Flying over the second largest island within the Mediterranean offers a view of rocky coastlines, lush greenery, small villages, and surprisingly stout topography with mountains stretching greater than 6,000 ft. into the sky. Idyllic but rugged, the isle of Sardinia boasts addictively serpentine asphalt and endlessly difficult off-road terrain. That is the place we’d get our first check of the 2023 Suzuki V-Strom 800DE. An thrilling new mannequin for Suzuki, significantly attributable to its all-new powerplant, the 800DE carries on its shoulders each a legacy and an expectation of what a middleweight journey bike must be within the fashionable period.
The Suzuki V-Strom 800DE strikes a well-balanced place of on-road and off-road efficiency within the aggressive middleweight journey class.
Editor Rating: 85%
Whereas Suzuki has made different iterations of the V-Strom engine – together with a 248cc Parallel Twin-powered model – most of those featured a V-Twin engine configuration. The most recent ‘Strom to return to market options an all-new 776cc Parallel Twin. With P-Twins powering a number of the hottest ADV and bare bikes nowadays, it shouldn’t come as a shock to see Suzuki throwing its hat into the ring with this new mill. Suzuki says this newest V-Strom would be the most off-road succesful but. Contemplating the information in our First Look article, I used to be wanting to have a crack at it.
It appears becoming to begin with essentially the most intriguing element: the motor on this cycle. The new 776cc DOHC engine makes use of a 270-degree crank, 84mm by 70mm bore and stroke, and 12.8:1 compression ratio which Suzuki says interprets to 84 hp at 8,500 rpm and 57.5 lb-ft of torque at 6,800 rpm. A dual-counterbalancer system is used to quell vibrations. Throughout our presentation, Suzuki admitted that this new engine design is barely wider than the V-Twin configurations, however a lot shorter entrance to rear permitting the corporate extra flexibility when designing a compact chassis to suit it in.
Dealing with the EFI are two linked 42mm, ride-by-wire throttle our bodies. These are fed by a 6.0 liter airbox tuned with completely different size consumption pipes that ship most peak energy and enhanced low-rpm torque. Aiding in that job are two 10-hole, long-nose injectors which atomize a 49 psi gas stream from a 5.3-gallon tank. The chrome steel 2-into-1 exhaust encompasses a high-flow, two-stage catalytic converter to maintain the V-Strom Euro 5 compliant.
The radiator makes use of an attention-grabbing Cooling System Inlet Management Thermostat Valve situated on the precise aspect of the engine that works to keep up constant engine temperature. By serving to to stabilize combustion, it helps to clean the idle throughout heat up, thus lowering emissions. As well as, a compact oil cooler reduces oil temperatures, once more for extra constant engine operation.
The six-speed transmission is rowed via by way of a bi-directional quickshifter and options the Suzuki Clutch Help System to make sure botched downshifts don’t trigger an excessive amount of of an issue.
Suzuki opted to make use of a metal two-piece body design that comes with the engine as a harassed member. Relatively than utilizing aluminum, because it has in previous fashions, metal was chosen for higher sturdiness and rigidity. Suzuki reps defined that aluminum might’ve been used, however the body would’ve been wider and taller. Curb weight for the 800DE is claimed to be 507 lbs. Weighed beforehand on the MO scales, the 650 got here in at 474 lbs and the 1050 tipped 544 lbs.
A completely adjustable Showa fork is connected to a 21-inch tube-type spoked wheel with 8.7-inches of journey. Slowing this massive hoop down are two 310mm floating rotors clamped by axially-mounted Nissin two-piston calipers. The absolutely adjustable, linkage-type shock can be provided by Showa and delivers the identical 8.7 inches of journey and makes use of a helpful, simply accessible knob for preload adjustment. A 260mm rear disc is embraced by a single-piston Nissin binder. Floor clearance is claimed to imitate the journey numbers. The geared up Dunlop Trailmax Mixtour tires have been tweaked particularly for the 800DE with 5% extra sea/land ratio giving a bigger house between the tread blocks.
The Suzuki Clever Experience System (S.I.R.S.) contains three (A, B, and C) Suzuki Drive Mode Selector (SDMS) choices which alter throttle response and 5 traction management modes – three for the road, a Gravel mode, and off. ABS is adjustable between modes 1 and a pair of which offer various ranges of intervention in addition to an “Off” mode which disables rear ABS whereas leaving the entrance on. All of this data, and extra, is well adjusted by way of the left switchgear via the five-inch TFT show.
What’s that, you’ve already performed the studying? You’ve already researched all the things there may be to be taught concerning the Suzuki V-Strom 800 DE? You simply got here right here for using impressions?! Properly, strap in! Let’s get to it.
The impression of using
It’s all the time a deal with to get first the primary crack at a mannequin with a extremely anticipated new engine. The final time I received that fortunate was within the case of the Harley-Davidson Pan America, which didn’t disappoint. Strolling out of our lodge courtyard, I hoped for a similar magic. Beginning off in B mode, the throttle felt a bit muted. I wasn’t getting the punch I anticipated from the brand new P-Twin. Switching to the sharper throttle response of A mode gave me the possibility to higher expertise the punchy attribute widespread in Parallel Twins. “Yep, that is going to be enjoyable,” I believed to myself.
The engine may be lugged all the way down to 2,500 rpm or so, but nonetheless pull strongly and easily from one apex to the subsequent. Its sturdy, linear energy is unfold easily throughout the rev vary and up till 5,000 rpm, nary a rogue vibration makes its means via to the pilot. After 5k although, you’re reminded that you just’re on a bike as vibes creep via – though they’re by no means overbearing. I discovered the character of the 776cc Hamamatsu-made mill to fit in properly between the punchy torque of the Yamaha Tenere 700 and the extra frenetic energy plant of the KTM 890 Journey. It’s a pleasant middleground which may be simply what many have been in search of. It also needs to be a wonderful energy supply for a unadorned bike.
Regardless of our trip’s comparatively sedate tempo, there have been possibilities to wick it up, the primary of which was throughout our photograph passes. Diving rapidly from nook to nook, the bike’s handlebar feels fairly spot on in width and permits the bike to be pushed from one aspect to the opposite simply. It was the primary nook the place I wanted to shed some pace pronto that I used to be met with a surprisingly weak entrance brake. Initially, I blamed the flex of the rubber strains, however by the tip of the second day, the brakes felt rather more reassuring – not showstoppers, however assuring nonetheless. Maybe the pads weren’t absolutely bedded in, however that thrilling first nook at pace was a a lot completely different expertise from after we actually received to hustle the bike down some serpentine Sardinian tarmac on the finish of our second day of using.
I discovered the form of the seat to be snug over our two days of using, and it left me sufficient room to maneuver backwards and forwards a bit. Though the bike doesn’t really feel thick between the ankles, the seat form does make the 800DE’s 33.7-inch really feel each little bit of it. Ergonomically, when each seated and standing, the place was completely impartial for five’8” me. I wouldn’t hesitate to plan for lengthy days within the saddle. The one factor which may make these lengthy days even simpler can be cruise management, however you received’t discover that right here – at the same time as an possibility.
The V-Strom 800DE feels secure each on-road and off. Its 61.8-inch wheelbase mixed with a 28º rake and 4.5 inches of path lend to this. The brand new 800DE additionally encompasses a 25.2-inch swingarm, that’s greater than an inch longer than what the 1050 makes use of. Sliding the bike off-road is predictable, and the best way its clean throttle response feeds the engine’s linear energy supply, managing the bike with TC off solely is simple. In fact, in case you are touring and/or just need a security internet to maintain you from your self, Gravel mode permits for some rear tire spin with out letting issues get too wild.
We sampled mixture of on and off-road using as we zigged and zagged across the island. Most of our off-road using was dry and gravelly with loads of embedded stones. Whereas we didn’t have many choices to essentially push the suspension, the Showa parts carried out fairly nicely throughout our reasonable tempo. There’s some fork dive when braking on the street, however that’s to be anticipated with a motorbike that’s meant to drag double responsibility. Off-road, the suspension soaked up our principally clean using. I opted to crank in a little bit of preload to boost the rear, however didn’t have an opportunity to regulate the damping. A few of the different riders did they usually talked about it helped fairly a bit when the tempo picked up on a number of the filth sections. It’s good to have the adjustability, and hopefully we’ll get our fingers on a unit stateside quickly to attempt some completely different settings.
Since we had been leaping between filth and pavement pretty typically, I ended up leaving the ABS “off” (solely the rear is disabled) since it will possibly’t be modified whereas transferring, and swapped between G and Off for the traction management. Whereas A mode takes somewhat extra effort to be clean on the throttle, I nonetheless most well-liked this setting for nearly all of our trip. For the settings that may be modified on the fly, it was simple to get used to navigating the 800DE’s show.
Pricing begins at $11,349 for the bottom mannequin which is offered in Championship Yellow No. 2 and Glass Matte Mechanical Grey. The 800DE Journey will get you 37-liter aluminum panniers, a beefier skid plate, and crash bars and can run you $12,999. It’s out there in Glass Sparkle Black solely.
General the V-Strom 800DE seems like a extremely well-balanced journey bike. The machine performs nicely on-road and I’d not hesitate to take an extended pavement-only journey on the brand new ‘Strom. Likewise, when my curiosity will get the higher of me, I additionally wouldn’t hesitate to take the 800DE off-road for some impromptu exploration. Suzuki has constructed an amazing new motor which I’m certain might be simply as enjoyable within the GSX-8S because it was within the V-Strom utility. The chassis can be compliant and predictable. As motorcyclists, we’re spoiled with an enormous swath of unbelievable selections on this period, and now, the middleweight Journey section simply received one other nice possibility.
|2023 Suzuki V-Strom 800DE Specs|
|Engine Kind||776cc, 4-stroke, liquid-cooled, DOHC Parallel-Twin|
|Bore x Stroke||84.0 mm x 70 mm|
|Gas System||Gas injection|
|Lubrication||Power-fed circulation, moist sump|
|Ignition||Digital ignition (transistorized)|
|Spark Plug||Iridium kind x 2|
|Clutch||Moist, multi-plate kind|
|Transmission||6-speed fixed mesh|
|Last Drive||O-ring type chain, D.I.D. 525 x 126L|
|Entrance Suspension||Inverted telescopic, coil spring, oil damped, 8.7 inches of journey|
|Rear Suspension||Hyperlink kind, single shock, coil spring, oil damped, 8.7 inches of journey|
|Entrance Brakes||Nissin, 2-piston calipers, twin 310mm discs, adjustable ABS-equipped|
|Rear Brakes||Nissin, 1-piston, single disc, adjustable ABS-equipped|
|Entrance Tires||90/90-21M/C (54H), tube kind|
|Rear Tires||150/70R17 M/C (69H), tube kind|
|Gas Capability||5.3 US gallons|
|Shade||Glass Matte Mechanical Grey or Champion Yellow No. 2|
|Headlight||Mono-focus LED x 2|
|Floor Clearance||8.7 inches|
|Seat Top||33.7 inches|
|Curb Weight||507 kilos (claimed)|
|Guarantee||12-month limitless mileage restricted guarantee|
|Extension||Longer protection durations with different advantages out there via Suzuki Prolonged Safety (SEP)|
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