I’m hoping to get one next year.”
Chris Newbigging: “It’s hard to pick major fault with the [V-Strom 800RE], but it does have some limitations imposed by its price and position in the range. Cruise control is still deemed too pricey for bikes at this level, and the screen’s position can only be adjusted by unbolting it and refixing in a different position… Those points aside, there’s much to recommend it as a useful, easy-going yet entertaining everyday bike.”
WHAT AI SAYS:
Adding a new aspect to my Review Round-Ups: I asked Google’s Gemini AI software to provide a synopsis of every review it could find for the two versions of V-Strom 800. Here’s what it told me:
“Reviewers praise the 2023 Suzuki V-Strom 800 RE for its smooth, powerful engine and comfortable ride on roads. It’s praised for being more rider-friendly than the off-road focused V-Strom 800 DE, with a lower seat height and better wind protection. Some reviewers mention a lack of adjustability in the suspension compared to the DE, and the absence of cruise control is a minor gripe for some. Overall, the V-Strom 800 RE is seen as a versatile and enjoyable motorcycle, particularly for riders who spend more time on pavement.“
“Reviewers praise the 2023 Suzuki V-Strom 800 DE for its comfortable riding position, good fuel range, and versatility on paved and gravel roads. It’s praised for being more capable off-road than previous V-Strom models, but some reviewers recommend upgrading the stock tires for serious dirt riding. While not a powerhouse, the engine is lauded for smooth power delivery at low and mid-range speeds. Testers found the suspension performed well overall, but some wished for slightly stiffer adjustments for aggressive riding. Overall, the V-Strom 800 DE is seen as a great choice for adventure touring riders who value comfort and capability on various terrains.“
MY TAKE
I would happily consider buying a V-Strom 800 (if I had the money to be seriously considering anything new). The absence of cruise control on either might push me up to the V-Strom 1050 (which actually has a V-twin engine), but I don’t do nearly as much long-haul riding these days as I used to.
Without question, I’d be opting for the RE in this case. The presence of tubed tires on the DE is a big turn-off. I’ve found myself doing roadside tire repairs on a handful of occasions over the years and although it is always a pain in the ass, that pain is markedly more tolerable when patching a tubeless tire (assuming you’re smart enough to keep an emergency tire repair kit on your bike).
The cool, offroady-looking bits on the DE, like the sump guard and handguards, are just plastic. So, you’d be replacing them anyway if you wanted the bike for regular offroad use. Which means that if you like the look of those things you’re not ‘losing’ any money by adding them as accessories to the RE.
That all said, Zack Courts has a point in suggesting that the differences between the 800 and the 1050 aren’t that dramatic – especially if your focus is on-road riding. A brand new V-Strom 800RE will set you back £9,699, but you can get a 3-year-old V-Strom 1050 that’s just come out of a PCP deal for almost £3,000 less.
So, with the new V-Strom 800 RE/DE, Suzuki is definitely ‘back’ but maybe not yet as strongly as it might like.
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