Suzuki V-Strom 800 RE
Suzuki V-Strom 800 RE
Suzuki V-Strom 800 RE
Suzuki V-Strom 800 RE
Suzuki V-Strom 800 RE

Suzuki V-Strom 800 RE

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Suzuki V-Strom 800 RE

In a world of adventure bikes screaming about their off-road prowess from the highest, most inaccessible mountain peak, the V-Strom 800RE sneaks up on you.

It’s surprisingly capable, unexpectedly effective, and more entertaining than it has any right to be.

The V-Strom 800RE’s punchline is the 776cc parallel-twin engine. It’s an absolute gem, delivering more low-down torque than you expect. It’s smooth, surprisingly punchy, and makes overtaking an absolute delight.

It’s a 776cc DOHC 270° crank parallel twin engine, as found in the GSX-8S and GSX-8R, making the same 81.8 bhp and 78 Nm torque. It loves to rev and makes power all the way through the rev range.

Overall, the engine is powerful for its size, efficient, rider-friendly, and versatile, making it well-suited for touring and everyday riding. If you want to turn the wick up and have some fun, you can do just that, and it’ll certainly put a smile on your face.

The V-Strom has a bi-directional quickshifter as standard, but in my experience, it wasn’t the best. Suzuki usually does this very well, but it needed a firm prod up or down and wasn’t particularly quick in operation. That said, it’s a good gearbox, as is the norm for Suzuki, and it was smoother just using the clutch.

The V-Strom’s ergonomics are excellent. The seat is one of the most comfortable seats on any bike you’ll find today, and the windscreen is adjustable in 15mm increments by using a hex key. The bars are wide and not too high, and the pegs are well-positioned and covered in thick rubber. I found you could sit for hours without complaint. My pillion was even more comfortable on the back.

Styling is maybe where the V-Strom’s game is weak. It’s very conservative. I’m not sure it’s a bike you park up and look back at with an admiring glance. That said, I think it looks better than the Transalp.

By today's standards, it’s a fairly simple bike. In terms of electronics, you have Suzuki Intelligent Ride System (SIRS): This includes features like Suzuki Drive Mode Selector (SDMS) with three rider modes (Active, Basic, Comfort), Suzuki Traction Control System (STCS) with three levels of intervention, two-modes of Antilock Brake System (ABS), and the bi-directional quickshifter.

At the heart of the rider interaction is a 5” full-colour TFT LCD multifunction instrument panel.

It features two display modes, one for daytime and a less intrusive one for night riding, which can be set to switch automatically.

The display shows: Speed and engine RPM, Gear position, Riding mode, Traction control setting, Fuel level and consumption, Coolant temperature, Ambient temperature, Odometer and trip meters.

Beyond these performance-related electronics, Suzuki has included its standard electronic assists: Ride-by-Wire Electronic Throttle, Suzuki Easy Start System, and Low RPM Assist. There's also a useful USB Port and Full LED Lighting.

The Suzuki V-Strom 800RE has been designed with a focus on on-road comfort and touring, which is reflected in its chassis setup.

At the front, you have Showa 43mm Inverted Forks, adjustable for preload only. Rear Suspension features a Showa monoshock, with adjustable rebound and preload (remote).

The remote preload adjuster is a great touch when a pillion jumps on or you throw on some luggage.

Suspension travel on the RE is 70mm shorter than the more off-road capable V-Strom DE, at 150mm. This shorter travel contributes to a 30mm lower seat height at 825mm, and a more road-friendly feel.

The RE uses 19-inch front and 17-inch rear cast aluminium wheels, compared to the DE's 21-inch front wire-spoked wheel, which complements the road-focused suspension and gives the V-Strom a more road bike feel.

Sure, it's missing a few of the bells and whistles of its pricier European rivals. The absence of cruise control is a bit of an own goal and will have your right hand cramping in protest on long motorway slogs, and Suzuki omitted Bluetooth smartphone connectivity, but flick it into a corner, and all is forgiven. The road-focused 19-inch front wheel and capable chassis provide a level of sure-footed confidence that encourages you to take the scenic route, and then maybe take it again, just for laughs. It’s a bike that is utterly, almost infuriatingly, competent.

Brakes are excellent, with four-pot radial Nissin calipers biting into two 310mm discs at the front and a single-pot caliper with 260mm disc at the rear. You also have two-mode ABS, with different settings for hard and loose surfaces.

When I first picked up the press bike, it was ok, but a bit soft, but a handful of preload on the rear transformed the bike. As confidence grew, the little V-Strom proved to be a whole heap of fun. It’ll lift the front on the throttle over bumps, and you can scrape the pegs if that’s your thing or if you need to, it’ll take you hundreds of miles in comfort. This is a one-size-fits-all bike.

Maybe the biggest issue the V-Strom faces is where it sits in an increasingly crowded sector.

Honda Transalp, Triumph Tiger 850 Sport, Yamaha Tracer 7, and BMW F 800 GS, to name a few of the mainstream competition, then you have the emerging brands: CFMoto, Voge, Morbidelli, QJMotor and so on.

I guess you pays your money and you takes your choice. You certainly won’t be disappointed with your choice if you choose the V-Strom 800 RE.

Power - 81.8 bhp / 84.3PS

Torque - 78Nm

Engine Capacity - 776cc

Engine Type - 4-stroke, 2-cylinder, liquid-cooled, DOHC

MPG - 64.12

Ground Clearance - 185mm (7.3in)

Wheelbase - 1515mm (59.6in)

Kerb Mass - 223kg (492lbs)

Seat Height - 825mm (32.5in)

Fuel Capacity - 20.0 L (4.4 UK gallons)

Front Suspension - Showa 43mm Inverted Forks, adjustable for preload only