V-STROM 800DE Electric Equipment:
- A custom 5-inch color TFT LCD multi-function instrument panel features a clearly legible display offering a wide array of information including:
Speedometer Instant fuel consumption
Tachometer SDMS mode
Riding range ABS mode
Odometer ABS rear OFF mode
Dual trip meter Traction control mode
Gear position Quick Shift (ON/OFF)
Water temperature Fuel gauge
Ambient temperature 12-hour clock
Freeze indicator Voltmeter
Engine rpm indicator Service reminder via a Pop-Up Display
Average fuel consumption (1&2)
- Vertically stacked LED headlights in hexagonal housings help provide a clear view of the road ahead and are topped by an LED position light helping to create a bold presence.
- Compact LED position lights, turn signals and a LED taillight help ensure clear visibility and practical durability.
- A convenient USB port is built into the left side of the instrument panel to power a rider’s additional electronic accessories or smartphones.
V-STROM 800DE / Adventure Styling:
- V-STROM 800DE styling aims to set a new Suzuki styling trend and usher in a new era of functional beauty symbolizing the future of Suzuki design while paying full respect to the distinctive style of its V-STROM heritage.
- The distinctive V-STROM “beak” is positioned higher to convey the extended suspension stroke and the model’s ability to handle off-road terrain like flat gravel roads and trails.
- The headlight, rear combination light, and distinctive V-Strom exhaust system accentuate the image of readiness to excel off-road.
- Dynamic body graphics and colors that create an iconic, distinctive V-STROM presence
- The V-STROM 800DE Adventure comes prepared for the paved and unpaved roads ahead with a set of black aluminum side cases, aluminum skid plate, and accessory bar.
The Champion Yellow No. 2 color scheme on the V-STROM 800DE and the Glass Sparkle Black paint on the V-STROM 800DE Adventure model have gold-anodized aluminum rims while the Glass Matte Mechanical Gray color on the V-STROM 800DE has black-anodized rims.
| The Champion Yellow No. 2 color scheme on the V-STROM 800DE and the Glass Sparkle Black paint on the V-STROM 800DE Adventure model have gold-anodized aluminum rims while the Glass Matte Mechanical Gray color on the V-STROM 800DE has black-anodized rims. |
| Suzuki Genuine Accessories Available for the 2023 V-STROM 800DE / Adventure: Suzuki has a wide range of Genuine Suzuki Accessories specially developed so riders may personalize their V-STROM 800DE to their personal style and advance their riding by enhancing comfort, utility, protection, and appearance. This comprehensive list of Genuine Suzuki Accessories for the all-new V-STROM 800DE include: Aluminum Top Case: Aluminum top case embossed with SUZUKI logo. Available in Silver (anodized) and Black (powder coated). Maximum load 3kg and case capacity 38L. Requires Top Case Carrier set for installation. LED Fog Lamps: Bright, durable LED fog lamps mount firmly to the accessory bar, helping improve visibility and enhancing the off-road appearance. High Screen: This optional high screen is designed to offer a significantly higher level of wind protection enhancing rider comfort on long rides. (80mm taller than the standard screen). Center Stand: Helps bring the V-STROM 800DE to a safe and stable standing position when parked or for bike maintenance. Aluminum Side Case Set: Aluminum side case set embossed with the SUZUKI logo. Available in Silver (anodized) and Black (powder coated). Maximum load 3kg and case capacity 37L each. Accessory Bar: Fits the stylish V-STROM 800DE body colors providing a unique touring look. Required for installing optional LED fog lamps. Aluminum Skid Plate: A tough-looking skid plate to enhance both off-road readiness and styling. Grip Heaters: Heats the entire grip surface while offering three different heat level settings to help keep riders’ hands warm on chilly weather rides. Low Seat: For riders wanting a lower seat, this low seat provides a 20 mm lower seat height than the standard V-STROM 800DE seat. High Seat: For riders seeking a higher seat, the optional high seat provides a 30 mm higher seat height than the standard V-STROM 800DE seat. Plastic Top Case: Gives V-STROMs road touring look and 35L of capacity, using a one-key system using the ignition key. Required Plastic Top Case Carrier Set for installation. Passenger Cushion For Plastic Top Case: Helps improve riding comfort for the V-Strom 800DE passenger. Plastic Side Case Set: Using a one-key system with the ignition and offering up to 26L (right) and 29L (left) of capacity. Requires optional upper and lower side case bracket and lock set. Large Plastic Top Case: Embossed with the iconic S logo. Lock and key included. Cannot be used with a side case set. Maximum case capacity 56L. Requires Large Plastic Top Case Carrier set for installation. Height Adjustable Brake Pedal: Provides adjustable brake pedal height, adjustment,10 mm higher versus the standard pedal Mirror Extensions: Helps optimize rear visibility for certain riders, raises mirrors 50 mm compared to standard. Extensions are also adjustable to provide up to 40mm horizontal adjustment. Spacer set is required for installation. Fuel Cap Protection Decal: Protects fuel caps from scratches. Black or carbon-fiber look decals are available. Fuel Tank Protection Decals: Helps protect against fuel tank scratches in high-wear areas. Fuel Tank Pad: Enhances fuel tank scratch protection, featuring the distinctive V-STROM logo. Navigation Bracket: Navigation bracket with damping system for installing accessory GPS systems on the center of the handlebar. Under Seat DC Socket: Provides a convenient power source for a variety of 12V powered gear like heated apparel, etc. |
| Each 2023 V-STROM 800DE model is ready for the adventure ride almost any rider seeks. With a rare combination of off-road performance, riding versatility, and value, the V-STROM 800DE sets a new standard for a mid-sized adventure bike. After all, with the V-STROM 800DE Adventure is its Purpose. |
| Note: SUZUKI MOTOR CORPORATION reserves the right to add any improvement to change the design or to discontinue any Suzuki Genuine Accessories at any time without notice. Some Suzuki Genuine Accessories might not be compatible with local standards or statutory requirements. Please check with your local AUTHORIZED SUZUKI DEALER for details at the time of ordering. *The Traction Control System is not a substitute for the rider’s throttle control. It cannot prevent loss of traction due to excessive speed when the rider enters a turn and/or applies the brakes. Neither can it prevent the front wheel from losing grip **Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS. |
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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.