After introducing new V-Strom 800 DE models last year with 21″ front wheels and long-travel suspension, Suzuki has announced more street-focused V-Strom models for 2024. U.S. pricing will be $9,899 for the standard model and $10,499 for the touring model.
In addition to a 19″ front wheel and more street-focused rubber, these new models have much shorter suspension travel, but are still powered by the same 776cc parallel-twin engine found in the DE models introduced last year.
Here is the press release from Suzuki followed by a video:
Brea, CA (October 6, 2023) – Suzuki Motor USA (Suzuki) welcomes two new V-STROM 800 models that build on the momentum from the successful, off-road-focused adventure motorcycle, the V-STROM 800DE. The 2024 V-STROM 800 and 800 Touring leverage the DE’s stellar engine and chassis platform while focusing on the needs of more street-oriented riders.
These two new models- the V-STROM 800 and V-STROM 800 Touring extend the Suzuki V-STROM line, and host street and long-distance touring-focused features. Each appeals to riders looking for a performance-minded yet versatile middleweight motorcycle with adventure in mind. These new V-STROM 800 models along with the 800DE and 800DE Adventure offer four distinct options targeting the entire middleweight adventure target audience.
With the momentum from the dirt-focused Suzuki V-STROM 800DE’s introduction last November continuing to grow, the V-STROM 800 and V-STROM 800 Touring are distinctly engineered to provide superb comfort and performance for commuting, sport or long-distance touring, and occasional dirt road use.
Highly capable at highway speeds or when exploring less-traveled routes, these new models are equally entertaining and practical to ride daily around town for fun, laying down miles across the continent on a tour, through spirited canyon rides, or for commuting to work.
Each is powered by the new-generation 776cc DOHC parallel-twin engine used in the V-STROM 800DE and the Suzuki GSX-8S. These new V-STROM models’ engine delivers a precise balance of smooth, controllable power at low engine speeds as well as a free-revving rush of performance when needed.
The engine’s 270-degree crankshaft configuration provides the power characteristics and an exciting exhaust note. The patented Suzuki Cross Balancer system contributes to smooth operation and a compact, lightweight engine design.
The V-STROM 800s’ rugged steel backbone frame takes advantage of the engine’s compact size, resulting in a chassis both nimble and steady. The V-STROM 800 and 800 Touring’s new SHOWA SFF-BP (Separate Function Fork – Big Piston) inverted front fork smoothly controls front wheel movement, while the SHOWA rear shock absorber employs a remote, hand-operated hydraulic spring preload adjuster so suspension tuning for a passenger or cargo takes just seconds.
The suspension is tuned to maximize straight-line and cornering performance for street riding as well as light-duty off-road use. The front fork supports radially mounted NISSIN four-piston brake calipers that grasp a pair of 310mm stainless steel brake rotors. The front calipers and the rear caliper -with a 260mm rotor, are monitored by a compact ABS** system. This ABS system offers a choice of two different mode settings the rider may choose for differing road conditions. The ABS system’s mode 1 provides minimal anti-lock brake intervention, while mode 2 provides more anti-lock brake intervention.
New seven-spoke cast aluminum wheels are shod with a 19-inch front and a 17-inch rear tire. Dunlop’s new D614F/D614 tubeless ADV tires were engineered exclusively for the V-STROM 800, and feature a new tread pattern and custom-engineered internal structure for superb pavement operation plus the ability to explore that new, unpaved road on occasion.
Like the V-STROM 800DE, a full-color, 5-inch TFT LCD multifunction instrument panel provides the rider access and on-the-fly control over the Suzuki Intelligent Ride System (S.I.R.S.) suite of advanced electronic features that include the Suzuki Drive Mode Selector, the Suzuki Traction Control System*, and Suzuki’s Bi-Directional Quick Shift system.
Ride almost any distance in comfort and control thanks to a wide, vibration-damping, tapered handlebar, a supportive seat, and rubber-padded footpegs.
To carry the items riders may need quick access to, the V-STROM 800 Touring’s standard 35L top case uses the V-STROM’s ignition key for locking the lid or quick removal of the case from the rear carrier.
2024 Suzuki V-STROM 800
MSRP $9,899
Click Here for More Details
Key V-STROM 800 Features
- Created specifically for the V-STROM 800 are Dunlop’s new D614 tires with a 19-inch front and a 17-inch rear that ride on new cast-aluminum tubeless wheels with seven distinctive, V-shaped spokes each.
- The V-STROM 800 has a modest seat height (32.5 in.) and a lower handlebar position than the 800DE to help provide increased comfort on longer rides.
- Engineered for long-distance touring comfort and everyday convenience, the steel frame, sub-frame, and uniquely shaped aluminum swingarm are supported by the new SHOWA SFF-BP (Separate Function Fork – Big Piston) a gas-charged SHOWA shock absorber with a remote hydraulic rear spring preload adjuster and adjustable rebound damping force.
- The V-STROM 800 spring rates and damping force settings are tuned to maximize road performance and comfort.
- A tall and wide adjustable windscreen provides ample coverage for long rides and sits above Suzuki’s signature, compact Mono-focus LED headlights.
- The V-STROM 800’s angular bodywork retains Suzuki’s distinctive Adventure “beak” styling and is topped with modern graphics.
- The 2024 V-STROM 800 is offered in an understated yet modern Metallic Matte Steel Green with its own refined graphics.
2024 Suzuki V-STROM 800 Touring
MSRP $10,499
Click Here for More Details
Key V-STROM 800 Touring Specific Features
- Riders will have quick access to items with the V-STROM 800 Touring’s standard 35-liter plastic top case that operates with the bike’s ignition key. The top case will hold most full-face helmets and unlock from the motorcycle in seconds.
- The V-STROM 800 Touring’s standard hand guards shield the rider’s hands from the elements.
- The V-STROM 800 Touring arrives in popular Glass Sparkle Black and will be available in Spring 2024
Additional Features
A wide variety of Genuine Suzuki Accessories are available for the V-STROM 800 and V-STROM 800 Touring. Accessories include plastic side cases, several top case options, engine guards, a center stand, low- and high-profile seats, heated hand grips, fog lamps, and more. The available Genuine Suzuki Accessory aluminum side cases and top cases have a sturdy locking system that uses a unique style key different from the motorcycle’s ignition key. Review the Suzuki Genuine Accessory catalog for information related to luggage on the V-STROM 800 and 800 Touring.
Genuine Suzuki Accessories may be reviewed here.
The V-STROM 800 and 800 Touring come with a 12-month limited warranty. Longer warranty coverage periods with other benefits are available through Suzuki Extended Protection (SEP). For more details, please visit www.suzukicycles.com.
I think the comparison people miss is that parallel twins are cheaper to manufacture, lighter in weight, and are more efficient than UJM inline fours – for commercial bikes.
beaks give me indigestion, but otherwise great
ILL take the CF MOTO 800..
At least a few writers have mentioned P-twins, wondering if they are better than the 90 degree V-twin in the original V-Strom..
I had a 650 V-Strom, an SV1000 and have ridden a friends 1000 V-Strom. None of them had any issue with excessive vibration, I would say my 650 felt more “busy” at higher revs than buzzy. I also had a 790cc Bonneville and for a short while an MT-07. Both of them were smooth, but only to 70mph (US) Above that speed I thought they were both pretty bad. You can’t trust any of these online moto mags to give you the truth as they all get their bikes for free and won’t much mention anything negative about a bike. Of course we can test-ride the bikes, if only our dealers still allowed that. “The manufacturers truck usually comes by once a year, you can do a test ride then.” Yeah, thanks.
That topcase looks awful. It looks like it belongs on a generic Chinese scooter.
I find it hard to imagine picking this over the Transalp.
At least the Suzuki won’t be emissions-limited in the USA like the Transalp.
Bob, I’m curious where you heard the Transalp is “emissions-limited.” Aren’t all vehicles that have to obtain Euro-5/EPA/CARB emissions limited? Not trying to be nitpicky, just curious where you would find this info and how you might know the Suzuki has higher performance. Asking because I’m very interested in the Transalp.
The Transalp is 95 hp in Europe and 83 hp in the US. The Vstrom 800 is 83 hp in the US. That wouldn’t factor into a purchasing decision if I were deciding between the two. There may end up being an aftermarket chip or something to get the Transalp back up to 95 hp eventually, so the Transalp might actually have an advantage here.
You can always take the case off – or not buy it in the first place. If you’ve ever brought along a change of shoes or different gloves, maybe a hat, and had to pick something up from the hardware store on your way home from work, you will begin to love a top case. I can fit two pizza boxes, my bike cover, a lock, extra gloves and my hat in the tiny little 33L Shad top case I got off Amazon for $100. It’s not big enough to fit my helmet but I didn’t buy it for that. Actually, I’ve never thought to try.
I ride an NC750x, I’m all about that frunk life. I put GIVI hard cases on it too. I definitely agree, once you get used to having storage you can’t go back.
I’ll bet your Shad looks much better and would look more natural on the Vstrom than that dinky thing Suzuki is putting on there.
I don’t like this wave of “parallel twins for all”, on top of this, this bike still has the V in its name, V for what ??. The previous REAL V engine was much more interesting and better performing, and the best configuration for a two cylinder engine.
V-engines are more complicated and expensive to make. I haven’t had the chance to ride a 270* p-twin but I’m told they’re just like v-twins to ride. All of my bikes have been v-engines (current is a v-four) but I’m interested to try one of the new p-twins.
Have you ridden this engine in another bike?
I really like the idea of the parallel twin being smaller, lighter and more compact. What’s sad is that the resulting motorcycles aren’t any smaller, lighter or more compact.
You get all these dirt bike looking things. But somehow adding a cylinder next the the one that is already there doubles the weight of the entire motorcycle. The V-Strom 650 came out twenty model years ago. So now there is a 2024 replacement. It has a bit more displacement. It makes a little more than 100hp per liter, just like the old bike did. And it weighs a bit more. So twenty years of development bought what?
Don’t try to sell me on ride modes or a color TV dash. This thing doesn’t make so much power that you need to turn it down and even if you could watch porn on the dash who on earth would ever do something like that while they are riding a motorcycle?
” So twenty years of development bought what? ”
Better suspension, traction control, ABS, mounting options and a price that hasn’t tracked with inflation.
It is also possible that p-twins aren’t any lighter than v-twins. While a V-twin has separate cylinders, it also has a smaller crankshaft and case.
I agree with Mick 95% about the disgusting anti progress in motorcycle weight reduction. The remaining 5% is the RELATIVE non improvement in practical ICE function compared to 50 years ago.
First – weight. We all need to know exactly where the weight is. Engine, transmission, frame, emissions equipment, electronic gadgetry, wheels/tires, handle bars, exhaust system, break it down, then seek improvement. Example – I saved a bunch of weight by switching from a steel handle bar to a solid aluminum, even though the replacement was wider than the stock steel. Silly you say. Well, paying attention to EVERY detail I brought a 415 pound vertical twin down to exactly 350 pounds in 1972.
There have been wonderful design improvements in component designs over that 50 years BUT, why not a total integration all at once in a single motorcycle. Yea, yea I know race moto GP bikes cost big $, but where is the “racing improves the breed” for us over weight street folks?
Second – Fantastic complicated ICE s, but even with improved power per CC the weight gain, for those, cams, gears, balances, etc. does not result in an over all improvement in power to weight. Whoopi, – RPM is great, but thumpers satisfy longer.
Finally. A 1967 Triumph Bonneville could do 120 mph weighing about 400 pounds, and with push rods.
That is all, except Mick is right, weight always sucks. IMO
“The two photo bikes we need to shoot are a medium and a large. I have an uncut sample fork. ”
There are probably a few answers but one I’d offer is platform scaling. If everything is integrated then things are harder to change and update. These companies also don’t want to own everything. They like buying forks and shock and brakes and not be burdened with owning the constant updates.
A slight correction is called for on the 67 Bonneville. Period tests had them top out at under 115 and doing a quarter mile in the mid 15s. The T120 model name was just marketing. 😀
in 1978, king kenny laps mugello in 2:04.8 @94mph on a bike that weighs282lbs/128 kg. last year, frankie bags did a 1:46.5 @110mph on a (at least) 346 lb/157kg motorcycle. a zx-10 weighs less than a kz-1000.
Intriguing liquid cooling design on the right side of the motor.
The vertical ‘tube’ in front of the right engine case, shorten the length of the rubber coolant hoses, and makes the right side of the motor tidy. As for comparison, the lengthy hose of the Tenere 700.
Suzuki’s liquid cooling also double as an oil cooler. Negating the oil cooler was implemented in the Vstrom 650.
It has detachable replaceable sub-frame. In the Transalps, a bent sub-frame is a write-off.
The 2024 Suzuki V-Strom 800 weighs 492 pounds curb weight, and the 2024 Triumph Scrambler 900 weighs 492 pounds wet weight. Interesting starting point for comparison.
Any motorcycle with the phrase “adventure touring” as part of its fAd Copy should come standard with electronic cruise control.
I would wager that a great many of those that say this bike is too “heavy” could stand to lose more than a few pounds themselves.
The bike carries you, not the other way ’round.
I would likely choose Suzuki’s excellent V-Strom 6-Fiddy XT Adventure over this as it has a nice pair of bags standard. If those bags could be easily fitted to this newest T-Strom that might change my mind. But Suzuki is run by idiots not to have electronic cruise control on this bike or the V-Strom 6-Fiddy.
Droning down the freeway for hours at a time in the middle of Courage the Cowardly Dog Country requires cruise control STANDARD. Especially on bikes costing this much.
ORT
Geez Toad. You certainly are quick to apologize for poorly conceived bikes. While I could lose some weight. If I were to lose over 100 pounds, like this bike could if competently designed, I would be in ready to die from some horrible malidy kind of shape. I’d really rather avoid situations like that until after my corpse has decayed for some time to be honest.
I’m quick to admit that I am willing to pay extra for well designed equipment. Given the price if this bike I don’t expect it to be all that impressive. I do however fully expect to se impovevent in all areas over time. And as far as the overall weight of this package goes, well, fail.
It’s not like they did a bad job. That would be like losing two pounds over a couple of decades. No. It gained weight.
Four words.
Fog the fricken mirror.
And hey. There are places that you can live that aren’t sensory deprivation zones. Just sayin’
other than not getting that beautiful blue color in the states, the touring seems quite the bargain. It has a better TFT than my Tiger 850, similar power and torque, a standard quickshifter and Suzuki reliability. The Tiger has Brembo’s and is lighter, but the TFT is garbage. I may be tempted to go with the Suzuki.
I have an acquaintance who has extensive experience maintaining bikes for motorcycle training programs. He said the Suzuki’s have had, by far, the worst reliability of any of the big 4 Japanese brands. I’m not sure they would be any more reliable than the modern Triumphs, which seem to be very well made, with a lot of attention to detail. That said, you pay a premium for that attention to detail.
I sat on one of the new 800 V-Stroms a couple of weeks ago, and they are very nice looking bikes. If I was in the market for a mid-size adventure bike, I’d still seriously consider one.
I have had a few Suzuki’s(4) and a few Triumphs(3), Never an issue with Suzuki. My most recent Triumph’s have been flawless, but my 2012 Tiger 1050 was a disaster. 🙂
Not much to look at and like here.
These are not the droids you are looking for, Move on.
Probably a much better choice than a 790 or 890 Duke or SMT.
Probably not. The 890 SMT has 20 more horsepower and weighs about 40 pounds less. I would choose the KTM over this…and will if KTM brings it to North America.
But the Zook is stone cold solid reliable. And dirt cheap to maintain (i.e, almost, you don’t have to). KTMs… might not be from what I’ve heard.
Absolutely right. My 02 Strom 1000 was trouble free over 19 years and 50000 miles.Ive been on an annual summer group ride for decades, we’ve loaded the Brits, the Euros and the American bikes. Never ever a Jap. Just saying. Character be damned.
I said “better”, not “faster”. I would rather be riding than worrying about how long the bike will be sitting at the dealership for repairs.
Wisdom, here.
Looks are not as important as performance. Now, I owned a 2018 Kawasaki Versys 650. My gripe was the weight, top heavy. Almost dropped it in a parking lot. Also the vibration in the handle bars. This bike also has a 5+ gallon tank, which is good. But this bike is also pushing 500 pounds. With saddle bags add another 30 pounds. Why can’t manufacturers come out with a similar bike weighing 50 pounds less? This is not rocket science probably just cost.
Once you add a fair amount of weight in luggage, in the places where everything but scooters and the NC series carries luggage; saving 50lbs of mass centered weight makes little difference.
Your point is correct but what percentage of the time will you be carrying luggage on the bike? I would say that probably 70% of my riding on the Versys was without much luggage just the saddle bags. And sometimes took the saddle bags off.
The OEMs, especially the Big4, do seem bent on pigeon holing exactly what each bike is made for. Few bikes even come with facilities for carrying luggage in a non jerry-rigged manner. Chances are the few that do, is designed with the assumption that luggage will be carried. Suzuki probably believes those for whom luggage does not much matter, will pick the lighter, sportier GSX8S instead.
“This is not rocket science probably just cost.”
Yep… and your cheap ass won’t be buying this bike from new anyway. Doubly so if it cost another $2k to cover all the Ti and CF you’d need to scrape 50 pounds off.
Stop talking out your butt, please.
My 2018 KTM 690 Duke is 329 pounds with some gas in the tank after I swapped the exhaust out for an $80 ebay mid pipe and a $100 used LeoVince muffler. It would run circles around this strom but it’s also smooth and comfortable for long highway miles, especially after I fit the $85 universal windshield… there’s zero Ti or CF on the bike but still has superfluous plastic covers in random places that could be removed.
Finally they release a basic replacement for the old 650 and 1000. It’s less than ten pounds heavier than the 650 and less than thirty pounds lighter than the 1000. I would call that an embarrassment after a couple three decades of motorcycle development. But the street bike industry has no shame.
The current fashion of putting 21 inch front wheels on street bikes is ridiculous. Nobody is really going to ride a 500 pound bike off road enough to want to deal with a 21 inch wheel on road. The aftermarket wheel industry is going to love it when that fashion fades. This bike should have 17s front and rear for better back road munching. But, well, fashion.
I wonder how this engine will hold up. I rode an eight of ten thousand mile 1000 V-Strom back to back with my 1000 Multistrada and was astonished by how little power it made. One would think a water cooled four valve bike, with a claimed 98hp, would squash an air cooled two valve bike, with a claimed 90hp with the DP can, airbox mod and ECU. But no. The air cooled two valver roasted the four valve water pumper quite handly. The owner of the Suzuki was quite vocal about it after stepping of the Ducati. I guess that’s why the 650 was more popular. You got a bike that weighed about 35 pounds less and had effectively the same power. If this new engine is durable it should be an upgrade for both the 650 and 1000 owners. The dirt track guys gotta be loving all these parallel twins coming out. For them these must be the best of times. No longer do you have the drop huge wads of money into some cantankerous old Rotax to get an 80hp dirt track bike.
Too bad about the overall weight really. You know that 800 parallel twin isn’t any heavier than the 650 V-twin. After all these years of development the chassis actually gained weight. But I was on about that earlier.
Most riders will happily carry +30lbs for liquid cooling and valve adjustments less frequent than 5k miles. It’s also pretty likely that the ‘Strom has a flatter torque curve and better fuel economy than the air cooled tractor motor that’s tuned to hit a marketing goal (max hp).
Still waiting for an example of this 350lb, 80-90hp multi-cylinder street legal unicorn you believe is so easy to make…
Mick that ds 1000 motor is spectacular, had a ds 1000 ss which is magnificent and my brother has the multi, so good. And they don’t need the shims adjusted very often.
Is there cruise control available?
It does not look like it. Too bad.
ORT
Yes, on the DE model. Why they’ve dropped it from these more street-oriented models is beyond me, especially as the electronics for it are already there. Got to punish buyers somehow for buying the cheaper model, I guess.
As I currently gots a 2006 V-strom 650, my opinions are based in experience an a 6pack of stegs. Anywho like the idea of da 800 cc’s fur more go when your turnin da stink handle. But why Suzuki why puts dat tiny windscreen 6 ft in front of da driver. I prefer ta call it da helmet shaker, it’s bound to give youse blindin headaches like drinkin too much stegs. Also my prostate is beggin youse to stop scoopin out the seat an make it flatter an more roomy. Finally fur what 600 bucks at least put a 50l topcase on dere. Oh yea no tanks on da barf green it would look good on a sea goin vessel but whatever. Tanks
Do they speak English in What?
Edit: username checks out
Jar Jar is in da house.
Kek.
Another cargo to bring you from Berlin or something to Greece islands.
Very cool as long as you do not think about hotels but mothers homes
Dis here is da facts. Youse could also be bringin da knurled ratchet tongs fur helping mom wit logs and stuff
I mean that I was at hotel with a girlfriend. ADV moto is about you will take a rest at some old fart or “mama” home. cheaper. But I saw BMW.
My second to last bike was a V-strom 650, a very nice machine but BORING, without any sensual character, too smooth. It did have a V-twin though.
Switched to a Triumph Scrambler vert twin with a 270 degree crank and about 800 cc. Fantastic character, and a sensible farkel magnet. Kept it 10 years and really increased it’s performance, while keeping it totally satisfying to ride.
Now this vertical twin V-strom, racks my brain to wonderment, if it is maybe the best of my past two rides.
P.S. Windscreen is way too far forward to do anything useful, and wrong shape.
I have only seen one 800 DE in the flesh and it looked amazing. The more street oriented version would work be for me. The 800 engine actually has a longer stroke than the 1050 V Strom, which should translate into a broad torque curve. The Transalp has more horsepower and Honda’s legendary build quality, but the 800 V Strom looks better. It’ll be a hit and I’ll be interested to see if it can unseat the 650 V Strom as the go to dependable adv motorcycle.
Most test reviews like this, its comfortable, hits all the targets, there will always be someone who will say the opposite, why I dont know.
On paper this is a great bike. But sitting on them, you realize how BOLT UPRIGHT the rider is. I’d like more-relaxed knee bend than I have (FZ6 with a way thicker seat) but good grief the waist-up is seriously sit-up-and-beg. If they did this bike with, say, 20 deg forward cant for the rider, I’d be all-in.
Funny, I’m on CB1100 forum, the FJR forum, the ST 1300 forum and the NC 750 forum, and the first thing people do on those slight forward lean bikes is put up and back bar risers on them so they can sit more upright.
There is a term which very accurately describes exactly that: “Stark, raving mad.”
If you, for some reason, have to sit bolt upright on a 125+mph capable street bike; the longer, plusher travel of ADVs make a lot more sense than the streetier bits on CB1100s and FJRS. But you don’t have to sit bolt upright.
I could kiss you (no homo). Sitting bolt upright is just so damn wrong I can’t even. I am wondering if mickey actually rides or just fantasizes about the Mythical 2-Stroke Riding Experience.
I dont have bar backs on my bikes I just said that those are a common modification on those forums.
Not that I need to justify, but yes I ride, nearly every day,for the last 57 years,in a 4 season state. I put 110,000 miles on my ST 1300, 73,000 miles on my CB 1100, 38,500 miles on my FJR, and will turn over 35,000 miles on my NC 750X DCT in the next week and those are only the last 4 of the 31 bikes I have owned. I average 302 days of riding and 22,552 miles a year (yes I keep daily logs) and I’m 73 years old. I’ve ridden in all of the lower 48 states, 2 provinces in Canada and 5 countries in Europe.I also worked in the mc industry for 17 years, and raced motocross for 10.
And I’ll bet you are one of those weekend warriors, as long as the weather’s nice, who like to terrorize 6 or 7 local roads and thinks they know everything about riding motorcycles.
Mickey just owned TimC. Don’t feel like you need to explain yourself here, Mickey, especially to random internet trolls.
@todd LOL
I have learned something about the character of people on these forums.
I agree wit mickey on dis one….on my 2006 v-strom 650, I added da bar risers on accounta I wanted ta sit more upright….To each their own though
With ergos like this you can get the forward cant as soon as there is enough wind pressure to support your torso, and your arms will be relaxed. That way, you don’t have weight on your hands and wrists at lower speeds. The seat does need to be good though, as it supports your weight on its own for much of the time.
Fugly, designed by accountants for accountants. No wonder the japanese are losing to the Europeans.
I dunno’ I think just as many people like Japanese fugly as European fugly.
What info is telling you that the Japanese makes are losing to the European makes?
Dude! That thing is gorgeous. For the class of bike. Of course you can’t compare it to a 996, or the new ‘Busa, or something built with looks a big priority like a Harley. But as advs go, I like the look of this one.
Don’t know about these, but the off-road version is a good 30 pounds or so too heavy.