It’s no secret that Suzuki has been down lately. More than a few people, adding Yours Truly, have canceled the company. Engines for much of the last decade, with no new engines or chassis in sight.
It all ends with the new V-Strom 800DE, the repositioning of the company’s iconic, as the company has moved more than 440,000 in the last two decades or so, DL650. It was a first step, breathing new life into a style that even loyalists had deserted as forgotten. And it’s a new logo. Finished, for example, the past V-dual of 90 degrees of 645 cm3, and in its position comes a parallel dual of 776 cm3. The chassis is more geared towards natural adventure driving and, never ceases to amaze, the 800DE has a colourful LCD Data Unit.
The goal of the new Strom, however, is obviously modernity on a tight budget. The advantage, for example, of a parallel dual is that it is more compact and less expensive to produce than a V-dual, I suspect that reasonableness has more to do with fashion than compactness. What they presented in terms of savings, however, the parallel duals of the old school lost their character, the escape note seemed a task and the delivered strength unattractive.
Like many of its competitors (BMW, KTM, etc. ), the 800DE overcomes this challenge through a new crankshaft displaced by 270 degrees. This, according to Suzuki’s own calculations, gives its new dual parallel the same firing order as the large DL1050. gave birth to V-dual, as well as a characteristic engine sound and traction-seeking torque production.
Of course, such torsion of the crank creates all sorts of internal balance disorders in the engine. To calm the resulting vibrations, Suzuki designed motorcycling’s first biaxial balancer. Suzuki says it has cancelled all the number one imbalances of the new engine. In other words, the new parallel dual will be as elegant as the outgoing V-dual.
Also new is the electrically operated fuel injection formula that covers both bodies of the 42mm throttle. The same goes for the 10-hole (50 psi) high-pressure fuel injection formula, which is helping the new engine meet global emissions standards. With the inclusion of drive-through-wire, there is no mention of a cruising formula, conducted via radar or otherwise. Of course, this can come as a new trim version later in the production cycle.
More visual, at least for the driver, is an assisted clutch. The cams integrated into the clutch basket and tension protrusion lock more firmly on the clutch discs, meaning softer springs can be used, reducing stress on the clutch lever. . Motorcyclists are getting older and more and more sick in place. It’s smart that he’s helping us elderly.
Suzuki did not prevent there. The DE, Suzuki’s new designation for adventure motorcycles more worthy of off-roading, has a completely new chassis that has as its main objective the destruction of berms. On the one hand, the new 800 sports a 21-inch front wheel similar to an off-road motorcycle wrapped in the Dunlop Trailmax Mixtour 90/90-21 without a rigor tube. On the other hand, there’s a whopping 220 millimeters at the front and rear, a new record for any Suzuki adventure hiker.
Similarly, the DE’s 220mm ground clearance is the highest ever presented through a Suzuki in this segment. Combine that with wide, tapered handlebars and a new “Gravel” mode in the traction control electronics, and Suzuki has clearly focused on competing with off-road offerings. of KTM, BMW, etc. That said, the crankcase cover of the new V-Strom is still plastic, there is an aluminum replacement in the accessories catalog.
What it has not replaced is the functionality envelope of the new Suzuki. The new twin, for all its cutting-edge technology, develops just 81 horsepower (at 8,500 rpm) and 57. 5 pound-feet of torque (at 6,500 rpm). By comparison, KTM claimed its 790 Adventure produced 95 hp, and Cycle World tested it on 83 rear-wheel ponies. That said, if the DL650 is to be believed, the DE will be one of the most reliable motorcycles in the world.
The 776cc dual will also have to power 230 kilograms (507 pounds), 14 kilograms (31 pounds) more than the outgoing DL650. It will certainly be harder and less frantic than the previous model, but the appeal here will be the supercharged. performance.
That said, now that Suzuki has (finally) shown that it is up to the task of designing new powertrains, could we see a tougher edition of the new twin in parallel?After all, it’s been almost a decade since Suzuki showed us a Recursion show motorcycle with a turbocharged parallel engine. Oh, the concept only displaced 588 cm3, however, the engine was the bold symbol of Strom’s new parallel twin. Could Suzuki be about to launch the turbocharged edition of this engine that (finally) upgrade the old 1037cc V-twin that powers the DL1050?
If so, point me out! I’m in favor of a new motorcycle and my last two trips have been V-Strom.
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