Suzuki V-Strom 800: Awakening exercise

Suzuki awakens with the new V-Strom 800 after a decade, a modern, impressive adventure bike entering the market.

By ASI AHARONSON

MAY 24, 2024 12:52

(photo credit: Official Website, Tamir Ovadia, Full Gaz)

Do you know Suzuki? When was the last time something truly relevant, innovative, or extraordinary came from it? In road motorcycles, the GSX-R1000R is mainly an evolution of the original Gixxer from 1985. In sport motorcycles, there's the 'new' GSX1300R Hayabusa, not so different from the one launched in 1999. There are no scooters and enduros, and Suzuki's motocross bikes are still kick-started.

That changed at the end of 2022 when Suzuki presented a modern replacement for the old V-Strom 650 at the Milan fair. How modern? Well, it's actually an entirely new motorcycle, only bearing the V-Strom name by chance.

But now it is here in the country. The smooth page expresses the replacement of the old V-twin engine with a parallel twin 776cc engine, which manages to replicate similar sensations through ignition timing, despite a different structure. A new steel tube frame, together with a detachable rear frame that allows for easy replacement in case of a fall or accident, saving a lot of money. The suspension system with nearly full adjustments provides 220mm wheel travel more than the Honda Transalp or the K.T.M 790 competitors, for better off-road capability. Of course, this is with a 21-inch wheel in the front and a 17-inch wheel in the back.

It's not obvious in Suzuki, but there is here electronic alignment with most competitors: ABS, electric shock absorbers, three riding modes that determine the power delivery character, traction control for drift, a quickshifter that works excellent, a clear 5-inch TFT screen, LED headlights, and a USB socket for charging. That's how it is: in order to compete with the big manufacturers, you need to come up with tools that offer at least what they have.

The feeling starts with a visual look, and in our opinion, the new V-Strom looks very good, as the bright and bold colors on the test motorcycle simply felt good to us. But beyond the appearance, the feel of the switches and the various plastics also gives the sense that they will last for many years, as well as the clear and comfortable TFT screen.

(credit: Official Website, Tamir Ovadia, Full Gaz)

The new engine provides 84 horsepower and almost 8 kg/m - not high numbers, but there are young and healthy horses here. The engine is very strong in medium and high speeds, and accelerates forward to a speed of 160 km/h - where the pace is a bit sluggish.

What impresses in the engine are the lightness and odors in which acceleration can be applied. Even the V-Strom 650 was smooth, but here you feel the muscles. We already said that 84 horsepower doesn't sound like much, especially compared to the 92 horsepower of Honda or the 95 horsepower of K.T.M., but at least in the subjective feeling, it is not inferior to them at all. Suzuki's quickshifter mechanism is quality and allows, in complete correlation with the engine, to run in high gears. It is really addictive to accelerate strongly and kick up the gears uphill. The downshift is also very intuitive and precise.

However, the engine is not flexible in an exceptional way and there are situations where you need to downshift one or two gears when cornering, but within the city, this is not a problem. Also, fuel consumption is higher than expected, reaching approximately 17 km per liter of fuel.

Like in all modern adventures cars, the size of the front wheel no longer interferes with changing direction or riding sportively. It is easy to navigate in the city, even among cars standing in traffic or traveling slowly on the highway. Even when going down smaller roads, although it is not a sport motorcycle, the V-Strom has no trouble changing direction.

The comfort is good except for excessive stiffness when entering common cracks at slow speeds, as if the absorption in the front suspension is not fully doubled. However, this does not interfere at high speeds. The rear suspension is slightly soft when carrying an additional passenger, even when selecting the hardest tuning mode, causing a slight floating sensation in the front part. The brakes are excellent, both in feel and power.

The feeling from the brakes is slightly more bothersome off-road, where small ruts can tire the rider more due to the relatively harshness transmitted to the hands through the handlebar. They can be softened a bit, but then it will interfere when the pace increases. Of course, with 230 kg, there is no intention here to conquer single tracks, rocks, and drops. The comfort zone of the Suzuki is on trails, like most of its competitors. Also, the fact that it comes with street tires does not help here.

The Dunlop tires did an excellent job on the road, but the price for that is a compromise on off-road capabilities. An attempt to climb a long and humid ascent was halted due to lack of grip of the rear tire, regardless of the engine mode we chose. Those who choose to ride more off-road will need different tires. In the engine management system, you can enter 'G' mode, which stands for GRAVEL or dirt, softening engine responses and traction control for better handling on smooth surfaces. As usual, we preferred to leave the engine on the strong mode and disconnect all controls.

Of course, expectations need to be coordinated in advance, as with most adventure cars, and it should be understood that these are not pure off-road motorcycles. You can fly on trails and enjoy the frame and engine capabilities, but more challenging terrain will no longer suit the Suzuki. Anyway, it is much better than the V-Strom 650 wherever you ride.

Two more complaints: the first is a buzzing in the right footrest that appears exactly at 130 km/h, and as soon as you notice the vibration, it simply gets stuck and interferes. Even at the global launch, our colleagues complained about it. The windscreen is too small, and in fact, it does nothing. It can be placed in two positions, but it requires special tools. We estimate that an aftermarket windscreen will find its place very quickly among most buyers.

In conclusion, Suzuki has disappeared for us in the last decade. It is more frustrating for a generation that remembers it as the only Japanese manufacturer that agreed to break the Arab boycott and come to Israel. Many riders grew up on adventures across Israel on Suzuki motorcycles. Newer riders may not necessarily consider the V-Strom DL650 as an option if the off-road component was on their list of requirements.

The renewed revival of Suzuki now comes to us well and adds a lot of color and additional options to the category that is becoming more advanced and evolving. The V-Strom 800DE offers a complete package consisting of an excellent engine, very good components, advanced electronics, and very high comfort for both rider and passenger. All of this is wrapped in a good-looking design (especially in the colors of the test motorcycle) and brings Suzuki to the same level as its competitors.

The required price in Israel, NIS 76,000, will become the new standard in this category. Choosing between Suzuki and the other competitors on the list can come down to what makes you feel better because all are good and all are of high quality - including the new V-Strom. Suzuki managed to arrive at the party with a significant delay, but with a well-made motorcycle that does everything it needs to on the positive side.