Suzuki can stake a respectable declare as co-creator of the journey bike style. Back in 1988, Suzuki Europe had the appropriately named “DR Big,” which was a 727cc single with a large vary and styling that paid tribute to the Paris-Dakar Rally. Over right here, the V-Strom 650 offered in huge numbers beginning within the early 2000s.
That’s why the brand new Suzuki V-Strom 800DE makes good sense as a cutting-edge journey bike—solely it’s 10 years overdue. The 800 picks up the place the primary V-Stroms left off. It isn’t a V-twin, although, and has no mechanical relationship to the present V-Strom 1050 or 650. The motor is a 776cc parallel twin with a 270-degree crank. And, in contrast to the opposite V-Strom fashions, this one can tackle one of the best within the journey bike world.
A NEW TAKE ON AN OLD IDEA
Even although Suzuki was one of many first within the recreation, the V-Strom line had grown stale so far as true off-road functionality goes. For Suzuki, the journey bike title was code for any road bike with a relaxed using place. Now, the most important information is that the corporate is out of the blue displaying extra dedication to off-road using with a motorcycle that’s new from the bottom up in each design and idea. The motor was created for use each within the V-Strom and within the GSX-8S bare road bike. The body is like no earlier V-Strom. It is constructed of metal relatively than aluminum. The Showa suspension has extra journey and extra adjustability, the bike has extra floor clearance and the digital options present that Suzuki is paying consideration. The V-Strom 1150 has had traction management since its introduction, however it was utterly ineffective as soon as you bought off the pavement, performing extra like a governor to forestall aggressive conduct. The 800, however, has three ranges of traction management, plus “Gravel” mode that’s configured to really enable you to experience filth roads extra successfully, which is an entire 180 in philosophy. The bike’s digital portfolio additionally gives choices for the Suzuki Drive Mode System (SDMS), which is one other manner of claiming energy output. It has three ranges: “A” is probably the most aggressive and “C” is for rain. And then there’s the anti-lock brake menu, which has two ranges and “Off.” Even when Off is chosen, some front-wheel anti-lock is noticeable, however solely in a great way.
The Showa shock has adjustable compression and rebound, plus a hydraulic preload adjuster. If you need to stiffen it up for off-road using, you don’t must get out a hammer and punch; you simply twist a knob by hand. The fork is pretty refined in comparison with different bikes on this value vary, with each adjustable compression, rebound and restricted preload. It connects to a 21-inch entrance wheel with spokes and tube-type tires.
BIG ADVENTURE AND DAILY LIFE
The Suzuki is a cushty bike. This is why journey bikes like this have turn out to be standard for mainstream road using; it’s unfold out and places the rider in a reasonably upright using place. And, there’s simply sufficient wind safety to make that place workable at sooner speeds on the road. The general peak is affordable by journey bike requirements, too. A drop within the seat permits most riders to the touch the bottom flat-footed. When you get within the filth, after all, that using place will be awkward in case you stay seated. You’re too far behind the massive tank to correctly weight the entrance wheel, which is why you will need to stand more often than not. That’s all regular journey working process. What units the V-Strom aside is how effectively it suits in each environments. Once you’re standing, the using place is ideal. The entrance wheel sticks, and the rear finish breaks unfastened while you need it to. We must confess that we by no means put in correct off-road tires in our time with the V-Strom. We caught with the inventory Dunlop TrailMax tires, that are 90 % street-oriented. That meant we couldn’t get too wild within the filth, however we have been impressed by simply how a lot we have been capable of get away with.
Our check bike is technically a 2023 mannequin, however it’s mechanically similar to the 2024 model, which sells for $11,599.
The primary attraction is the motor. The energy on the Suzuki is nice—clean, lengthy and revvy on high. Without a back-to-back comparability, it’s arduous to say how effectively it compares to the BMW F850GS or the KTM 890 Adventure, however Suzuki claims 85 horsepower at 8500 rpm, which is a bit lower than both of these however significantly greater than a Yamaha T7 or the brand new Honda Transalp 750. It’s a lot, particularly within the filth. Without traction management, it’s enjoyable to mild up the rear wheel, however you don’t actually go wherever. The Gravel mode means that you can drift the rear wheel a little bit, however you additionally get respectable drive. When you roll on the throttle, it easily limits wheelspin with none abrupt engine cut-out. When you select increased ranges of traction management, the motor appears to simply decelerate relatively than lower out. That’s an enormous step ahead for Suzuki. This sort of traction management, as we talked about, is definitely designed to assist you experience within the filth relatively than discourage you from even attempting.
Any journey bike goes to must make compromises someplace relating to suspension. Suzuki aimed the 800DE a little bit extra in direction of the road aspect of the universe. That means it’s a little cushier than both a KTM 890 or Yamaha T7. It’s extra comfy on the street that manner, however when you end up going quick within the filth, the entrance finish will dive on braking greater than you need, and you should use virtually all of the suspension in G-outs and washouts. Conversely, the Suzuki is extra manageable at decrease speeds, as a result of it has a decrease seat peak and a decrease heart of gravity than both of these machines. It’s not mild, by any means, however the crankshaft in all fairness low within the chassis in comparison with related bikes. It offers up about 2 inches of floor clearance to the KTM and the Yamaha, however has greater than the Honda Transalp.
Overall detailing is sort of good on the 800DE. The foot controls have sufficient adjustment to work for each worlds. Even the footpegs have wonderful grip when you take away the rubber inserts. The handlebar is oversize aluminum, it has good handguards and the gasoline vary is above common with its 5.3-gallon gasoline tank.
The 800DE’s motor is a parallel twin with a 270-degree crank that mimics the heart beat of a V-twin.
OFF-ROAD TOURING
There’s a sliding scale that we take as a right within the journey bike world. On the far finish now we have full road bikes which are claimed to have gentle off-road capabilities. The earlier V-Strom choices fell into that class. On the alternative aspect, there’s the KTM 890 Adventure R Rally Edition with its towering seat peak and high-end suspension. The Suzuki falls proper within the heart. It’s extra street-oriented than the Yamaha T7 and a little bit dirtier than the brand new Honda Transalp. We’re glad that Suzuki is again within the recreation, and particularly impressed that it’s landed amongst such good firm.
