Brotherly Duel: Suzuki V-Strom 800 vs. V-Strom 800 DE

Which V-Strom 800 is the right choice for whom?

First came the DE with a 21-inch front wheel and fully adjustable suspension, followed a year later by the slightly "stripped-down" road-oriented 19-inch variant. With the V-Strom 800, Suzuki went slightly against the grain, as the better-equipped top model is usually introduced later. We have extensively ridden both models and examined the differences not just on paper, but more importantly, how they feel in the saddle.

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published on 8/20/2024

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This engine just can't get enough model variants

The showpiece in both V-Stroms is the same: the newly developed 776cc parallel-twin engine for the 2023 model year, which also powers the naked bike GSX-8S and the sports bike GSX-8R. And this engine simply can't get enough model variants! With its 270-degree crankpin offset and resulting firing order, it resembles a V-twin in character and feels stronger overall when riding than the 84 hp it delivers in the adventure bikes at 8,500 rpm. The 78 Newton meters of torque available at 6,800 rpm give it an almost omnipresent presence, which is especially appreciated on long journeys, with no jerking from 2,000 rpm. The riding impression is supported by the precise gearbox and a standard quickshifter in both models, which needs no comparison and puts a grin under your helmet. Of course, the Suzuki Easy Start System and Low RPM Assistant are also on board: the former allows the engine to start without engaging the clutch with a short press of the start button, while the latter automatically increases the rpm at low speeds to prevent the engine from stalling.

Sportier seating position for more active riding on the road

But that’s almost where the similarities end, apart from the fairly intuitive 5-inch TFT color display. The differences become apparent as soon as you sit on it. The V-Strom 800, equipped with a 19-inch front wheel, has a more accessible seat height of 825 millimeters, which is three centimeters lower than the DE, which rolls on a 21-inch front wheel, making the overall seating position sportier. This was achieved by moving the footpegs 14 millimeters to the rear and 7 millimeters up compared to the DE, and the narrower handlebar is placed lower (13 millimeters) and further forward (23 millimeters) than that of the DE. This way, you sit more in the bike rather than on it, making the V-Strom 800 feel more planted on the road, and it can be effortlessly maneuvered through the tightest twisties - here it definitely has the edge, even though the DE doesn’t feel sluggish at all.

The better chassis is found in the DE

Is the 800 therefore really the better bike on the road? Yes and no. Because with sporty riding, which is somewhat limited on both models by the modest maximum lean angle, meaning you'll have to get used to the pegs scraping, the suspension also comes into play. And here, the fully adjustable suspension of the DE offers more precision and the ability to adapt to individual needs. On the 800, the suspension is on the softer side, with the fork only adjustable in preload, and the shock allows for preload (via a convenient handwheel) and rebound adjustment. For not too heavy riders who aren't always riding at the limit, this will suffice, but with a pillion and/or spirited riding, the suspension soon reaches its limits. The brakes are performant, with the more road-oriented 800 having a bit more bite and decelerating the bike well.

As soon as it gets off the road, the DE clearly takes the lead.

But what wants to be an adventure bike also wants to be ridden on unpaved roads - and as soon as you leave the asphalt, the DE clearly takes the lead. With its 220 millimeters of suspension travel, bumps are smoothed out like nothing, and the ground clearance of also 220 millimeters is clearly an advantage off-road compared to the 185 millimeters of the 880. Of course, you can also ride the V-Strom 800 off-road, but with the DE, it simply goes faster and thus more relaxed. The 21-inch front wheel, by the way, with spoked rims compared to the cast wheels of its sister, rolls more smoothly over obstacles, while the 150 millimeters of suspension travel of the 800 quickly reach their limits: when going faster over gravel, the suspension tends to bottom out. The (two-stage) ABS can only be deactivated at the rear wheel on the DE, and the Gravel Mode of the (three-stage) traction control is also reserved for the DE. The DE, which weighs 230 kilos fully fueled, is anything but a lightweight, although you hardly notice it when riding, but in case of a fall, it will certainly produce beads of sweat. The V-Strom 800 weighs in at 223 kilos.

So, which V-Strom 800 is the better choice for whom?

Good everyday motorcycles, both are also ready for the big tour, for which you can find plenty of accessories. The wind protection is significantly better on the 800 model with the larger shield from the factory, but this can be quickly swapped. Cruise control is not available for either (yet?), which is a shame for touring motorcycles and hard to understand with Ride by Wire on board. Those who regularly and more enthusiastically want to leave the road will have more fun with the 800 DE in the long run, but will also have to spend 12,590 euros in Austria, which is 1,100 more than for the V-Strom 800, with which you really get a lot of motorcycle for the money. And with its 19/17-inch wheels, it is actually the "real" V-Strom when you look at the model history. Including more agility on the road, where the DE also does not need to hide.