Suzuki V-Strom 800 DE, the 'Duckbill' returns to the field... finally

The Japanese brand had somewhat abandoned off road in its V-Strom maxitrail range, betting more on the road side than on the countryside, something that although it has given Suzuki many joys for years, this bet had to be reversed in a certain way given the new market trend.

The new generation of the saga is committed again to going out on the track with the launch of this 800 DE that starts at 11,799 euros and in which nothing remains of the previous model, only the nomenclature... and it has a trick: the engine it abandons its V configuration to make way for a 776 cc parallel twin with 8 valves. This delivers a power of 85 CV at 8,500 rpm and 78 Nm in the 6,800 laps and is set, yes, at 270º to achieve a similar feel in a good part of the grip's route. Its steel chassis has been rethought again also to favor the country stress to which the model is directed.

With an aesthetic design that is more similar to the 1050 version and with the adorable 'duck beak' (slightly sharper and located a little higher), Suzuki's watchword that was a pioneer in incorporating it into this type of mount, the The dense one-piece, two-height seat sits 855mm off the ground and is very narrow at the front. Its ground clearance is 220 mm (the highest in the entire saga), a figure that matches the suspension travel signed by Showa: an adjustable inverted fork and shock absorber, also multi-adjustable with an easily accessible knob. The seat, together with the tank -which has a capacity of 20 liters-, together with the long silencer give it an extra point of Dakarian look.

Equipped with Suzuki's SIRS system, it has three driving modes - mode A, more sporty; mode B, with the same power, but more linear in its delivery; and C mode, designed when grip is reduced and even when traveling with a passenger-, field ABS (double floating disc) (disconnectable at the rear) and a Gravel option that allows a certain degree of slip very well calibrated to perform the desired incursions by track and that will allow those who start in these parts an experience without excessive scares once the pulse is taken in the fist.

What Suzuki does not abandon in this generation is the commitment to the double front light on which is the small adjustable dome with a key. The instrumentation, for its part, is found on a 5" TFT screen, with a light sensor (it can be seen perfectly even with the sun behind it) and with detailed information, but without excesses.

The relationship between what this 800 DE offers and what it does not offer for the 11,799 euros it costs places it in an interesting position in the segment where some rivals that, although it is true that they have some extra details, they themselves err on the contrary in other aspects. For example, the V-Strom 800DE mounts as standard the bidirectional quick change and slipper clutch, the so-called SCAS system of the Japanese brand, which causes the rear wheel to slip when downshifting. It also offers the assistant for driving at low revs that is responsible for revving the engine slightly to prevent it from stalling during maneuvers and which makes starting from a standstill ostensibly more pleasant.

Be careful, we are talking about dual rivals, not those that look much more to the field than to the asphalt.

As soon as you get on this V-Strom 800 DE, the comfort of its position at the controls is surprising with a very worked handlebar width that allows both a relaxed but fun ride on the road as well as attacking the exit off the asphalt without having to adjust its position immediately, something that is appreciated.

On the road the finesse and response of the suspension is such in compression that the flat and straight seat seems even softer. In fast curves and in the mountains, its behavior is as expected as it has a 21-inch front tire and only when connecting many quick direction changes is the natural tendency of this measure to look for the outer side of the curve noticeable. Nothing unusual and far from being a problem, this circumstance is more than compensated for by the smooth delivery of the engine which, set at 270º as we have indicated, offers a pleasant push that at times resembles the old V-shaped design, and the distance between axes that is 1,570 mm Behind, the 18-inch wheel finishes off the set and both are spokes, shod with tubeless Dunlop Mixtour tires, of course.

When it hits the track, the 800 DE reveals its raison d'être... being able to travel with it and be able to ride tracks without problems, not win a Dakar. That 22 cm ground clearance, combined with the also 22 cm of suspension and seat travel at 855 mm from the ground, which, being very narrow at the front, opens the door to a very wide range of riders, denotes the painstaking work of Hamamatsu engineers. Its 230 kilos of weight in running order are not a problem either since the distribution is well compensated.

Its Gravel mode, which allows a certain degree of slippage and varies its level of intrusion automatically as the system detects a loss of control, is highly calibrated and it is not difficult to find the balance between fun and safety.

You can also opt for total disconnection and it is not a bad option either, since the sensitivity of the grip and the somewhat advanced position of the engine towards the front seatpost, mean that the rear end does not offer deception when the traction falters since it has an ABS mode to dirt roads and that can be disconnected in the case of the rear.