An Exercise in Awakening: Suzuki's Resurgence

Do you know Suzuki? So when was the last time there was something really relevant, innovative or unusual from her? In the road bikes, the GSX-R1000R is mainly an evolution of the original Gixxer of 1985. In the sports bikes, there is the "new" GSX1300RR Yabusa, which is not so different from the first one launched in 1999. There are no scooters and enduros, and Suzuki's motocross is still driven with a foot pedal.

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This is changing now, or rather at the end of 2022, when at the Milan show Suzuki presented a modern replacement for the old Wistrom 650. How modern? Well it's actually a brand new motorcycle, which just happens to have the name Wistrom. But so that we don't get confused, at Suzuki we make an immediate link to the family that was founded in 1903 as a manufacturer of weaving machines that added the motorcycle and car divisions in the 1950s.

Suzuki designers connect us to DR BIG of the 80s and 90s, to the original Wistrom of the early 2000s, and even to the crashes of the 80s and 90s with the help of the colors of the yellow-blue test motorcycle. The writer of these lines had all of the aforementioned, and it already created a positive preference for the new Suzuki.

Now he is here. The smooth page is expressed by throwing the old V-twin engine into the trash and replacing it with a new parallel twin engine with a volume of 776 cc, which manages to create the same sensations through the ignition timing, despite a different structure. A fall or an accident. The Schwaa brake system has almost full adjustments, and provides 220 mm more wheel travel than the competing Honda Transalp or KTM 790, in favor of off-road capability. Of course it's supported by a 21-inch rim and 17-inch rear.

It is not obvious in Suzuki, but there is an electronic alignment here with most competitors: ABS, electric throttles, three riding modes that determine the nature of the power transfer, tilt grip control, a quick shifter that works great, a clear 5-inch TFT screen, LED headlights, and a socket USB for charging. This is how it is: in order to compete with the big manufacturers, you have to come up with a tool that offers at least what they also have.

The new engine provides 84 hp and almost 8 kg. The engine is very strong at medium and high rpm, and flies forward up to a speed of 160 km/h – where the pace slows down. 84 hp does not sound like much, certainly compared to the 92 horses of the Honda or the 95 horses of the KTM 790, but it does not lag behind them at all. .

However, the engine is not exceptionally flexible, and there are situations where you need to drop one or two gears when overtaking, but in the city it didn't bother. The fuel consumption is also higher than expected, reaching about 17 km per liter of fuel in the test. As in all modern adventures, the size of the front rim no longer interferes with changes of direction or sporty riding as before. It is easy to navigate in the city, even among vehicles standing in traffic, or Driving to Atem on a highway.

The comfort is good, except for excessive stiffness when entering the common cracks at slow speed. The rear shock is a little soft when adding an extra passenger. The brakes are excellent, both in feel and power. The feeling from the shock absorbers is a little more disturbing in the field, where the small grooves can tire the rider more because of the relative stiffness that is transferred to the hands through the handlebars. Of course, with 230 kg there is no intention to conquer singles, rocks and drops. The Suzuki's comfort zone is on trails, like most of its competitors. The fact that it comes with road tires doesn't help here either.

The Dunlop tires did an excellent job on the road, but the price is a loss of off-road capabilities, where other tires will be required. You can fly on trails and enjoy the chassis and engine capabilities, but more challenging terrain will no longer suit the Suzuki. Either way, it's much better than the Wistrom 650 wherever you ride.

And two more complaints: the first is a buzzing in the right leg that appears exactly at 130 km/h, and as soon as you notice the vibration it just gets stuck and gets in the way. Our colleagues also complained about it at the global launch. The wind deflector is too small, and in general does nothing, and we assume that the reflector is an aftermarket will find its place very quickly with most buyers.

Bottom line, Suzuki disappeared from us in the last decade. It sucks even more for a generation that remembers her as the only Japanese manufacturer that agreed to break the Arab boycott and come to Israel. Many riders grew up traveling across Israel on Suzuki motorcycles. The newer riders didn't necessarily treat the Wistrom DL650 as an option for them if the off-road component was on the list of requirements.

The resurgence of Suzuki is good for us and adds a lot of color and another option to a category that is getting better and better. The Wistrom 800DE offers a complete package that consists of an excellent engine, very good assemblies, advanced electronics and very high comfort for the rider and the vehicle. All this is wrapped in a design that looks good (probably in the colors of the test bike) and brings Suzuki to the same line as the competitors.

The required price in Israel, NIS 76,000, will become the new standard in this category. The choice between Suzuki and the other competitors on the list is negligible, because they are all good and all of high quality – and also the new Wistrom. Suzuki managed to arrive at the party significantly late, but arrive with a baked motorcycle that does everything it needs to do well.

Identity card / Suzuki Wistrom 800DE

Engine: parallel twin, 776 cc. 84.3 hp power, 7.9 kgm torque
Gearbox: manual, 6 gears
Dimensions: wheelbase 1,570 mm, seat height 855 mm, headroom 220 mm, full weight 230 kg, fuel tank 20 l
Road capabilities, powerful engine, smooth and impressive, high comfort
Front mirror, fuel consumption, vibrations at cruising rpm, tires that impair off-road capabilities
Score: 9