Another introduction at EICMA by Suzuki is the 2023 V-STROM 800DE, an Adventure bike that shares a 776cc parallel-twin engine with a sibling model, the GSX-8S. This new Adventure model from Suzuki promises to be another lightweight, versatile machine … perhaps as popular as the V-STROM 650 that Suzuki has sold for more than a decade.
Take a look at the following press release from Suzuki regarding this new model:
Brea, CA (November 8, 2022) – The resounding success of the V-Strom product line has opened a new chapter with the all-new 2023 V-STROM 800DE line. A new product destined to advance a rider’s adventure. The growth and evolution of the V-STROM series has continued since the line’s introduction twenty years ago. The new 800 V-STROMs feature the same all-around capabilities as Suzuki’s recently launched V-STROM 1050DE, but in a smaller displacement bike, offering middleweight performance, precise handling, and a wide set of features.
The V-STROM’s enduring popularity since 2002 has resulted in strong global sales results. To date, worldwide sales have totaled more than 440,000 units. And now the all-new V-STROM 800DE is ready to break new ground once again.
With the all-new V-STROM 800DE, Suzuki focused on advancing a rider’s adventure, while delivering on the needs of a broader V-STROM customer base. In response to these demands, Suzuki engineers’ objective was to design the ideal adventure package, with engine and frame size optimized for spirited adventure riding. Offering features that advance pure riding excitement no matter the adventure. A new level of versatility and performance was the goal.
To realize these diverse needs, multiple optimization tests were fielded, and consumer feedback was analyzed and implemented to achieve a balance between several factors. The new V-STROM 800DE’s design and specs were finalized through this strategic and constructive process. Resulting in an ideal package for riders.
With the ideal package realized, the V-STROM 800DE features Suzuki’s brand-new parallel twin 776cc DOHC, 4-valve-per-cylinder engine, a rugged new steel frame, the longest amount of suspension travel, and the tallest ground clearance of any V-STROM model ever.
Every aspect of the design is geared to satisfy riders demanding more power than a 650cc class bike may deliver, with the ability to tour comfortably, and confidently explore riding adventures no matter the road.
Key Features
- New, compact 776cc parallel-twin engine uses a 270-degree firing order for strong torque delivery and is equipped with Suzuki’s exclusive Cross Balancer system for smooth operation.
- Equipped with the longest suspension and highest ground clearance of any V-Strom model, the V-STROM 800DE has a 21-inch front wheel for true off-road capability.
- The Suzuki Intelligent Ride System (S.I.R.S.) includes Traction Control* with a trail-oriented GRAVEL mode plus rider-adjustable ABS** with two levels of sensitivity plus the ability to switch off the rear wheel ABS when riding off-road.
- New technology, Mono-focus LED headlights are vertically stacked with a position light below a trim, height-adjustable windscreen, while a multifunction full-color TFT instrument panel delivers a wealth of information.
- Visually stunning, the all-new angular bodywork retains Suzuki’s distinctive Adventure “beak” and is available in Champion Yellow No. 2 or Glass Matte Mechanical Gray topped with new, subtle graphics. The V-STROM 800DE Adventure is available in the popular Glass Sparkle Black color scheme.
2023 V-STROM 800DE / Adventure Models
The V-STROM 800DE’s is designed to “Advance Your Adventure.” This conveys the V-STROM 800DE makes every ride feel like an interesting adventure, the type of adventure riders find inspiring and fun, whether that ride is a simple commute, conquering a scenic fire road, or experiencing an epic cross-country tour.
The V-STROM 800DE builds on the solid legacy earned by other models in the V-STROM family yet offers something different for riders seeking more power and advanced features than on the V-STROM 650.
Highlighted V-STROM 800DE features include increased suspension travel and taller ground clearance, wide tapered aluminum handlebars, a uniquely shaped aluminum swingarm, a 21-inch front wheel, inverted front forks, and a color TFT LCD multifunction instrument panel. All advancing adventure seamlessly.
The V-STROM 800DE also features advanced electronic control systems such as Suzuki Drive Mode Selector, the Suzuki Traction Control System* with G (Gravel) mode, Rear ABS** OFF mode, and Suzuki’s Bi-directional Quick Shift system.
The concept is also clearly reflected in the V- STROM 800DE’s thoroughly modern and aggressive adventure styling.
New Parallel-Twin Engine:
- The new design 776cc parallel-twin DOHC engine delivers a superb balance of smooth controllable torque-rich power from low RPM and freely revs up to its peak power output.
- The 270-degree crankshaft configuration provides similar power delivery characteristics as the 90-degree V-twins used in other V-Strom models, while producing a unique and exciting exhaust note.
- The spaced nature of the engine’s power pulses enhances traction and contributes to strong power output at low speeds, making the V-STROM 800DE easier to control on forest roads and trails.
- Suzuki Cross Balancer technology, used for the first time on a production motorcycle, helps create a compact, lightweight design delivering smoother operation.
- The pistons were developed using FEM (Infinite Element Method) analysis to maximize strength and minimize weight.
- The 83mm cylinder bores inside the aluminum die-cast cylinders are plated using Suzuki’s Suzuki Composite Electrochemical Material (SCEM) process. Originally developed for racing and proven on the track, the SCEM cylinder promotes better heat dissipation, reduces friction, and provides a wear-resistant seal to the pistons’ rings.
- Dual, linked 42mm electronic throttle bodies provide an authentic response and feel to the rider’s throttle operation further advancing the adventure experience.
- The V-STROM 800DE employs two ten-hole, long-nose, 49 PSI (343kpa) high-pressure-feed fuel injectors maximizing fuel atomization for better combustion efficiency and lower fuel use.
- The 6.0L air cleaner box shape and intake pipe lengths were created using computer-aided design to help maximize peak power output plus stronger torque production at low engine speed. Positioned under the seat, the air box size and shape contribute to the V-STROM 800DE’s slim and compact chassis.
- The stainless-steel 2-into-1 exhaust system uses a high-flow, dual-stage catalytic converter inside the mid-pipe that helps satisfy worldwide emissions standards. A long, upswept muffler is attractive, provides a throaty exhaust note, and is well-positioned for accessory mounting.
- A large-capacity radiator effectively cools the V-STROM 800DE’s parallel twin. A thermostatically controlled cooling fan helps stabilize coolant temperatures at low speed and stops.
- The unique cooling system inlet control thermostat valve helps maintain consistent engine temperature and smooths the idle speed during warm-up. This helps stabilize combustion and contributes to reduced exhaust emissions.
- The V-STROM 800DE is also equipped with a lightweight, compact liquid-cooled oil cooler to help reduce oil temperatures for smooth and reliable engine operation. The Suzuki Clutch Assist System (SCAS) helps reduce fatigue on long rides and increases smoother shifting.
SUZUKI Intelligent Ride System (S.I.R.S.) Features:
- A Suzuki Drive Mode Selector (S-DMS) that supports the rider in matching performance to the riding and road conditions, or the rider’s preferred riding style.
- In addition to its 3 standard mode settings (+ OFF), Suzuki Traction Control System (STCS) for the V-STROM 800DE introduces G (Gravel) mode as a fourth setting, designed to help riders better negotiate gravel roads and flat trails.
- Suzuki’s ride-by-wire electronic throttle control system offers throttle action that responds faithfully to the rider’s every input.
- Suzuki’s legendary and precise Bi-directional Quick Shift System (with ON/OFF settings) provides quicker, smoother, more assured shifting, without operating the clutch while in motion.
- The ABS system features a choice of two mode settings for differing road conditions, as well as a Rear ABS OFF mode, helping offer more rider control over braking on gravel.
- The Suzuki Easy Start System starts the engine with one quick press of the starter button.
- Suzuki’s Low RPM Assist function helps maintain engine idle speed for smoother and easier starts.
V-STROM 800DE Chassis:
- Designed around the new, compact parallel twin engine and constructed with rugged steel pipe, the V-STROM 800DE’s backbone style frame is engineered to provide the strength needed for excellent straight-line stability and nimble handling when negotiating rugged trails or touring at highway speeds.
- The engine is precisely fit into the frame to create a rigid chassis that also provides the compliance required for a variety of riding adventures.
- The removable steel sub-frame has a narrow seat rail width that results in a slim seat profile that helps riders control the motorcycle with their legs.
- The frame and engine package helps create an off-road friendly chassis geometry with a long wheelbase and rake, tall ground clearance, and a wide handlebar grip.
- The engine’s short length permits an ergonomic design that places the rider’s hip point further forward than it would be on a V-twin powered motorcycle. This enables riders to shift their weight forward to enhance control over rough terrain and when negotiating tight corners.
- Matched to the V-STROM 800DE’s chassis geometry and long suspension is a new, uniquely shaped aluminum swingarm that enhances vertical, lateral, and torsional rigidity to aid straight-line stability and controlled cornering.
- Developed exclusively for the V-STROM 800DE, the front fork and single-shock rear suspensions’ spring rate, valve, and piston settings tuned to maximize performance and comfort when riding on all surfaces, on- or off-road.
- With a long 8.7-inch (220mm) front fork suspension stroke and 8.7-inch (220mm) of rear wheel travel, this chassis has the most suspension travel ever available on a V-Strom model.
- The long travel suspension and the compact chassis net 8.75-inches (220mm) of ground clearance, the most of any V-Strom model.
- The side stand and optional center stand are both designed to match the motorcycle’s tall ground clearance.
- The SHOWA-supplied inverted style fork has adjustable spring preload plus both compression and rebound damping force adjustment so the suspension may be fine-tuned to match the rider’s preference or the riding conditions.
- Also supplied by SHOWA, the shock absorber in the link-type rear suspension has a remote gas reservoir to stabilize operation on rigorous or long rides.
- The shock absorber has a remote hydraulic preload adjuster so the spring rate may be adjusted quickly by hand when adding a passenger or cargo.
- In addition to the spring preload adjuster, the shock absorber also features adjustable compression and rebound damping force that may be tuned to match the conditions or rider preference.
- The V-STROM 800DE rides on sturdy spoke-style wheels and is equipped with a 21-inch front wheel for greater stability and better control off pavement. The rear 17-inch wheel accepts larger tires for better grip and ride compliance. Both wheels feature aluminum rims laced with stainless steel spokes that better absorb shock from irregular road surfaces.
- The new 90/90-21 front and 150/70R17 rear Dunlop TRAILMAX MIXTOUR tires feature a new semi-block tread pattern with long, straight diagonal grooves to provide traction off-road while reducing sound on paved roads.
- The aggressive-looking tread features wider, deeper grooves exclusive to the V-STROM 800DE that help achieve an optimal balance between on-road handling and longevity, and nimble handling on unpaved trails.
- The wheels are tube-type to provide the tires ample support for aggressive riding on paved and unpaved surfaces.
- Suzuki selected brake components best suited to the V-STROM 800DE’s suspension and spoke-style wheels to provide controlled stopping power whether on the road or out on the trail.
- The front brakes use a pair of strong, but lightweight dual-piston NISSIN-supplied front brake calipers grasping 310mm floating-mount discs.
- The front calipers are axial mounted to provide ample clearance to the front wheel’s spokes while allowing for strong and light axle holders at the bottom of each fork leg.
- The rear brake combines a single-piston, slide-pin style NISSIN caliper with a 260mm disc, providing the rider with precise braking control and aiding low-speed maneuvering.
- Compact Anti-lock Brake System (ABS)** monitors wheel speed to match braking to available traction.
- The rider can select from two levels of ABS sensitivity and can elect to switch off the rear wheel’s ABS function for off-road use (see the Suzuki Intelligent Ride System (S.I.R.S.) section for more information).
- The V-STROM 800DE has a wide tapered handlebar cast in strong yet flexible aluminum that allows it to flex and absorb shock when riding on unpaved surfaces. In addition, the wider grip position helps provide enhanced control, particularly when standing on the foot pegs to negotiate rough terrain.
- In addition to the practical purpose of helping shield the rider’s hands from the elements as well as flying stones, the standard equipment hand guards signal the V-STROM 800DE’s adventure capability.
- Both the clutch and front brake levers have adjustment knobs so the rider may quickly set them to a comfortable reach. The shifter and rear brake pedal may also be adjusted to the rider’s preference.
- The mirrors’ design complements the V-STROM 800DE’s styling while proving an excellent view of objects behind the rider.
- Wide, steel footrests help the rider comfortably maneuver the V-STROM 800DE on diverse types of roads. Rubber inserts damp vibration but may be removed, providing the rider’s boots with even more grip on the pegs.
- Designed for performance and comfort, the one-piece seat is built upon a strong, but lightweight base that helps keep seat height reasonable. The seat bottom, dense foam, and slip-resistant cover stand up to rigorous use while still providing all-day touring comfort for the rider and passenger.
- The fuel tank has a generous 5.3-gallon (20L) capacity but is shaped to be thin at the rear to flow into the slim seat, which aids the rider in touching the ground at stops.
- The internal construction and cap of the fuel tank were engineered so the gasoline capacity is the same for both the 49-state and California versions.
- The modest windscreen is designed to maximize the rider’s visibility when riding on roads or trails. Developed through wind tunnel testing, the windscreen deflects wind blast and sounds away from the rider.
- The windscreen’s mount provides for 3-step height adjustment that may be set in 0.6-inch (15mm) increments (using a hex-type tool).
- The lightweight resin luggage rack incorporates easy-to-grasp grab bars and aligns with the passenger section of the seat, offering a larger surface for carrying cargo or luggage.
- The cargo section of the rack was designed to make the installation of a Suzuki Genuine Accessory top case simple and secure.
- A new, standard item is a mesh guard to protect the radiator from flying stones and other debris when riding on the trail.
- The V-STROM 800DE features a plastic undercover. This polyethylene skid plate provides engine and exhaust protection with minimal resistance when riding over rocks and rough terrain.
Pages: 1 2
I think I prefer Moto Guzzi’s V85/TT with the shaft drive.
I’m not in the market for an adventure bike, and I like Suzuki generally, but the styling of this is all over the place.
Hey Suzuki, you know its a P-STROM now…c’mon who are u kidding
The more I look a this bike, and now I realize that the whole DR Big beak think is supposed to be reminiscent of dirt bike/enduro front ends, and the more I think about how the right side would look with no/less muffler…
the more I like the idea of this bike.
Bike in my bicycle days, the saying “steel is real” became popular as AL tubes began to take up market share. The argument then was that steel was more supple, smooth and durable given its flexibility.
Does steel present any performance/feel advantages compared to AL?
“Steel is real, titanium is magic.”
Pertaining to motorcycles, the steel vs. aluminum debate is alive and well in MX, where KTM family bikes run steel frames and everyone else runs aluminum. In the early days of aluminum frames, some would complain that they were too stiff. Ironically, KTM’s are generally the lightest off road bikes.
Ok, now they’re just trying to make them ugly
“V-Strom”, what’s in a name?
New and improved beak.
What shows me Suzuki really thought about the design of this bike is that they put the air filter under the seat. I don’t have to spend 1 1/2 hours to take off the plastic and fuel tank to replace the air filter.
Suzuki knows how to build a good off road bike. They’ve been doing it for half a century.
Suzuki builds great motorcycles. I would put their build quality and reliability on par with Honda these days. My 2014 V-Strom 1000 was a fantastic bike whose appreciation grew with each mile. Same for my 2004 DR650. This new 800 might be heavy but looks as if it’s easily remedied with modifications to the rear subframe which seems to be carrying the weight. Imho, This will also prove to be a favorite over time.
When I do the air filter the spark plugs get changed too. The whole process is 75 minutes, 90 if I break for coffee.
But plugs and air filters have very different service lives/intervals, no?
Whiner
Nice engine so good for Suzuki. The look of the bike is not exactly beautiful though.
Beauty is in the eye . . . well, I think the looks are better than any other “middle-weight” ADV bike on the planet. And considering how Suzuki loves to introduce new colors very often, the future looks very bright indeed.
If the sun rises in the East then it’s another day of bike review readers moaning about a bikes weight and reviewers saying ‘it hides it weight well’ or pick your quote I am sure you’ve seen a million of them.
If your really dying for a lighter bike, lose 30 pounds.
It’s a big damn continent with big long roads and if your going long distances on them then some heft will serve one well 95% of the time.
Lighter doesn’t have to be less reliable but to have the same reliability as a heavier part it needs to be more expensive. You know we are talking about something that’s meant to be pounded on for a dozen years or more.
Rapier, excellent insights. We delusional readers believe we are all racers and legends – we’re all Malcolm, Kenny, Rossi. We ignore that we are out of shape, never were that talented, and low on cash. But we like to dream. Most of our negative comments are essentially: “This isn’t the highest performance bike on the planet, and I want to buy the greatest. On my budget. That’s all I’m asking for.”
Thanks for a sensible comment
I guess it all depends on what you are in to. If you want to cross a big continent on long roads ride whatever makes you feel comfortable.
But if you’re like me and always looking for roads that more resemble a go cart track than a road race track and wake up screaming anytime I even dream of riding on an interstate. Well, you keep your heavy bike. And isn’t it wonderful that the the industry caters to you and only you. You literally have over a hundred bikes to chose from. Me? Well, nothing. Build you own or settle for some of the dross that the industry churns out.
Yeah. Sure. No doubt you’d find something wrong with a bike no matter who built it. Even you.
I agree that the weight can be beneficial on paved roads, especially interstates. I For riding off-road where get-offs happen, I hope that Suzuki has taken some hints from KTM as to how to lower the COG with clever gas tank arrangement.
I have to say that I much prefer my air cooled 2009 Triumph Bonneville engine…865 cc with 360 Crank with twin balancers..It does nothing exciting as far as huge HP or torque but it just works for me.. Maintenance could not be easier.. Air filter change just a few screws..done ..spin on oil filter..easy peasy..valve check..one cover to remove and your open to the whole top end..try that with a V twin!..Why they gotta mess with something that works so good I will never understand..My current other ride has a parrallel twin but its a 270 crank, its works good but would be better with a 360 crank imho
does anybody here have direct experience w/ a v-twin and a parallel twin, like say a vtr 1000 superhawk and an africa twin 1100? a 500 twin is faster than a 600 single, but not necessarily BETTER. but i’ll bet these new 750+ twins ARE better than a 600 single. my question is: are they “better” than an equivalent sized v-twin? or just “cheaper”? (one cam drive)
I’ve had v-twins (2 V-Strom 650, VX800) and currently have a parallel twin (super tenere 1200 ES). While the V-Twin has a character rich, deep growl and the V-strom 650 was eager to rev, I’ve grown to love the parallel twin. The little 650 begged to be revved and gear selection was key. The big 1200 is torquey and I don’t shift or rev quite as much. Both equally awesome.
Depends what one values. These make only a little bit more power than KTM’s 690 single but they can make bikes that are almost 100lb lighter around that engine.
There are ways that a P-twin is better than a v-twin beyond cost (which is better..). They’re smaller so induction/exhaust packages better and weight distribution is also improved. Both cylinders cool more evenly. They’re also easier to work on (valve inspection).
Engine design of V2, V4, or inline twin, threes, fours, or sixes. If liquid cooled suffer no unequal cylinder heat issue.
I don’t think that’s true. I’ve read of liquid cooled V-engined bikes that had jetting/EFI tuning differences between the front and rear cylinders for this reason. It’s obviously going to be a much closer thermal balance than an air cooled scheme would be, though.
So the back two cylinders in a V-12 car engine that are under a closed hood are doing what differently than the front two cylinders? Liquid cooling equalizes the temperature over a narrow range. On a V- Twin air cooled motorcycle engine the rear cylinder at low speed might suffer some form of increase wear but once at speed the difference is not enough to cause pre mature engine wear. Today’s air cooled motorcycle engines regardless of design will pass 100,000 miles with acceptable wear levels, unless the service intervals or quality of lubricant aren’t met. The percentage of motorcycles that actually reach 100,000 miles is small.
In the case of an auto engine I expect it’s more a matter of which end of the block the coolant enters and exits. The end where the coolant enters will be cooler and the end where it exits will be hotter.
I’ve had a few v-twins (Guzzi V7, SV650, some cruisers) and I’ve had a few p-twins (BMW F800, Honda CB500X, I currently ride a Honda NC750X). In my experience, the 90 degree twins are the most pleasant and natural feeling, in terms of vibrations and responsiveness. P-twins work just fine but, depending on the counterbalancing setup, they are either buzzy at higher revs or trade smoothness at the top end for less natural feeling buzziness at particular rev ranges. There are always compromises made in counterbalancing. My NC750 feels like it doesn’t have enough rev range to force balancing compromises.
I have singles parallel twins, v-twins, horizontally opposed twins, a triple, and an inline-four. My 690 single is both faster and smoother than any twin I’ve ever owned or ridden including my 900 Ducati but doesn’t accelerate as hard as the 1098 Ducati. The single can outrun the 1098 as soon as the road gets twisty though. My triple and fours have all had the broadest power band and are super smooth. The only twins that I have ever ridden that didn’t vibrate or buzz in some annoying way are two-strokes and Triumph’s 2019+ Speed Twin.
I like the beak. There. I said it.
A buddy of mine actually roadraced an RE 5
Perhaps you can save some weight by sawing off the beak, and replace the “V” with a sticker that says “P”.
Allow me to expand on that. The top eight other ways to perhaps, maybe, possibly enjoy this motorcycle:
1. By virtue of the 270 degree crank, pretend that it is a V-twin.
2. Find a time machine, go back to the late eighties, and marvel at the original DR Big.
3. Look at the seat, look at the seats of current sport bikes, then look at the seat again.
4. Look at most any KTM.
5. Go the gym a couple times a week.
6. Take a B-12 supplement.
7. Eat your Wheaties.
8. Just RIDE it.
Way too heavy, boring parallel twin. They are not even trying! European motorcycles are much better than the japs.
Um.
But,
Euros use parallel twins, too.
Not a V but still calling a V strom. Parallel twin but no weight savings. The motor is the best thing about the current gen, so good you are willing to overlook other things…highly skeptical of this
Weight:
Engine is more compact, but it’s also higher capacity, no?
Frame is not just steel, there’s a bit more of it, no? (Longer frame and swingarm, I think)
Is weight for this specific model (DE) with all included accessories (crashy/bashy bits) and a full tank?
honda Transalp.. Yamaha ….Suzuki V Strom…We live in the best of times..Ima thinking my trusty first edition ( No ABS) CB 500 X will have to find a new home, hate to see it go but next season I will have to decide which one to choose..Lighter weight and cast wheels are high on my list and honestly I didnt care much for the ABS on my last BMW..I am not proficient enough to know about better suspension or road feel..Only been riding since 1960 so the Honda TA is at the top right now even though they tell me its got crappy suspenders!…I really like the looks of the V Strom tho…I will have to wait and see how they ride..
This thing is uglier than the previous 650, which was uglier than the model before that. I sense a pattern here ..
I love parallel twins, and I prefer function over form, but I would never buy this bike no matter how good it is.
It’s picture is probably in the dictionary under the definition of “utility bike”.
I want either this V-Strom 800DE or the new Yamaha Tenere 700. Flip a coin. This has a few things going for it: “Visually stunning, the all-new angular bodywork retains Suzuki’s distinctive Adventure “beak” and is available in Champion Yellow No. 2 or Glass Matte Mechanical Gray topped with new, subtle graphics. ” Suzuki admits it comes with a beak, which eliminates the need for weblog readers to hunt for and comment upon the beak. Second, Suzuki claims “The pistons were developed using FEM (Infinite Element Method) analysis to maximize strength and minimize weight.” Suzuki has found a way to go beyond FEA (Finite Elemental Analysis) — infinite beats finite any day for my money. Lastly this – “The removable steel sub-frame has a narrow seat rail width that results in a slim seat profile that helps riders control the motorcycle with their legs. ” When I want to remove that extra 50 lbs I can simply unbolt that removable sub-frame, and get it down to the Yamaha T700 weight. If it comes in under $ten-thou, I’ll have a tough time deciding. I lean Yamaha, though admittedly the Kawasaki KLX300R at 302 lbs. and half the price is probably all I need.
Another try with this comment. It seems that Suzuki is claiming the Adventure Beak as it’s own invention. This is definitely the stupidest version yet!
The DR800 has almost that same beak. I can’t remember when that bike came out, but over 30 years ago for sure.
Just checked… Debuted in 1991.
The Paris-Dakar race bikes DR-Z750/800 came first and then the production DR750 was introduced in ’88, later increased to 800.
Thanks for the info!
If you’re thinking a verticle twin will be better than a 90° V-twin, you’re kidding yourself. 90° V-twins can have perfect primary and secondary balance while vertical twins need balancers and added complexity to (hopefully) achieve the same thing. So why go to a vertical twin? 2 reasons: 1. cheaper to produce 2. everyone else is building one. Vertical twins are the new darlings of the industry until the pendulum swings back the other way. Since we’re being mandated EV’s, we may never see the pendulum swing back.
I think you’re right about #1 but #2 is not a reason beyond the fact that smart engineers often arrive at similar conclusions and solutions. A better #2 might be that a P=twin is more compact and easier to package than a 90* v-twin. That can lead to further cost reduction and more options for weight distribution.
agreed, cheaper to produce, but also lighter weight, and perhaps easier to get uniform cooling of cylinders. I’m for it.
It would be one thing to take advantage of the ptwin by utilizing the freed up space to mount the fuel tank lower and more centralized under the seat—but no this thing is built to cost just like the new ta.. The looks however are growing on me
I saw a diagram in another article showing that the under seat space has been allocated to the air box, similar on format to an MX bike.
The NC750 does that, and includes a frunk for the effort as well. Seriously underrated bike.
I like it. As far as weight it does hold more fuel so that adds some fat but also gives it more range. The name? Back in my day we called parallel twins vertical twins to differentiate them from the V twins.
I suppose they are waiting for electric. Ever.
May be Indian Scout or HD Sportser.
WTF old farts are doing in adveture bikes?
I do not understand.
“Suzuki’s distinctive adventure beak”: so it’s them we have to blame for this silly feature and none more silly than in this iteration.
Kinda heavy at 507 lbs. Comparable Yamaha T700 and Tiger Triumph Tiger 660 about 450 lbs. Even the Triumph Street Twin 900 is about 450 lb. range. Gimme a 400 pounder at 600-800 cc dual dual purpose twin, I’d be happy. Though I have always liked Suzuki value.
I noticed that the new street naked built around the same engine (chassis?) is also heavier than the very comparable Honda Hornet 750. I wonder where the extra weight is hiding. Can’t be the dual counterbalancers, can it?
I did thumb through the weights of some bikes in this class. The KTM 790 adventure is down around 400lb. Dirk sure likes his.
Dave, thanks. I was looking at the new Hornet 750 thinking I could slap dual sport tires on it, because of the weight you mentioned. Then I saw the exhaust-pipe-becomes-the-skid-plate feature and paused. So many wonderful street bikes have that feature. I’ll think of something…
Honda has already announced the XL750 Transalp (a couple of articles below this one). That doesn’t appeal to you?
yes, appeals to me
Hopefully Honda sees fit to bring it to the US.
Suzuki’s SCEM cylinder plating, wasnt “originally developed for racing”, it was originally developed for the RE5, their rotary engine debacle. Its good stuff, and keeps them from having to pay Nikasil royalties. just saying…
If you remember that detail we’ll have to verify your age by carbon dating!😁
Turbos, rotaries, 6cylinders, V4s, V2s all relegated to the scrapheap of history. The Brits had it right in the first place with parallel twins.
I really dig it! My 1100AT and CB500X are probably on their way out, this bike splits the difference very well. I do hope they offer a cast wheel version. I already have my name on the GSX-8S in black at my local dealer:)
Well I like it.
Contrary to most here, I think it is a good looking bike, but then I tend to like this style of motorcycle
reminds me of the big DR in looks. It’s a look I like too. Too bad about how much this weighs.
“FEM (Infinite Element Method)”, hmm.
My God, that is absolutely hideous. It’s almost like they intended it to be as ugly as possible.
I find it almost indistinguishable from most bikes in this category. Form follows function in this case, I guess.
Really digging the 80’s throwback yellow/blue. More of that, Suzuki. Heritage has value, even to those who weren’t there to see it.
It just looks like a svelte V-Strom to me.
For the life of me I’ll never figure out why a company would go to the trouble of designing a light compact engine only to hamper it by putting it into a grossly overweight motorcycle. But that’s the street bike industry in a nutshell.
Aside from that and the ridiculous emulation of a supermoto fender on a bike that’s rockin’ a traditional street bike front fender, I applaud the inclusion of so many motorcycle elements that are so rare now days.
Behold! A whole tail section! OMG! Is that a luggage rack! The kids won’t even know what it’s for. Many of them will never deploy the centerstand because they have never seen one in action. And look at that headlight. Nobody spent days on a drawing table trying to design a 3D embodiment of the word hideous. Oh the humanity! It’s even available in their traditional racing colors. I rented an MT07 in France with traditional Yamaha bumblebee colors and thought it was awesome. When I found that they didn’t offer that scheme in The States my flabbers were fully gasted. Wouldn’t want to double sales on a budget bike in The States. That just wouldn’t do.
I’m sure the tubes are a cost cut and not a real off road feature because of the bike’s weight and the street rubber on what are more fashion wheel sizes than anything else. But whatever. Ain’t no street biker who doesn’t have a dozen self inflicted bullet holes in both feet all shot there in the name of fashion. In a few years these bike will all come in “supermoto” versions with 17 inch rubber. The cool ones will have DTX versions with 19s front and rear. But the street bike industry shuns cool. So don’t get your hopes up. Looks like the wings that rusted off of the backs of late 50s cars are starting to find their way onto the fronts of new motorcycles.
Why we drink.
Tube type tires are a deal breaker for me.
Me too, and the fact that it’s over 500 pounds. Not sure of pricing, but the old VStrom looks like a great deal.
122,000 miles on my 2007 DL 650, certainly reliable and I still like the look of it, although the ADV segment is nothing if not all ugly. I’m certain the DL 800 will be excellent once cast wheels are available.
It’s part of the whole off road deal. The center-spoked rim is the best, most durable rim. When your bike is this heavy, the rims are going to take some abuse, these are the best for the job. These also allow you to use mousse or Tu Bliss setups for the ultimate in off road traction and puncture-proof worry free riding. If you have tubeless rims, you’re pretty stuck with keeping on-road pressures in your tires and that sucks for traction.
Todd, this is a technically accurate and useful explanation, and we appreciate that! You are boosting up the IQ of this biker’s room. Have you considered submitting to Dirck a bike review?
This motorcycle like most other in the adv segment will spend 95% on the time on road if not greater. The remainder of this time is likely hard pack gravel roads. The use of spoked rims with tube tires only serves a extremely small portion of the riders purchasing this motorcycle. BMW has done well with the 1200/1250 GS using cross spoked rims and tubeless tires. I agree that in that small circle of riders “airing down” allows for additional traction, but tube tires are useless to street riding and dangerous if a puncture happens at speed.
Suzuki can’t win. People constantly complained that the previous v-stroms were not serious “Adventure Bikes” and they wanted it to be more competitive in the off road segment. Suzuki assigns their dirt bike engineers to redesign the bike and now it’s considered too much off road.
Those Harley Pan Americas are looking better to me all the time. Waiting to see a 975 version.
It does not have cruise control it seems, but it is already ride-wire system, why not have cruise control?
Cruise will likely be offered as an optional accessory $$. Also, tubeless tires / wheels with TPM will likely be an optional accessory $$. A different seat would certainly be a popular option for those often riding off-road $$.
Aprilia Tuareg 660 taught that lesson – advertise your (base level) bike with a low price and then charge big bucks for several important and desirable accessories that most riders want.
I just hope that unlike Aprilia, Suzuki can actually deliver all of their accessories at the same time that this new bike becomes available.
Interesting it’s still called V-STROM with no V in the engine bay.
Maybe there will be complaints like with the YZF-R7 being named YZF-R7.
My thoughts exactly. Welcome to the born-again world of parallel twins.
I guess P-STROM doesn’t have the same ring.
It’s not as bad as BMW where a 650 is 800cc
According to Suzuki, the V now stands for “versatile” lol
My first thought as well
Not as visually appalling as the new TA, but better suspension than the Honda.