Suzuki V-Strom 800DE 2026 — Specifications

Dans the Suzuki trail family, we already knew the small V-Strom 650 and the large V-Strom 1050. Since 1993, Suzuki has had an intermediate version with the V-STROM 800.

This trail is neither a small 1050 nor a large 6.5, but rather a motorcycle in its own right, as it derives directly from the brand’s roadster, the GSX-8S, from which it shares the platform.

So, farewell to the V-twin to which V-Stroms owe their name; welcome to the inline twin. Despite this change in engine architecture, Suzuki has nevertheless decided to retain the same designation in order not to disorient the accustomed rider.

Indeed, the first V-Strom appeared in 2002, with the DL 1000 V-Strom, derived from the roadster TLS 1000. The following year, Suzuki presented the DL 650 V-Strom, which inherited the sympathique engine from the SV 650. Two motorcycles that have carved their own path and seduced many riders, especially in its 650 version. The presence of the latter in the catalog will not be interrupted, while the career of the DL 1000 V-Strom will be stopped in 2007, to restart in full in 2014 in a more dynamic version. In 2017, the 650 will adopt the style of its big sister, the two models now being available in different versions: SE or DE for the 1050 and standard, A2 and XT for the 650.

The V-Strom 800 (available in A2 version) has appeared in the range in this DE version, that is, its most adventurous version, DE initially meaning Dual Explorer. To find itself among the different trail models offered at Suzuki, learn that the standard version is primarily intended for road use with its spoked wheels (19 inches at the front); the XT version is more geared towards off-road with its spoke wheels, but still with a 19-inch front wheel; the DE version, for its part, is intended to be the most adventurous and off-road of the bunch, thanks notably to its spoke wheels and its 21-inch front wheel.

Thus, the V-Strom 800 immediately displays these intentions by presenting itself before our eyes in a DE version whose main color scheme of yellow and blue is undeniably a reference to the historical motocross color scheme of the brand, notably the famous RM 400s of the 1980s that made generations of riders dream. Note that it is also offered in a gray and yellow or black and blue version – a part of the brand's off-road color code remains present.

Technically, the 800 DE shares the same platform as the GSX-8S and has a vertical twin of 776 cm3 (84 x 70 mm) developing a power of 84.3 hp at 8,500 rpm and delivering a peak torque of 7.95 mkg at 6,800 rpm. Enough to evolve at normal speeds very comfortably and effectively, without a doubt. Driving pleasure should be on the agenda, since this new parallel twin has a 270° distribution timing (like the Yamaha Ténéré 700 and the new Honda Transalp) aimed at offering a pleasant character, reminiscent of a V-Twin. This engine also benefits from a double balance shaft aimed at minimizing parasitic vibrations, which should make its driving even more enjoyable. The cooling circuit has been particularly studied to offer, notably, rapid warm-up at start-up to minimize cold emissions, while maintaining an optimal operating temperature in all circumstances. Since 2025, it easily passes the Euro5+ standard, thanks notably to an additional lambda probe.

On the electronics side, this trail receives the same range as the GSX-8S, namely a ride-by-wire throttle; three driving modes going from the most dynamic (mode A) to the softest (mode C); a switchable traction control system, offering three levels of intervention plus a mode G (for gravel) aimed at limiting the intervention of assistance in off-road, without however disconnecting it totally; a shifter up & down for upshifting or downshifting without clutching; a simplified start system, a simple and unique pressure being sufficient to launch the engine; as well as an electronic assist for low-speed maneuvers called Low RPM Assist. Note also that the 800 DE is also equipped with a slipper clutch, a mechanical system that also contributes to ease of driving and a quick takeover.

Justly, on the subject of takeover, the first question one asks when talking about a trail with real off-road capabilities is: "isn't it too high?". If this notion remains objective by its numerical value, it remains very personal due to its height, physique (short or long legs) and ease at the handlebars (Cyril Neveu or Gaston Rahier, to name a few, have repeatedly won the Dakar on very high motorcycles despite their very small sizes). So know that the V-Strom 800 DE has a saddle height of 855 mm, which is halfway between the 835 mm of the 650 XT and the 880 of the 1050 XT.

The frame made of steel tubes is common to the GSX-8S, but has a reinforced rear loop. The swingarm also differs, as does the front suspension geometry (28° and 114 mm of rake, against 25° and 104 mm), which brings the wheelbase to 1570mm (instead of 1465 mm on the 8S), thus increasing overall stability. Of course, this new V-Strom is fitted with 21-inch spoke wheels at the front and 17-inch wheels at the rear, the latter being originally shod with Dunlop Trailmax Mixtour tires. The suspensions use an inverted front fork fully adjustable and a adjustable rear mono-shock in preload and hydraulic rebound only. It benefits from a ground clearance of 220 mm to evolve easily off-road. However, its 230 kg fully loaded will risk being a handicap in off-road compared to the 204 kg of the Yamaha T7, for example.

Let's finish the portrait of this trail that should be among the spearheads of the category next year, by specifying that it has, behind its three-level adjustable bubble, an instrumentation with a 5-inch arch-complete TFT screen, as well as a USB port to power smartphones and other GPS devices.

Briefly, a pleasant surprise that this Suzuki V-Strom 800 DE...

Michaël Levivier - Photos constructeur