By NastyNils· ·
Motorcycle comparison · Adventure
KTM 790 Adventure (MY2023) vs Suzuki V-Strom 800 DE (MY2023)
KTM 790 Adventure vs Suzuki V-Strom 800 DE: which one you'd rather spend the big miles on.
You'll feel every patch and seam come straight through the KTM 790 Adventure's firm suspension into the seat and bars. On the Suzuki V-Strom 800 DE, the plush base setup takes the sting out before it's anywhere near your hands. The same seam arrives as a dull thud.
So which one do you buy?
The 790 Adventure has the edge if…
Comfortable long-distance riding
By a nose: 790 Adventure
For big miles, the 790 Adventure edges it. That comes from better wind protection and more range per tank.
The V-Strom 800 DE has the edge if…
Real off-road capability
Inches ahead: V-Strom 800 DE
The V-Strom 800 DE nudges ahead where the road turns to gravel. Put it down to more suspension adjustment. Close enough that a test ride on dirt is worth it.
Keeping running costs low
A touch ahead: V-Strom 800 DE
Running costs lean slightly toward the V-Strom 800 DE. A well-kept example of either matters more.
Sporty riding on twisty roads
Narrow edge: V-Strom 800 DE
Once the road starts to bend, the V-Strom 800 DE noses ahead. Credit better suspension. Your own skill counts for more than a gap this size.
Daily commuting & city riding
Edges it: V-Strom 800 DE
The V-Strom 800 DE makes slightly more sense as a commuter. Don't read much into a gap this small.
Which one's the smarter buy
Depends what you want it for
Neither bike is the clear better buy at these used prices. The 790 Adventure costs less, but that doesn't make it the smarter spend.
What makes each one tick
790 Adventure
On a twisting road, the 790 Adventure's front wheel tips in the instant you ask and doesn't wander off a tight line, even at low speed. The brake lever hauls the bike down hard with a bite you can meter, and the ABS stays quiet until it's actually needed.
Nils rode the 790 Adventure in Carinthia and Styria in 2023 (NastyNils Testride).
V-Strom 800 DE
The V-Strom 800 DE's switchgear clicks with real heft, with every button sitting where your thumb reaches for it. In low light, you're finding buttons by feel. TC and ABS both work on their own terms. At corner entry, the engine braking eases the bike down without a lurch, and the front tips in calm. A mode sharpens the throttle, while B and C soften it enough for rain. Heavy traffic won't rattle C mode.
The Voice of Experience
What actually separates them
- The 790 Adventure has the lower wet weight: 481 lb (218 kg) vs 507 lb (230 kg).
- The 790 Adventure makes more peak power: 95 hp (70 kW) vs 84 hp (62 kW).
- The 790 Adventure makes more peak torque: 65 lb-ft (88 Nm) vs 58 lb-ft (78 Nm).
Which one for the way you ride
Who each one is built for
What's good, and what you'll live with
790 Adventure
From Nils' own saddle time
Strengths
- Best traction control in class
- Range that catches you out
- Rev-happy, hard-pulling twin
- Sharp and willing on tarmac
- Strong brakes, honest ABS
Trade-offs
- Suspension quits off-road
- Bars too low standing up
- Notchy, imprecise gearbox
- Features locked behind a paywall
V-Strom 800 DE
Strengths
- Seat Built for Long Days
- Progressive Front Brake Feel
- 270° engine character
- Genuine off-road geometry
- Build quality and "Suzuki reliability" perception
Trade-offs
- Thirstier Than the Class
- Goes Flat Near Redline
- Short Screen for Tall Riders
- No cruise control
- Stock LED headlight beam pattern
Known problems to check before you buy
790 Adventure
No confirmed faults on file yet. That's not the same as fault-free.
V-Strom 800 DE
- Rear tire tread cracking and separation — Dunlop Trailmax Mixtour The Dunlop Trailmax Mixtour rear tire (150/70R17 M/C 69H, specification "B", manufactured by Sumitomo Rubber Industries) supplied as OEM equipment can develop tread cracking, deformation, and ultimately tread separation from the tire carcass. Risk: crash. Warning signs: increased rear-wheel vibration, visible tread cracking or deformation.
- Stock LED headlight produces narrow beam pattern and is aimed too low The factory dual mono-focus LED projector produces an excessively narrow, highly focused beam with poor peripheral / roadside illumination. Two contributing factors documented: (a) the projector pattern itself is narrow by design, (b) factory aim is set low and benefits from an adjustment behind the cowling. Owners report unsafe night-riding visibility at speed. Aftermarket auxiliary lights (Cyclops kits, Denali, etc.) are the de-facto fix.
- Showa fork and shock tuned soft for road comfort — bottom on hard hits The fully-adjustable Showa fork and link-type shock are tuned plush for road comfort. Heavier riders and aggressive off-road riders report fork dive under hard braking, fork bottoming on big hits, and the rear shock bottoming out on jumps and G-outs at speed. Not a defect — a tuning choice. The fully adjustable hardware allows compensation; spring re-rating and damping changes are common owner modifications. Upshift Online: "*The rear shock will bottom out when the bike is jumped or run into a G-out at speed.*"
- Hot air vented onto right leg when fan engages in slow / stationary traffic When the radiator fan engages in slow or stationary hot traffic, hot air is vented from the right side of the fairing. Riders in hot climates report uncomfortable heat on the right leg and inner thigh. Cooling-system temperatures themselves remain within nominal range — this is a vent-routing ergonomic complaint, not a cooling fault.
- Bidirectional quickshifter clunky / jerky at low RPM The Suzuki BiQS bidirectional quickshifter operates smoothly above ~4,500 rpm but is harsh, jerky, and occasionally violent on 1→2 and 2→3 upshifts at low revs. Heavy throttle modulation dependency reported. The owner's manual explicitly states the QS is not designed to operate below approximately 2,000 rpm.
- Stock 3-step adjustable windscreen produces helmet buffeting The stock manually-adjustable windscreen produces helmet buffeting for many rider heights. Both lower and taller aftermarket screens give mixed results — strongly rider-height-dependent.
What they cost used
These prices compare a 3-year-old 790 Adventure with a 3-year-old V-Strom 800 DE.
- 790 Adventure
- about $7,600
- V-Strom 800 DE
- about $9,000
At three years old, the KTM 790 Adventure sits around $7,600 while the Suzuki V-Strom 800 DE holds near $9,000. That's a $1,400 gap in the KTM's favor. These are estimates from the used market, not live listings.
What they share
- Engine
- Parallel twin
- Cooling
- Liquid-cooled
- Fuel capacity
- 5.3 US gal (20 L)
- Gearbox
- 6-speed
- Final drive
- Chain
- Fork
- Upside-down (USD)
- Front tire
- 90/90-21
Where the spec sheets split
| 790 Adventure | V-Strom 800 DE | |
|---|---|---|
| Seat height | 33.9 in (860 mm) | 33.7 in (855 mm) |
| Wet weight | 481 lb (218 kg) | 507 lb (230 kg) |
| 790 Adventure | V-Strom 800 DE | |
|---|---|---|
| Displacement | 799 cc | 776 cc |
| Power | 95 hp (70 kW) | 84 hp (62 kW) |
| Torque | 65 lb-ft (88 Nm) | 58 lb-ft (78 Nm) |
| 790 Adventure | V-Strom 800 DE | |
|---|---|---|
| Fuel economy | 56 mpg (US) / 4.2 L/100 km | 53 mpg (US) / 4.4 L/100 km |
| 790 Adventure | V-Strom 800 DE | |
|---|---|---|
| Rear tire | 150/70-18 | 150/70-17 |
| Wheelbase | 59.4 in (1509 mm) | 61.8 in (1570 mm) |
| Ground clearance | 9.2 in (233 mm) | 8.7 in (220 mm) |
| Front travel | 7.9 in (200 mm) | 8.7 in (220 mm) |
| Rear travel | 7.9 in (200 mm) | 8.7 in (220 mm) |
What comes fitted, what costs extra
| 790 Adventure | V-Strom 800 DE | |
|---|---|---|
| Cornering ABS | Standard | Not offered |
| Manually Adjustable Front Suspension | Not offered | Standard |
| Cruise Control | Option | Not offered |
| Quickshifter | Option | Standard |
| Smartphone Connectivity | Option | Not offered |
| Navigation | Standard | Not offered |
| Tire Pressure Monitoring (TPMS) | Option | Not offered |
| Adjustable Windscreen | Not offered | Standard |
| Adjustable Seat Height | Standard | Not offered |
Head to head, area by area
Both bikes on the same scale, one area at a time.
