The Suzuki V-Strom Built For Every Kind Of Adventure
Suzuki doesn’t do adventure bikes the loud way — and honestly, it doesn’t need to. While rivals chase bigger engines and longer spec sheets, the V-Strom has spent more than two decades doing the unglamorous work. Today, though, riders expect it to tackle proper trails, too. Trouble is, most V-Stroms still feel more at home on tarmac than on a rutted trail. The good news is that Suzuki has one V-Strom that doesn’t care where the pavement ends, and it’s built for every kind of adventure.
The V-Strom Family Is Versatile, But Each Has Its Comfort Zone
Look at Suzuki’s V-Strom lineup, and you’ll find three families. The 650 is the oldest of the lot, the 800 is the newest, and the 1050 sits at the top. However, most of these bikes lean one way. The 650XT and the standard 1050 use 19-inch front wheels and offer less than seven inches of ground clearance. They’re great on highways and happy with the odd dirt road, but they aren’t built for rough trails.
Even the base V-Strom 800 sticks to cast wheels and a 19-inch front, a setup that favors tarmac over trails. Then there’s the 1050DE. It has the off-road hardware, but at 554 pounds, it’s a handful once the trail gets tight. Thus, if you want one V-Strom that tours, commutes, and genuinely tackles the dirt without feeling oversized, the choice becomes surprisingly simple. That’s where one particular V-Strom comes in.
The Suzuki V-Strom 800DE Is Happy Wherever You Point It
Price: $11,799
The V-Strom in question is the 800DE. As the “DE” badge suggests, this is the adventure-focused version of Suzuki’s middleweight V-Strom, and Suzuki calls it the most dirt-capable V-Strom it has ever built. It gets the longest suspension travel and highest ground clearance in the family, along with a 21-inch front wheel.
But what makes it special is that it doesn’t forget the V-Strom basics. It can still commute through the week and tour comfortably on the weekend before heading off the beaten path. In fact, at $11,799, that undercuts the 1050DE by $4,850. That makes it a well-rounded V-Strom that’s ready for pretty much anything you throw at it.
The Versatile 776cc Parallel-Twin Works On Tarmac And Trail
The “V” in V-Strom originally stood for its V-twin engine, but the 800DE breaks that tradition. Instead, it uses Suzuki’s 776cc liquid-cooled parallel-twin. Yet it keeps the character, thanks to a 270-degree crankshaft. The spaced power pulses also help with traction, especially at low speeds on forest roads and trails. On top of that, Suzuki’s patented Cross Balancer made its production debut on this bike, keeping vibrations low and the engine compact. Output stands at 83 horsepower and 57.5 pound-feet of torque, enough for both highway cruising and off-road crawling. A bi-directional quickshifter also comes standard.
The Tarmac Ending Is Where The Fun Starts
Here’s where the 800DE separates itself from the rest of the V-Strom family. Underneath sits a steel backbone-style frame, designed to stay stable at highway speeds while remaining nimble on tight trails. The Showa suspension was developed exclusively for this bike, offering 8.7 inches of travel at both ends. Ground clearance also stands at 8.7 inches, while spoke-style wheels (21/17-inch) add to the ruggedness.
Braking duties fall to Nissin, with dual 310mm front discs gripped by two-piston calipers and a single 260mm disc at the rear. Suzuki has also added some useful off-road touches. The wide, tapered aluminum handlebar flexes to absorb shocks, and the footpegs get removable rubber inserts for better grip. There’s one notable miss: both wheels use tube-type tires.
Suzuki’s Electronics Keep Things Drama-Free
Good hardware gets you onto the trail, but the electronics keep you confident once the surface turns loose. Thus, the 800DE gets Suzuki’s Intelligent Ride System as standard. You can pick from three ride modes to soften the throttle response. Then comes the most useful bit: traction control with a dedicated Gravel mode that allows a controlled amount of spin.
The same thinking extends to braking. ABS gets two sensitivity levels, and you can switch it off at the rear. When the going gets slow and technical, Low RPM Assist helps prevent stalls. All of it shows up on a clear 5-inch color TFT. There’s no IMU or cruise control, but for trail riding, the essentials are well covered.
The 800DE Hasn’t Forgotten How To Tour, Though
For all its trail-ready hardware, the 800DE is still a V-Strom at heart. After all, you have to get to the dirt first, and that often means hours on the highway. That’s where its 5.3-gallon tank comes in, giving it the range to string together long stretches between fuel stops. Plus, the upright riding position and wide handlebars keep things relaxed. Elsewhere, Suzuki’s accessory catalog includes side and top cases, heated grips, fog lamps, a center stand, and both low and high seats.
The V-Strom 800DE Faces Stiff Competition
Of course, the 800DE isn’t the only middleweight adventure bike worth considering. The Yamaha Ténéré 700 is lighter and more at home on rough trails, while the Honda Transalp offers more power for less money. If you can stretch your budget, the BMW F 900 GS brings 105 horsepower and that famous GS badge.
But each of these bikes asks you to give something up. The Tenere has a smaller 4.2-gallon tank and doesn’t get a quickshifter as standard. The Transalp’s tank is smaller, too, while the BMW holds just 3.8 gallons and starts at $14,495. The 800DE, meanwhile, brings a 5.3-gallon tank, real off-road hardware, a standard quickshifter, and Gravel mode together. It may not be the loudest bike in the segment, but in true V-Strom fashion, it’s ready for just about anything.
Source: Suzuki Cycles
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