2023 Suzuki V-Strom 800DE Evaluation [27 Fast Facts From Sardinia]

Suzuki alerts a mud intent with the actually all-new 2023 Suzuki V-Strom 800DE. The gauntlet is thrown down with a 21-inch entrance wheel and the longest-travel suspension but within the V-Strom line. There’s rather more to the brand new V-Strom, so Final Motorcycling headed to the south coast of the idyllic Mediterranean island of Sardinia to check the 800DE on the unbelievable Italian twisties and the plentiful unpaved backroads that crisscross mountainous terrain.

1. Suzuki’s buzzword for the 2023 V-Strom 800DE is “gravel.” The large query requested of each journey motorbike is, “How dirtworthy is it?” Spec sheets don’t inform the entire story, and Suzuki engineers went to nice effort to clarify the main focus of the 800DE. It wasn’t completely clear what the “gravel” idea was all about till I rode it off the pavement; then, it turned abundantly clear.

2. That’s an all-new engine powering the 2023 V-Strom 800DE. The structure isn’t unfamiliar within the ‘20s—it’s a liquid-cooled DOHC parallel twin with 270-degree crankshaft timing—and we can even be seeing this motor within the upcoming all-new GSX-8S bare upright sportbike. We lined the engine in nice element when the 800DE was launched, so we’ll refer you to that story moderately than rehash months-old data. The motor will get loads of assist from an uncommon electronics package deal that requires rider participation—there aren’t any conventional rider modes. Additionally, the six-speed transmission has a quickshifter as normal tools.

3. Provided that the 800DE has a parallel twin, many individuals have questioned why it’s nonetheless referred to as a V-Strom—we’ve the reply. I requested a Suzuki engineer about this, and he had a reply able to go. “The V stands for ‘versatile.’” And to assume all this time, we thought it needed to do with the V-twin engine. D’oh!

4. The brand new chassis faucets acquainted know-how. The body and subframe are metal, with an aluminum swingarm outfitted with linkage for the remote-reservoir shock. The Showa suspension is absolutely adjustable and doles out 8.7 inches of wheel journey at each ends. The wire-spoke wheels, a 17-/21-inch combo, converse to off-road functionality, although the Dunlop Trailmax Mixtour tires favor paved surfaces. Suzuki went with what’s confirmed to work; a technique that may succeed when up to date with new tips.

5. The electronics package deal requires the rider to think about tips on how to greatest mix the three parameters—throttle response, traction management, and ABS. We’re used to pondering by way of energy or journey modes which are all-encompassing. You decide one mode, and the preset settings do the give you the results you want, although the outcomes aren’t all the time precisely what you’d need. Suzuki requires rider participation. To make any mode modifications, the throttle should be off and no different modes actively implementing changes. Additionally, ABS is a little more demanding for modifications.

6. Suzuki is so severe about “gravel” that one of many traction management settings is G—and you understand what that stands for. It’s a part of a traction management array that features three ranges of intrusion, plus off. The Gravel mode provides the retarding of the ignition timing moderately than merely interruption to achieve the specified objective. Traction management could be turned utterly off by riders who don’t prefer it. Those that favor the security characteristic may go together with three street-oriented ranges of intervention. The throttle response modes are enigmatically referred to as A, B, and C, regardless that the traction management and ABS techniques get numbers moderately than letters.

7. The ABS on the 2023 Suzuki V-Strom 800DE could be set to front-wheel solely. In one other nod to off-road driving, you’ll be able to defeat rear-wheel ABS—the sprint describes it as “off”, however the front-wheel ABS is all the time on. For avenue driving, there are two decisions of sensitivity. Whilst you can modify ABS on the fly, the method is a bit difficult. With the throttle closed and the brakes unengaged, you should maintain the Mode button down for a couple of seconds earlier than the ABS setting readout blinks and turns into prepared for adjustment. Or, you’ll be able to merely come to a cease and make the ABS adjustment.

8. There is no such thing as a storing of mode mixtures. If you wish to change all three parameters as circumstances change, you should alter them one after the other; that’s not what we’d describe as handy. On the upside, the TFT show is very legible and intuitive to navigate with the simply manipulated left-thumb switchgear.

9. Heading into the dust first, it didn’t take lengthy to know the “gravel” idea that Suzuki is selling for the 2023 V-Strom 800DE. The unpaved roads of South Sardinia on this take a look at ranged from simple, ultra-hardpack flat roads within the valleys to close 4×4 challenges within the mountains. The roads are largely there to serve the native ranches and are nearly abandoned. Nonetheless, the occasional clapped-out classic Piaggio Ape can seem out of nowhere, and the driving force has issues on his thoughts aside from bikes within the neighborhood. 

10. The 800DE is nice enjoyable on hardpack dust roads. That is the place the Dunlop Trailmax Mixtour tires shine. They hook up nicely at each ends, and typically I discovered myself slaloming via turns, leaning as if I had been on the road. The tires and chassis didn’t ship again any alarming suggestions, so I simply stored doing it. Acceleration and braking are utterly predictable in these circumstances, and the V-Strom 800DE is secure at excessive speeds, as the facility from the 775cc twin is ample. The six-speed transmission has a ratio for each state of affairs, and the quickshifter is welcome if you don’t need to relinquish your grasp of the grips.
11. Taking the 2023 Suzuki V-Strom 800DE on hardpack roads, I usually went with the A throttle response (sharpest), G (Gravel) traction management, and ABS off (aka front-wheel solely). If I wasn’t within the temper to let the rear wheel drift, I’d drop it into B throttle response and cruise alongside at a pleasant tempo. If I used to be in a frisky temper, I’d flip off the traction management with the A throttle response and lightweight up the rear Dunlop with predictable enthusiasm.

12. Because the roads get extra technical resulting from rocks and free dust, B throttle response is the best way to go. Smoothing out the throttle response through B mode helps the G traction management mode do its job. The A throttle response isn’t overly abrupt, however the twin continues to be simpler to handle with it padded down a contact. Arrange this fashion, the rear wheel can spin up when wanted, but it surely gained’t spin wildly ought to all traction break free—one thing that’s simple to have occur with the inventory tires in low-traction circumstances. Whatever the off-pavement circumstances, persist with ABS “off”.

13. The 800DE stays rideable when the traction begins to go away, although it’s not almost as enjoyable. The 270-degree firing order contributes to traction discovering and offers a pleasant throb and sound. At decrease speeds, the help perform within the clutch helps you’re employed via the slowest of technical terrain. Downshifts are much less treacherous due to the clutch’s slipper perform.

14. When the highway ventures into 4×4 territory, the V-Strom 800DE loses its mojo. Till we slip on some correct off-road rubber—say a pair of Pirelli MT 21 Rallycross tires—it’s exhausting to find out the operational limits of the 800DE off-pavement. Actually, its functionality can be enhanced by off-road pleasant tires moderately than the street-oriented Trailmax Mixtour rubber, which absolutely glad me on the pavement.

15. Ergonomically, the 800DE feels a bit girthy when standing up, although the peg/grips relationship is spot-on. The footpegs are simply okay—they may very well be a bigger platform, and the rubber inserts are extraordinarily slippery when moist.

16. The Showa suspension is spectacular within the dust. Even the hardest-pack Sardinian roads had been riddled with nasty potholes. Each time I hit the squared-off depressions at pace, I anticipated the shock to backside out. That didn’t occur, because the linkage-assisted shock all the time had one thing in reserve, and there was no kick on rebound. Whereas the inverted fork and shock didn’t make the potholes go away, they prevented brutalizing of the rider or the upsetting of the chassis. Even when touchdown from small-air jumps, the 800DE remained composed. Suzuki and Showa engineers profit from the 8.7 inches of journey at each ends.

17. Regardless of its off-road functionality, the 2023 Suzuki V-Strom 800DE is most comfy on pavement. Weighing it at over 500 kilos with its beneficiant 5.3-gallon gasoline tank topped off and shod with tires centered on highway efficiency, the 800DE is happiest the place most journey bikes thrive—touring on paved roads of various high quality.

18. Twisties are a cheerful place for the V-Strom 800DE. Regardless of its dual-purpose nature, the V-Strom 800DE likes to go for a spirited journey via the canyons and, within the case of this take a look at, alongside the craggy coast of southern Sardinia. The tires stick properly, although the Italians have paved the Sardinian roads easily with sticky asphalt—it’s heaven for sport driving. Even with the 21-inch entrance tire, the 800DE feels assured within the corners. Flip-in is easy, and altering traces isn’t a difficulty. Popping out of the corners, the brand new parallel twin will get frisky, particularly in throttle response mode A.

19. The multi-purpose suspension doesn’t really feel mushy on the road with the inventory settings. This encourages more durable driving. Whenever you get extremely demanding, you’ll be able to crank up the compression damping if it’s too tender on your weight, type, or each. Whilst you do get absolutely adjustable suspension, modifications are made manually.

20. Choosing the digital settings for the 800DE isn’t as vital on the asphalt as it’s off-pavement. Set traction management wherever you want. For probably the most half, you gained’t really feel an incredible distinction—I not often noticed the TC mild flash in any setting whereas driving on the pavement. Mode 1 felt like a great compromise—some TC, however not an excessive amount of. The A mode for the throttle management is my go-to decide. It’s not notchy, and the motor spins up noticeably quicker than in B mode. The rain-oriented C mode is predictably docile. I went the identical route on the ABS as I did TC—mode 1 is the best way to go.

21. The brand new parallel-twin motor is a winner. It has a broad powerband, pulling linearly from simply above idle to the 9500-rpm redline. The quickshifter allows you to change gears in each instructions intuitively. As anticipated, the quickshifting is a bit clunky when used at decrease rpm, and most rewarding when wringing out the dual.

22. The much-ballyhooed by Suzuki dual-counterbalancer system retains issues very easy beneath 5000 rpm or so. As you delve into the higher a part of the rev vary, vibrations construct most noticeably within the footpegs. That’s not an enormous concern, as the thrill isn’t notably distracting when driving aggressively. When sightseeing, the dual will spin at decrease revs, the place the vibration is negligible. The brand new 776cc motor’s efficiency within the 800DE has whetted my already ravenous urge for food for the upcoming GSX-8S sportbike, which shares this similar new powerplant.

23. When placing on the miles, the Suzuki V-Strom 800DE is blissful to oblige. You may cruise all day above the pace restrict with out feeling such as you’re stressing the motor. The rider triangle is pure and conducive to lengthy rides. The usual handguards and the width of the gasoline tank scale back the windblast in your fingers and legs—each little bit helps.

24. There’s a first rate quantity of safety with the windscreen in the usual place. That’s a great factor as a result of adjusting the two-position display requires breaking out instruments—unforgivable on an ADV bike that may repeatedly change between low-speed driving and touring velocities through the day.

25. Round city, the 800DE is completely usable. Though the 800DE feels a bit large, it’s not monstrous. The upright seating place offers the rider an excellent view of the environment, in order that’s an enormous plus when coping with visitors. The motor does its factor, and the clutch has an help perform to scale back in-town fatigue. The 21-inch entrance wheel gobbles up highway imperfections, large and small, with aplomb. It should undoubtedly make for a enjoyable commuter motorbike, if an proprietor must get probably the most out of 1 bike.

26. Suzuki has rigorously positioned the 2023 V-Strom 800DE within the V-Strom lineup, and within the ADV world. The V-Strom 650 is the do-it-all light-weight—37 kilos lighter than the 800DE—with some functionality off-pavement. Step as much as the V-Strom 1050, and also you get a touring motorbike that may deal with somebody on the pillion, although it’s a little bit of a handful when the pavement stops. The 800DE is about taking issues one step farther into the dust. The 800DE isn’t an ADV for the hard-core off-roader—it’s designed to let the fanatic tackle more durable terrain confidently. Will probably be fascinating to see the place the brand new V-Strom 1050DE matches into the scheme.

27. The 2023 Suzuki V-Strom 800DE actually is flexible, and its on- and off-pavement skillset matches a variety of riders. Amongst midsize ADV bikes with 21-inch from wheels, the $11,349 800DE is cheaper than the KTM 890 Journey R (+$3850), Husqvarna Norden 901 (+$3150), Triumph Tiger 900 Rally (+$2346), BMW F 850 GS Journey (+$2246) and the Aprilia Tuareg 660 (+$1350)—all extra refined bikes. From the opposite route, the 800DE is $850 greater than the Yamaha Ténéré 700, and that’s the place its primary competitors will come from. We’ll must journey the Suzuki and Yamaha back-to-back earlier than making any remaining comparability. Within the meantime, Suzuki established the constituency for the V-Strom 800DE and delivered a bike that meets its wants.

Images by MilagroRIDING STYLE2023 Suzuki V-Strom 800DE Specs ENGINE

• Kind: Parallel twin
• Displacement: 776cc
• Bore x stroke: 84.0 x 70mm
• Compression ratio: 12.8:1
• Fueling: EFI w/ 42mm throttle our bodies and 49psi gasoline injectors
• Valvetrain: DOHC; 4 vpc
• Lubrication: Net sump w/ force-feed circulation
• Transmission: 6-speed w/ quickshifter
• Clutch: Net multiplate w/ slip-and-assist capabilities
• Ultimate drive: O-ring chain

CHASSIS 

• Body: Metal tube spine
• Entrance suspension; journey: Absolutely adjustable Showa inverted fork; 8.7 inches
• Rear suspension; journey: Absolutely adjustable linkage-assisted Showa distant reservoir shock; 8.7 inches
• Wheels: Wire-spoke
• Tires: Dunlop Trailmax Mixtour
• Entrance tire: 90/90 x 21
• Rear tire: 150/70 x 17
• Entrance brakes: 310mm discs w/ Nissin 2-piston calipers
• Rear brake: 260mm disc w/ Nissin single-piston caliper
• ABS: Customary; adjustable

DIMENSIONS and CAPACITIES

• Wheelbase: 61.8 inches
• Rake: 28 levels
• Path: 4.5 inches
• Floor clearance: 8.7 inches
• Seat peak: 33.7 inches
• Gasoline capability: 5.3 gallons
• Curb weight: 507 kilos
• Colours: Champion Yellow No. 2; Glass Matte Mechanical Grey

2023 Suzuki V-Strom 800DE Value: $11,349 MSRP

2023 Suzuki V-Strom 800DE Evaluation Photograph Gallery