The Suzuki VX800 is probably the most specialized motorcycle on the market today.

And its specialty, of course, is not having a speciality.

Doubletalk, you say ? Not at all. Of all the bikes gathered for our 10-wat standard bike roundup, the Suzuki VX is the only new-for-1990 motorcycle that was designed from the ground up specifically to fall into the standard-bike category. The others are either upgraded reincarnations from an earlier time or bikes that have been through the so-called era of specialization.

But the Suzuki VX800 is the most dedicated undedicated bike yet.From the time when the first VX-related memo was passed between department heads at Suzuki, the idea was to make a modern standard. Oh, sure the eight valve V-Twin engine was borrowed from the Suzuki VS750 Intruder Cruiser, but the rest of the bike is absolutely new. The route that the VS engine took to find its way into the new bike is interesting though.

First Suzuki gave it a 3mm larger bore to bring the displacement from 747 to 805cc and then came a larger radiator to handle the cooling chores of the larger engine. At some point in the motorcycles development the company changed the crankpin offset from 45 to 75 degrees in hope of creating a smoother running motor. But just as production began American Suzuki Engineers  decided that the new offset resulted in less mid-range power as well as a too sanitised exhaust note. One that didn't sound very V-Twin like. Presto, now the US models come with the 45-degree offset while the rest of the world gets the 75-degree staggered crankpins.

That crankpin offset might be the culprit behind the fact that the US model's engine does produce some vibration. But the buzzing only get intolerable above 6000 rpm and that's well above the cruising zone for the torquey motor. The big Vee pulls well from low revs and at 60mph its barely turning 4000rpm.

The VX's handling feels strange initially, especially to riders accustomed to quick steering sports bikes. The machine is large, with a long wheel base and more rake (31 degrees) than anything this side of Peter Fonda's star-spangled Hog. So, naturally, the VX800 handles deliberately, just as a middle of the road bike should.

Likewise the suspension on the VX is exactly what its meant to be: versatile. The twin shock rear end looks like a throwback to the early seventies, but it has adjustable rebound damping and spring preload, just like the most modern single shockers. The VX has a rare capability to provide a smooth ride on the freeway as well as handling bumpy back roads with grace. At least at the paces that are expected of standard bikes.

To many of our testers, this motorcycle's most endearing feature is that its comfortable. The rider has room, lots of it. Bigger riders in particular will appreciate the ample space from the wide seat to the footpegs. Plus the handlebar doesn't force a bent over riding posture, but its still fairly flat, so the rider doesn't catch a lot of wind. And if that's not good enough, Suzuki also offers two accessory fairings to cut down the windblast.

Of course a VX with fairing is no longer a standard, right ? Maybe, maybe not. Part of the appeal of standards in general and the VX in particular is that each one can be personalised to suit its rider. After a few years on the road its unlikely that any two Ex.'s will look alike. Perhaps that, more than anything else, is what makes the Suzuki VX800 Special. Its a delightfully well-finished starting point.

©Cycle World 1990