Italian V-twins fans may scoff, but the Japanese-built VX800 challanges the theory that only European bikes have the monopoly on 'character'. Brian Tarbox liked it, a lot. Pictures by Mike Capps.

Remember the TR1 ? It was a bit odd looking and drank to much, but the samecould be said of many of my friends.

Yamaha launched the 981cc V-Twin cruise in 1981 after their market reaearchers reported that an increasing number of touring riders were growing bored with across-the-frame fours. Lesson number one: Don't believe what people tell market researchers. The TR1 wasn't a bad bike but hardly anyone bought it.

Since its demise, the only big capacity V-twin roadsters to roll off Japanese assembly lines have been dripped in chrome and custom-clad for saleto weekend rebels who prefer the taste of supermarket cola to 'The Real Thing.'

Except for Suzuki's VX800.

It crept into the UK showrooms five years ago and is still hanging in there despite sales which would allow an owners club meeting to be held in a telephone box.

Like the TR1, its a Japanese interpreation of of a European classic with the emphasis on character rather than performance. The result is a cross between a Ducati Darmah and a R80 BMW with a dash of 1000S Guzzi on the side.

The VX is neither fast nor flash but it is undeniably handsome and different enough to stand out from the crowd in any bike park. And, yes, it does have real character, something that makes it one of the most enjoyable bikes on the road at 85mph even it does feel awful at anything much over 100.

Its watercooled engine is a revamped version of one used in the highly acclaimed VS750 Intruder - the shaft frive custom generally accepted to have been the best 'Japanese Harley' of the 80's.

For its new role in the VX, the motor was bumped up to 805cc. The remainder of its spec remained much the same with overhead cams, four valves per cylinder, twin swirl combustion chambers and a pairing of side and downdraught 36mm Mikunis providing the carburation.

The engine also mirrored the appearence of the donor unit with its cyclinders spread-eagle at 45 degrees and deeply finned to mimmic the look of an air cooled classic. Inside,however, the duel crankpins were offset at 75 degrees in a move, combined with the use of lighter pistons to reduce vibration.

Its an exercise that has worked so well I find it hard to believe that mechanical balancers are not also in on the act.

That's not to say that the V comes even close to the inherent smoothness of a multi-cylinder machine. Blip the throttle as you sit at the traffic lights and you are aware of a slight buzz through the stylish 4.2. gallon tank. Fortunately this never develops into anything more than an unobtrusive background sensation which actually enhances its appeal. As does the exhaust note.

One of the pleasures of V-twin ownership is the distinctive tune produced by off-kilter firing cycle. Good news for music lovers is that despite stringent noise controls Suzuki still emits a deep throated bark.

In fact it sounds a lot more virile than it is. Maximum power is a modest 63bhp at 6500rpm and with petrol it weighs more than 500 lbs.

Those figures obviously don't register very high on the thrillometer, but the VX is in its element bowling along  'A' roads at 85/90mph - the maximum speed sustainable over long distances on any unfaired motorcycle.

Thats where its character shines through. The sound and feel of the motor delivers an emotional charge sadly missing in may four cyclinder machines.

Getting the VX up to its 115mph top speed is another matter. Even the slightest headwind  stops you in your tracks at 100mph. In other words - forget it.

Still, the Suzuki is no lumbering slouch and accelerates quite rapidly when revved hard through the gears. There is no powerband to dictate that it must be hammered in this way - piling on the revs in the lower ratios merely makes things happen faster.

Power is fed to the rear wheel by a drive shaft smooth enough to be mistaken for a chain 99% of the time but sometimes, just sometimes, the pick up in first is accompanied by a kick in the pants. The shaft also manifests itself in mid-corner when the power is backed off. This makes the bike want to sit up - so don't back off !

I was tempted to run the bike harder through the gears than most owners will find necessary and paid the penalty at the pumps. Tankfull after tankfull of unleaded checked against the milage produced the same result, a not very impressive 43mpg.

Although primitive by contemporay standards, the rolling chassis is as good as it needs to be. The frame is a tubular cradle sprung   by firmly braced but non adjustable 41mm teles and a pair of shocks with 5 pre-load settings and 4 levels of damping.

At 16 stone (whena Bass going to introduce 1 cal Bitter ? ) I found the ride quality a little harsh. Too many road shocks found their way through to my dainty frame and scarred tarmac had bike shuffling its feet like  a nervous schoolboy.

A high centre of gravity, accentuated by a tall seat height, means that the bike sometimes has to be pulled back after dropping too deep into corners. This takes a little bit of getting used to as you juggle between oversteer and understeer, but is soon mastered once you tune yourself into the machines feel.

Unfortunatley the brakes are not up to an emergency stop crisis. The rear disc is excellant but its front wheel partner needs the help of another rotor alongside it.

And while on the subject of improvements, a firmer and more suppoertive seat would be welcome in making high milage journeys less of a pain in the butt.

Despite its flaws, the VX is still a very enjoyable motorcycle to ride at a relaxed easy pace that will appear to more mature riders.

SPECIFICATION (UK)

ENGINE: Watercooled 45 degree V-twin four stroke with four valves per cylinder and ohc. Bore and stroke 83 X 74.4mm. Capacity 805cc. Compression ratio 10:1. Carburation 36mm side and downdraught Mikunis. Maximum power - 63bhp at 6500rpm.

TRANSMISSION : Five speed gearbox, wet multiplate clutch, final drive shaft.

CHASSIS: Tubular steel cradle frame with tubular steel swingarm. Non adjustable 41mm front forks, twin rear shocks with adjustable spring pre-load, compression amd rebound  damping. Brakes - single 310mm front disc with twin-piston caliper. Five spoke wheels, Tyres : Metzler 110/80x18 front. 150/70x17 rear.

WEIGHTS AND MEASURES: Fuel capacity 19 litres (4.18gallons). Dry weight 213kg (470 lbs), wheelbase 1555mm (61.2inches). Seat height 795mm (31,2 inches)

PRICE £5599 (+plus £250 on the road charges)

Warranty is 2 years unlimited milage.