The Suzuki V-Strom 800DE is the most off-road-focused V-Strom the company has ever produced, but it hasn't completely abandoned the touring brief that made the nameplate popular in the first place. So, it's capable off-road and can still smash out the kilometres — boxes ticked, right? Well, yes, yet somehow Yamaha's more dirt-focused Ténéré 700 and even Honda's softer-roader XL750 Transalp steal the lion's share of the mid-capacity, multi-cylinder adventure segment. But the V-Strom still deserves your consideration if you're after a fantastic all-rounder with an affordable price tag that will just keep keeping on
For the most part, it's hard to argue that Suzuki has built a reputation for bulletproof engines, and a scan of forums, Facebook pages and Reddit threads suggests the same is true for the 800DE since it was released back in 2023. The 776cc parallel-twin engine is a break from the V-twin tradition that defined earlier V-Strom models. Using a 270-degree crankshaft, it delivers a familiar V-twin-like pulse and strong low-to-midrange punch. Claimed output is 62kW (83hp) at 8,500rpm and 78Nm at 6,800rpm, and in practice it's a lovely engine with plenty of poke for all occasions. It pulls cleanly from low revs, has enough midrange to deal with overtakes and loaded touring, and never feels strained. You simply don't need more.
The six-speed gearbox is, in typical Suzuki fashion, beautiful in its operation and feel, and is backed by a standard bi-directional quickshifter. There are some far more expensive bikes out there that could take a lesson from Suzuki on how to make a quickshifter this slick. Suzuki's Low RPM Assist helps prevent stalls at walking pace, while the slipper-assist clutch takes the sting out of aggressive downshifts. Ride-by-wire brings Suzuki's Drive Mode Selector into play, offering three throttle maps. Modes A and B offer the same power output, with the difference being throttle response. I found A mode just a little abrupt for my fat fingers and, apart from trying the other modes for an appropriate period of time, I stuck the 800 in B mode and switched the traction control and rear ABS off.
There are multiple traction control settings at your disposal including a dedicated Gravel mode, which retards ignition timing to allow controlled rear-wheel slip and maintain drive on loose terrain. G mode works really well but can be intrusive if you really want to play. Traction control can be switched off entirely if you want full responsibility, as mentioned above, and rear ABS can also be disabled, enabling fat skids. Front ABS remains active at all times, and there's no cornering ABS fitted.
The electronics suite isn't overly comprehensive compared to some of the big hitters in the adventure bike market, but I appreciate it for its reduced complexity and added reliability. And herein lies one of the few gripes I have with the 800DE. They gave us ride-by-wire, which allowed Suzuki to add ride modes and, in a perfect world, cruise control, but alas they left that off and continue to leave it off — you can't even get it as an option. I'm sure the Hamamatsu factory has its reasons, but I'd bet big money that Suzuki would sell a hell of a lot more 800s if it had cruise, because in every other department it's a damn fine adventure bike. With that said, Honda's XL750 doesn't come with cruise control either so it seems like a theme.
The 800DE departs from the alloy beam frame that has characterised previous bikes with the V-Strom badge, with the rig's powerplant nestled in a bridge-type steel frame with a non-detachable subframe. At both ends of the 800DE you'll find Showa suspension providing 220mm of travel, the longest ever for a V-Strom model. The front features fully adjustable 45mm inverted forks allowing for preload, compression and rebound damping tweaks. The rear consists of a link-type monoshock with a piggyback remote gas reservoir, also adjustable for compression and rebound. A key convenience feature is the hand-operated external dial for tool-less rear spring preload adjustment for when you lash all your gear to the back for your big adventure.
Both ends provide a plush and stable ride across paved and gravel surfaces. Off-road, the suspension is on the money for the most part, although it's a tad soft for a lad of my size to go spearing off jumps without bottoming out. However, the cheese slides off the rear shock's cracker if you're trying to power out of corrugated corners, and when this happens traction is definitely in short supply. While it's rock solid for touring, the front-end dives significantly when grabbing a handful of front brake on the road. The suspension package isn't perfect, but the DE is fitted with quality kit, so setting it up for your style, weight and speed is very much on the cards — and when you do, you'll have one confident and controlled bike.
But weight is always going to make the suspension's job harder, and this is something the 800DE carries a fair bit of. At a claimed 230kg wet, the V-Strom 800DE is 22kg heavier than Yamaha's Ténéré 700, 20kg heavier than Honda's XL750 Transalp and only 7kg lighter than BMW's R 1300 GS. It carries its mass reasonably well once moving and avoids feeling excessively top-heavy, but at slower speeds or in tight terrain, you're always aware you're managing a big bike.
Ergonomics are well sorted, with a comfy seat, a natural reach to the bars and plenty of leverage from the wide tapered handlebar. Stability at highway speeds is excellent, long days in the saddle are handled without complaint, and standing and moving around on the DE off-road feels natural — certainly compared to its V-twin siblings, which feel a little more awkward when you're on the pegs.
The Suzuki V-Strom 800DE isn't the best off-road adventure bike on the market, and it's not the best touring adventure bike either, especially without cruise control on hand. But what it does offer is durability, reliability, dependability and true all-rounder ability. Is this exciting? Well, no. But when you take those traits into account, along with the fact it's certainly more affordable than many big-bore adventure bikes, you're looking at a solid machine that's ready for just about anything.
