Motorcycle specifications SuzukiV-Strom 800 S.E. 2025 Cocktails and varieties

Suzuki's entry into the 800 / 900 trail bike category was a direct response to the off-road trend. The V-Strom 800 D.E. put forward TT arguments, with a very convincing and homogeneous off-road result. Not very sexy, but effective, this Dual Explorer does justice to the trail name.

Now that it's proved its worth, it wants to appeal to a more on-road audience. No problem, all Suzuki has to do is create a sister with other attributes. This is how the 800 V-Strom S.E. came to enrich the catalog. For Special Edition? No, not to be confused. This S.E. stands for Sport Explorer. An alliance that speaks volumes. But is it a simple "adaptation" or a major transformation?

At first glance, there are few changes. Sober colors, a more discreet look... This 800 V-Strom doesn't seem to want to stand out. But if you keep your eyes open just a few seconds longer, you'll notice a host of changes between the D.E. and the S.E.
First, the rims. Instead of spokes, they are spoked, with a 19-inch front wheel, whereas the D.E. tracks with 21. The front tire is also wider, going from 90 to 110.
Next, the suspension. The new V-Strom's suspension has a 150 mm travel, much more reasonable than the Dual's 220 mm. Strangely, the seat height is only 30 mm lower. But its 825 mm are already much more accessible and pleasant when it comes to putting your feet down.

With this alone, the V-Strom 800 S.E. shows that it's not a trail bike. The other variations only serve to reinforce its rolling attitude. The windscreen is higher and wider, the footrests have a standard profile, the engine cowling, radiator guard and handguards have been removed, the 4-piston brake calipers are radially mounted, and the suspension offers fewer adjustments. For the 41 mm inverted fork, compression and rebound damping are no longer affected, only preload. As for the shock absorber, only compression is no longer adjustable, but preload and rebound damping remain.

less-advanced suspensions, that plays into the price. Accessories are also removed. Suzuki can now offer an 800 V-Strom that is not only more general-purpose, but also more affordable.
On board, the rider has a slightly different riding position, a little further forward. For added dynamism, the handlebars are raised by 23 mm and lowered by 13 mm. The footpegs are exactly the opposite: 14 mm further back and 7 mm higher. The "steering triangle" of seat, hands and feet is designed to deliver greater precision and stability.

Here's what sets the Sport Explorer apart: a lot of little features to make it a mid-size touring trail bike. Like the 650 V-Strom, but bigger. The parallel-twin powerplant inside is the very recent unit inaugurated by the 800 D.E. and the GSX-8S roadster (soon to be featured in a GSX-8R?). It's a 776 cm3, 270°, rated at 84 hp at 8,500 rpm. It's not the most powerful in the category (a Transalp or a 790 Adventure do much better), but its ease of use and availability make it very pleasant and reassuring. Torque reaches 8 mkg at 6,800 rpm.

the 800 V-Strom S.E. and D.E. share the same engine and electronics. At Suz', we call the neuro-technical platform SIRS - Suzuki Intelligent Ride System. A collection of assistances including traction control, Ride by wire throttle, Easy Start System, Low RPM assist, Up&Down shifter and SDMS for choosing riding modes.
If we go into a little more detail, SDMS allows you to choose 3 engine response mappings, from the most invigorating A to the very progressive C. These could be assigned as A = Sport, B = Touring and C = Rain.
Traction control is just as simple. Gone are the GSX-R's 10 intensity levels, with intervention as soon as you moved your helmet. On the V-Strom 800, it's 3 Modes, on the same tangent as the SDMS curves.
Remember that the shifter allows you to shift gears without touching the clutch, Easy Start facilitates engine starting (a simple press and the starter motor turns until the thruster wakes up) and Low RPM Assist boosts engine speed to avoid stalling at low speeds.

In previous lines, it was suggested that Suzuk' would play on price by modifying certain equipment. One might have feared that the instrumentation would suffer, as is the case with some manufacturers. Fortunately not. The 7-inch TFT color screen is still there. Sober, well-stocked with information without being a mess, pleasant to consult, the screen offers two graphic themes according to day or night.
There's a USB socket, which is virtually indispensable these days.

Another practical point: the bubble is adjustable... by just 3 cm, which won't make much difference. You'll have to rely more on its size to protect your chest and ganache.
No center stand, no storage compartment, but 20 liters in the fuel tank, a package holder, a remote knob to adjust shock absorber preload and a removable rear frame.
Like the D.E., the 800 V-Strom S.E. is based on a tubular steel frame, with the engine as a stiffening element. Braking is provided by Nissin brake shoes biting 310 mm discs. The 260 mm rear brake uses a single piston. On the other hand, with a 55 mm shorter wheelbase and 7 kg less weight, it promises superior agility.

this V-Strom 800 Sport Explorer is the perfect addition to Suzuki's "intermediate" trail range. The technical differences allow us to offer a reduced price of 1,000 euros compared to the country version. With the D.E. and S.E., the 650 std / 650 XT duo can count on more ambitious siblings. As the family also extends to the 1050, there's something for everyone

M.B - Manufacturer's photos