2023 Suzuki V

Dec 11, 2023

Suzuki launches its next generation of V-Strom with a new 776 cc parallel-twin engine and adventure-tuned suspension

Suzuki touts the new V-Strom 800 DE and its adventure-some sibling, the V-Strom 800 DE Adventure, as the "most dirt-worthy V-Strom ever." To that end, Suzuki tapped off-road-centric suspension components and wheel layouts definitely geared toward the brown. A new mid-size parallel twin powers it, and it also rocks a robust electronics suite to sweeten the deal.

RELATED: Better Than Ever: 2023 Suzuki V-Strom 1050 Range Debuts With Significant Upgrades

Suzuki powers these Wonder Twins with a new, 776 cc engine tuned for low-end grunt. This favors the off-road capabilities to make this pair much more than just a trim package away from its more road-centric cousins. The Suzuki V-Strom 800DE produces 84.3 horsepower and 57.7 pound-feet of torque. The beating heart runs a tad oversquare with an 84 mm bore and 70 mm stroke that give it a speecy-spicy 12.8-to-1 compression ratio that will prefer top-hook fuels.

It's liquid-cooled, plus it has an oil cooler. This further reduces internal temps in general while protecting the engine's lifeblood in particular. Dual over-head cams time the poppets which pair with a large, six-liter airbox for low-resistance induction. Dual, 42 mm throttle bodies control the air-fuel mix to maintain a stoichiometric balance, and they work with the other engine-control systems as well.

Suzuki built it as a parallel twin, but it has a secret in the bottom end. It has a 270-degree-out firing order. Not only does this give the engine a pleasant, V-twin-style lope at idle, but the large interval gives the rear tire a chance to get a bite on the terrain before the next power-pulse hits.

Suzuki chucked on its S.I.R.S. electronics bundle that helps to keep the fire lit, as well as keeping the bike dirty-side down. As part of the package, the Drive Mode Selector lets you dial in the desired throttle response – from sportier to safer – so it allows for quick personality changes on the fly to suit the prevalent conditions.

Suzuki's switchable traction control feature lets you dial in for the conditions, including a profile specifically for riding on gravel roads and over other soft surfaces. An Easy-Start System and Low RPM Assist improve cold performance and prevent stalls upon takeoff.

Power flows through a standard wet clutch, but the Suzuki Clutch Assist System makes it behave as a slip-and-assist clutch, so you have some cushion on downshifts and a light lever pull weight. A chain-and-sprocket final drive completes the drivetrain.

Engine & Drivetrain

Engine

Liquid-cooled, 4-stroke, DOHC, parallel-twin

Displacement

776 cc

Bore x Stroke

84 mm x 70 mm

Compression

12.8:1

Power

84.3 HP @ 6,800 RPM

Torque

57.7 LB-FT @ 8,500 RPM

Fuel System

Fuel injection

Final Drive

O-ring-style chain, D.I.D. 525 x 126L

Clutch

Wet, multi-plate type

Gearbox

6-speed constant mesh

RELATED: Honda Transalp XL750 vs Suzuki V-Strom 800DE - Battle Of The New ADVs!

Suzuki established the V-Strom design early on in the ADV-bike game, and those genetic markers persist to this day. Case in point, the fairing beak draws from the DR-Z Dakar racebike, and the rest of the look sports a tough angularity. The front fender is a three-part assembly that has spoiler-type uprights to protect the exposed inner fork tube and improve penetration.

Over-under LED headlight projectors and blinker bars ride atop the characteristic fairing bill with an adjustable windscreen above. Well, they call it a "windscreen," but it isn't likely to protect anything riding behind it, save the five-inch TFT display. The display handles all the instrumentation along while acting as a pilot interface for the higher electronic features.

A set of cheek fairings set outboard as cowlings for the radiator comprise the only real body enclosure unless you count the bash plate. The plate is sufficiently sized on the base model but beefed up on the Adventure variant, so it'll take more abuse from terrain strikes and such.

Seat height is predictably tall at 33.7 inches off the deck. The height may tax shorter riders, and there doesn't seem to be a "low" version quite yet. Wink nudge, Suzuki.

Grab rails and fold-up footpegs join with a generous pillion pad if you are into sharing the fun with a friend. Behind that is a stock luggage rack that can carry stuff on its own, but stands ready to accommodate an accessory top case to boost your cargo capacity. The Adventure model comes with all of the above, but with the addition of engine guards, and stock hard-side saddlebags.

Suzuki V-Strom 800DE Specs

Length

92.3 in (2,345 mm)

Width

38.4 in (975 mm)

Height

51.6 in (1,310 mm)

Seat Height

33.7 in (855 mm)

Wheelbase

61.8 in (1,570 mm)

Ground Clearance

8.7 in (220 mm)

Fuel Capacity

5.3 gal (20.0 l)

Curb Weight

507 lb (230 kg)

RELATED: All-new Suzuki V-Strom 800DE And GSX-8S Break Cover At EICMA

This chassis on the V-Strom 800DE is built for stability through its wide, 28-degree rake angle, 4.5 inches of trail, and a long 61.8-inch wheelbase. A tall ground clearance combines with a bash plate and a large front wheel to boost the 800DE's rough-terrain chops. A 21-inch hoop leads the way ahead of a 17-incher out back, and they come shod in Dunlop Trailmax Mixtour tires.

The tires run a block tread for a stealth-knobby effect that performs well on soft surfaces, but almost as well on paved roads. The rubber comes in a 90/90 ahead of a 150/70 in an "H" rating which is good up to 130 mph, and definitely capable of soaking up some off-road punishment. Laced rims, ever the favorite of the off-road rider round out the rolling chassis in black on the base model and gold anodizing on the Adventure.

As for the stems, Showa fills the bill with 43 mm, inverted front forks, and a rear shock with a link-type hookup. Both ends enjoy the full trinity of tweaks and come ready for rough terrain with 8.7 inches of suspension travel all around.

Nissin supplies the brakes. Dual, two-piston calipers bite 310 mm discs up front, while out back, a single-pot anchor binds a 260 mm disc. Adjustable ABS comes standard.

Chassis & Suspension

Front Suspension

Showa 43 mm inverted telescopic, coil spring, oil damped

Rear Suspension

Showa Link type, single shock, coil spring, oil damped

Rake

28°

Trail

4.5 in (114 mm)

Front Tire

Dunlop TRAILMAX MIXTOUR 90/90-21M/C (54H), tube-type

Rear Tire

Dunlop TRAILMAX MIXTOUR 150/70R17 M/C (69H), tube-type

Front Brake

Dual 320 mm discs, Nissin 2-piston calipers, adjustable ABS

Rear Brake

310 mm disc, Nissin single-piston, adjustable ABS

RELATED: Top 10 Over-800 cc Adventure Bikes

MSRP of the 2023 Suzuki V-Strom 800 DE and Adventure models are still TBA at the time of this writing. Higher up in the V-Strom range is the 1050XT and 1050XT Adventure that roll for $14,849 and $17,049, and down lower is the 650 version that costs $9,599 and $10,799 respectively.

I expect the new V-Strom 800DE to fall somewhere in the middle, possibly even on the high-side of that middle ground. Let's call it around $13,000 until we know for sure.

Pricing & Features

Features

S.I.R.S., 5-inch color TFT display

Warranty

12-month unlimited mileage, limited warranty

Colors

Champion Yellow No. 2, Glass Matte Mechanical Gray

Price

TBA – $13,000 est

Italian giant Ducati has ideas of its own about what makes a good dedicated off-road machine. Enter the DesertX.

The Duc fits the ADV-bike mold to a "T" but has subtle differences such as the blunt nose not entirely unlike the Honda Africa Twin for instance. The windshield is slightly larger, so it may actually protect the pilot somewhat.

Complex front fenders are a constant, as are the bash plates and wire-spoke wheels. Ducati runs a set of street knobbies as well, but like the Suzuki, they come with a bias toward the brown. KYB forks come fully adjustable to break even again.

Ducati pulls ahead a tad in displacement with 937 cc in the lump that generates 110 horsepower and 68 pound-feet of torque against 84.3/57.7 respectively. The Italian stallion rolls with a robust electronics package to leave Suzuki behind yet another little bit.

You'll pay for those little victories. Ducati slapped an $18,295 sticker on its offering, and this is certainly more expensive than the projected price of the V-Strom. Tentatively, I'll say that the Duc is around five grand more at the checkout.

"This is a significant addition to the V-Strom lineup, what with it being a dirt-tastic build and all, and the only two ADV bikes at this particular cubeage. It makes good sense to run that 270-degree firing order and to tune the engine for bottom-end performance given its mission in life, but I wonder how it will act on the interstate or otherwise maintained roads at speed."

My wife and fellow motorcycle writer, Allyn Hinton, says, "Revealed at the EICMA 2022 show, Suzuki launches the new 776 cc parallel-twin engine to power the V-Strom 800DE and GSX-8S, its first new bikes since the GSX-R1000 in 2016. The V-Strom 800DE and its stablemate the 800DE Adventure sit squarely in the gap between the V-Strom 650 and 1050."

"There's no doubt that the adventure vibe is strong with this newest V-Strom as evidenced by the 21-inch front wheel, spoked rims, tubed tires, and the longest suspension travel of all the V-Strom bikes. The trade-off is the lack of agile handling, so twisty roads aren't as much fun."

Generally accepted wisdom says the "V" stands for the V-twin engine configuration found in all previous V-Strom bikes. For 2023, the V-Strom 800DE carries a parallel-twin engine, so in light of this deviation, let's call the "V" as a designator for "versatile" since its adventure-bike capabilities make it a fitting descriptor. Strom is a German word for stream, current, or flow referring to an element like wind, water, or electricity.

Early V-Strom models had limited capabilities as off-roaders, leaning more toward paved-road performance. Over their almost-20-year life-span, the emphasis has moved decidedly more toward off-road, making current V-Strom models acceptable performers to head off the blacktop and into the terrain.

As evidenced by the popularity of the V-Strom since its launch in 2004 and the legions of long-time owners, it's safe to say the V-Strom is a reliable and dependable adventure motorcycle. As with any machine, regular maintenance is a must to keep the bike in top shape. A little preventative care rewards you with long life and many happy trails.

By all standards of what is considered "adventure," the V-Strom family fits the bill. Up until about 2015, the V-Strom was more road-oriented, but current generations of the popular ride put it squarely in the off-road-capable genre. Mid-range suspension travel, dual-purpose-tuned chassis and tires, generous fuel capacity, laced rims, along with features like hand guards and bash plates demonstrate the V-Strom's adventure-touring capabilities.

Suzuki has a line of V-Strom adventure bikes with mid- to large-displacement engines. The V-Strom 650 has 66 horsepower from a 645 cc engine. The V-Strom 800DE has a 776 cc engine that produces 84.7 horsepower. On the top of the range, the V-Strom 1050 has a 1,037 cc engine that produces 106 horsepower.

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TJ got an early start from his father and other family members who owned and rode motorcycles, and by helping with various mechanical repairs throughout childhood. That planted a seed that grew into a well-rounded appreciation of all things mechanical, and eventually, into a formal education of same. Though primarily a Harley rider, he has an appreciation for all sorts of bikes and doesn't discriminate against any particular brand or region of origin. He currently holds an Associate's degree in applied mechanical science from his time at the M.M.I.