2024 Suzuki V-Strom 800DE and Adventure Preview

The 2024 Suzuki V-Strom 800DE and V-Strom 800DE Adventure are the most dirt-capable adventure-touring motorcycles in Suzuki’s lineup. These nearly identical Suzuki ADV machines join a rich middleweight adventure category with a wide array of competitors that range from high-performance off-road-oriented machines from makers like KTM and Husqvarna to bikes pitched as more all-rounders from Kawasaki, Honda, Yamaha. The V-Strom 800DE was introduced in 2023 and the two models were a hit out of the gate, arriving with competitive electronics and suspension, plus a spectacularly fun parallel-twin engine.

The 2024 V-Strom 800DE base-model price is $11,599 and comes in the returning Champion Yellow No. 2 or new Pearl Tech White. The 2024 V-Strom 800DE Adventure price is $13,049 and comes in a new Metallic Matte Steel Green paint scheme, with quick-release 37-liter aluminum saddlebags, a skid plate, and “accessory” bar that helps protect the front bodywork from brush and perhaps even the ground in the event of a tip-over. Colors are the only noted changes from the 2023 models.

The V-Strom 800DE fits in between the older V-twin-powered V-Strom models in Suzuki’s lineup: the V-Strom 1050 and the V-Strom 650, both available in various DE or XT or base versions that are street-oriented to dirt-road-oriented.

Related: Suzuki Introduces 776cc Parallel-Twin Engine 2023

The ride-by-wire, fuel-injected, DOHC 776cc twin features an 84.0 x 70.0mm bore and stroke for its pair of pistons, and these reciprocate on a crankshaft that has a 270-degree firing order, giving the mill the sound of a 90-degree V-twin (almost every motorcycle parallel twin offered currently has a 270-degree crank for this very reason). Twin counterbalancer shafts Suzuki calls the “Cross Balancer” system smooth the inherent vibration of this engine layout and our experience with the bike is that it is definitely smooth but offers character in sound and feel. The pair of shafts have eccentric weights tuned to offset the mass of the pistons.

V-Strom 800DE horsepower is a claimed 83 hp at 8,500 rpm, which is competitive in its middleweight adventure class. It makes 11 hp more than the claimed output for the Yamaha Ténéré 700, but not as much as the BMW F 800 GS (90 hp claimed) and KTM 890 Adventure (105 hp claimed). The Aprilia Tuareg 660 produces a claimed 80 hp.

More important than peak power is the Suzuki engine’s throttle response and midrange torque. We have found in testing that this Suzuki twin is a very vibrant engine with easy-to-control response that helps a rider find traction on loose surfaces and brings a smile to their face with its roll-on performance. We waited a long time for a new engine from Suzuki and it was worth the wait.

So far this engine has appeared in the V-Strom 800s and the GSX-8S, and it has been incredibly well received. It’s also available in the 2024 GSX-8R, a fully faired sportbike. Expect to see this engine power more Suzuki models.

The six-speed transmission features a slipper/assist multiplate clutch. On deceleration, it is designed to slip (particularly on downshifts) to smooth and stabilize the bike as you slow. On acceleration, engine torque works through the assist mechanism to squeeze the clutch plates when you apply power. This allows lighter clutch springs to be used, making for a lighter pull at the lever, but without causing clutch slip. This system is common on many motorcycles.

Even better, an electronic quickshifter allows for clutchless upshifts and downshifts; the programming on this system is quite good, and once you use the clutch to leave a stop in first gear, you can pretty much accomplish any shifts without using the clutch until you come to a stop again. The system is also common on many new bikes, but Suzuki has executed it very well on the V-Strom 800DE.

The 2024 Suzuki V-Strom 800DE and Adventure models have a rider-aid electronics package that is competitive in the class. The main interface and instrument panel is a 5-inch color TFT (thin-film transistor) display with a programmable gearshift indicator and a built-in USB port.

Suzuki calls its rider aids the Suzuki Intelligent Ride System (S.I.R.S.). A trio of riding modes alter the ride-by-wire response, changing engine torque delivery from aggressive to mellow. Four traction control settings are available, and there is also a Gravel setting for dirt roads that allows for controlled spin in these lower-traction conditions.

Two ABS modes change system response, plus rear wheel ABS can be turned off. Suzuki has a Low RPM assist that helps prevent stalls. All lighting is LED. Cruise control is not offered.

Charging system output is a relatively modest 375 watts at 5,000 rpm. This is something to consider when adding electrical accessories such as additional lights, heated grips/seats/gear, GPS units—pretty much anything that needs power. Tote up the watts of all the accessories you might run and add it to the bike’s normal electrical draw—generally try to stay below the maximum alternator output or else you’ll drain the battery faster than the charging system can put energy back in.

The 2024 Suzuki V-Strom 800DE and 800DE Adventure use a steel main frame, unlike the aluminum ones on the V-Strom 1050 and 650. While many motorcycles over the past decades have marched toward aluminum as a frame material, steel is coming back into favor for its cost, durability, and notional field-repairability, especially on an adventure bike (it’s far easier to find someone to weld a steel frame than an aluminum one, for example).

V-Strom 800DE chassis rake (steering head angle) is 28 degrees and trail is 4.5 inches—these specs are consistent with the desire for stability and agility from an adventure-oriented motorcycle. Wheelbase is a relatively long and stability-enhancing 61.8 inches, which also makes more room to carry a passenger without that second person being too far back over the rear axle

The headline here, though, is the Showa fork and shock, with both ends fully adjustable for spring preload and compression and rebound damping. The 8.7 inches of travel give the most ground clearance of any adventure bike in Suzuki’s lineup and testing has shown that factory damping and spring rates make these components work very well on and off-road.

The V-Strom 800DE has a claimed wet weight of 507 pounds, making it heavier than the direct competitors Honda Transalp 750 (claimed 459 wet) and Yamaha Ténéré 700 (claimed 452 wet). The KTM 890 Adventure weighs a claimed 474 pounds wet.

Despite a relatively modest spec on the Nissin brakes, the axial-mounted two-piston front calipers and a single-pot rear do an excellent job slowing the bike with good feedback at the lever giving the rider a good feel for what’s happening where the rubber hits the road (or dirt).

Front discs are 310mm in diameter, while the rear is 260mm. As described in the above Electronics section, two ABS modes are selectable along with the other rider aids, and rear antilock can be turned off, as it is sometimes advantageous in off-road settings to be able to intentionally lock the rear wheel.

The V-Strom 800DE and Adventure models remain the most off-road-capable of Suzuki’s adventure offerings. The new 776cc parallel-twin engine helps set the bike apart with excellent performance and character—it’s a real star and makes the bike a pleasure to ride.

These are great all-around adventure-touring motorcycles that are not the most aggressive for off-road but remain capable of going a lot of places most motorcycles you would spend a 500-mile day on can’t. The V-Strom 800DE and Adventure hit a sweet spot of value and capability. They aren’t as dirt-focused as your typical KTM ADV machine, and are a bit wider and heavier than the Ténéré 700 (notably narrow and reasonably light), but bring a lot of features and capability to the table for the money.