Editor’s Note: We took possession of a 2024 Suzuki V-Strom 800 Touring test bike last April, which was late in the season because the first round of 2026 Suzukis was announced in July. We kept the bike for months – and hated to give it back – so this review is a little past its freshness date. Although the V-Strom 800 Touring is no longer offered, the standard V-Strom 800 can be easily outfitted with the Touring’s top box and handguards.
The Suzuki V-Strom 800 is no longer breaking news, but for the past couple of years Suzuki has been busy cranking out models powered by its 776cc parallel-Twin. In 2023, Rider reviewed the GSX-8S naked bike and the dirt-ready V-Strom 800DE, and last year we reviewed the fully faired GSX-8R. For 2026, two stylish retro streetbikes – the GSX-8T and GSX-8TT – join the family, sharing the same platform.
Our test bike was a V-Strom 800 Touring model, which was introduced alongside the V-Strom 800 for 2024. In contrast to the V-Strom 800DE, the V-Strom 800 and V-Strom 800 Touring are more street-focused, with a smaller front wheel (19-inch diameter instead of 21 on the DE), cast-aluminum wheels (instead of the DE’s spoked wheels), a shorter seat height, and less suspension travel. The Touring model includes a 35-liter lockable top box keyed to the ignition and plastic handguards. (The Touring model is no longer offered, but the top box and handguards are available as accessories.)
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Those 2023 and 2024 test rides took place in France, Italy, and even at Chuckwalla Raceway in California. In contrast to those exotic press events, when EIC Greg Drevenstedt asked if I could review the V-Strom 800, I jumped in an Uber and headed for an ambiance-free, barbed-wire-lined storage facility in Ventura, California, to grab the keys and get a quick walk around.
It’s been about a few years since I last threw a leg over a V-Strom 650. Memories are foggy at best, or maybe that’s just my new norm. Most of the Rider test bikes I’ve sampled were used for photography purposes, weighted down with a bulky, overstuffed backpack and a tripod. So I was eager to check out the V-Strom uncompromised by those familiar 3-inch shoulder straps cramping my style.
The roll-up garage door revealed an attractive Metallic Matte Steel Green motorcycle rolling on a 19-inch front, 17-inch rear cast wheels with Dunlop 614F/D614 tubeless tires. Out in the fresh air, I turned the key, and the bright, colorful, and easy-to-read 5-inch TFT display lit up. Riders can choose a white or black background and plug their device of choice into the USB-C slot.
The V-Strom 800 is powered by a liquid-cooled 776cc parallel-Twin with a 270-degree firing order. It’s tuned for midrange torque, and the Suzuki Cross Balancer system manages vibrations. Ride modes are adjustable on the fly via the left-handlebar toggle switch and include A (sport), B (most conditions), and C (rain). Also included are throttle-by-wire, a bidirectional quickshifter, Low RPM Assist to avoid stalling in traffic, and Easy Start, as well as the three-level Suzuki Traction Control System (STCS) and two levels of ABS. In just a few minutes, I became familiar with the modes and ready to change them on the fly. My preferred settings were the A ride mode and ABS and TC set to 1 (minimal intervention).
At 5-foot-10 with a 32-inch inseam, I found it easy to swing my boot to clear the one-piece, well-padded seat that’s 32.5 inches off the deck, and I was able to sit flat-footed. Upon initial startup, I noticed a subdued exhaust note that reverberated within the echo chamber of the tightly packed storage buildings.
After just a few blocks of chunky square-edged city streets, I was amazed at how plush the Showa suspension reacts up front. The inverted Showa Separate Function Fork-Big Piston with 5.9 inches of travel isolates the right fork leg as a damping unit, while the left has a spring and is adjustable for preload. In the rear, the Showa shock absorber utilizes a link-type rear suspension with a remote gas reservoir. It’s easily adjusted by hand for a passenger, cargo, or riding preference. Damping at both ends is not adjustable. The bike features a steel frame, a detachable steel subframe, and an aluminum swingarm.
GEAR UP:
- Helmet: Arai XD-5
- Jacket: Alpinestars Bogota Pro
- Gloves: Alpinestars Halo Leather
- Pants: Alpinestars Bogota Pro
- Boots: Tourmaster Trailblazer WP
Entering a high-speed freeway on a short uphill ramp, I grabbed multiple clutch-less upshifts using the quickshifter while merging into traffic, and it became immediately apparent I was in for some fun miles. With snappy midrange power between 4,000 and 8,000 rpm, the V-Strom 800 generates peak figures of 83 hp at 8,500 rpm and 57.5 lb-ft at 6,800 rpm (claimed, at the crank). The mirrors remained clear and useful, and engine vibes were fine. The medium-sized three-position windscreen in the lowest position punched a nice hole to take the wind blast off my chest while my helmet was in clean air. Height adjustments require a hex key.
Heading south for less than half an hour, I’d had enough of U.S. Route 101. It wasn’t particularly crowded, but I was salivating at the thought of the canyon roads and clam chowder ahead. I rolled past Point Mugu, the gateway to the northern Santa Monica Mountains, heading south to Neptune’s Net restaurant on the Pacific Coast Highway across from County Line surf spot. I enjoyed clean pavement, the Pacific Ocean on one side, cliffs on the other, with easy sweepers, salt in the air, and sun on my back.
At Neptune’s I parked right next to a Yamaha Ténéré 700. It was shocking to see how much taller the controls, seat, and gas tank were in comparison to the V-Strom. Both have their strong points, but I had a sneaking suspicion that this V-Strom 800 would have the advantage in the canyons.
After a cup of clam chowder and a quick surf check across the street, it was time for the main course. There are more than a dozen canyons between Point Mugu and Topanga Canyon, and each road that climbs from the sea to the summit has a different personality: Yerba Buena, Mulholland, Decker, Encinal, Latigo, Piuma, and more offer everything from 6th-gear sweepers to incredibly tight supermoto sections where you’re lucky to get in a breath or two before corners. With 5.3 gallons of fuel, I was free to maximize the ideal route and commute home without worry.
Once into the canyons, it was the perfect opportunity to test the brakes: Nissin radial-mounted 4-piston front calipers matched with 310mm discs and a Nissin single-piston rear caliper with a 260mm disc. I was impressed with the feel and ease of use, balancing stopping power without overwhelming the compliant suspension.
Fueling had no hiccups, and the power was delivered in both a spirited and smooth manner. The suspension didn’t have excessive dive under braking or squat under hard throttle. The entire package from top to bottom conveys an amazing sense of confidence. The rider is briskly delivered into the corners as opposed to being thrown into them. I’ve certainly been through these canyons faster but not without double the effort and commitment.
With confidence building, it was only a matter of time before the pegs were throwing sparks and it was time to back it down a bit. With patches of sand and rocks on some of the roads and many other unknown obstacles, including the occasional vehicle that ignores the double yellow completely, a slower pace was the better part of valor. I was having so much fun that I circled back and completed a second pass.
Thankfully, the commute home wasn’t too far. I rode from empty canyons to commuter roads and even some lane splitting. Commuting in tight traffic situations on the V-Strom 800 is a breeze, and the bike carries its 492 lb well. While having the bike, I found myself running more local errands on it. In addition to the Touring model’s top box and handguards, other available accessories include LED fog lamps, plastic side cases, high and low seats, heated grips, a centerstand, and more. Alas, cruise control is not available.
After more than 500 miles on the 2024 Suzuki V-Strom 800, I came away impressed. It’s a refined machine with excellent fit and finish for its base price of $9,899 ($10,249 for 2026). The extra $600 for the Touring model was a sweet deal – adding the 35-liter top box ($699.95), top box carrier plate ($99.95), and handguards ($99.95) to the standard V-Strom 800 tacks on another $899.95 to the base price. It’s a solid blend of versatility, performance, and comfort for experienced riders, and it’s also accessible for riders looking to move up. Did I mention this bike fits me like a glove?
2024 Suzuki V-Strom 800 Specs
- Base Price: $9,899 ($10,249 for 2026)
- Price as Tested: $10,499 (2024 Touring model w/ top box and handguards)
- Website: SuzukiCycles.com
- Warranty: 1 yr., unltd. miles
- Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
- Displacement: 776cc
- Bore x Stroke: 84.0 x 70mm
- Horsepower: 83 hp @ 8,500 rpm (factory claim)
- Torque: 57.5 lb-ft @ 6,800 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 59.6 in.
- Rake/Trail: 26.0 degrees/4.9 in.
- Seat Height: 32.5 in.
- Wet Weight: 492 lb w/o top box
- Fuel Capacity: 5.3 gal.
- Fuel Consumption: 47.6 mpg
- Estimated Range: 252 miles
