Sensible shoes.
Suzuki's VX800 begs the question 'Just who the hell is it made for?'
With this in mind, I cocked a leg over the seat of the V-twin roadster and set oft up the
road to find out.
Although Suzuki market it as a tourer, with no fairing it's not going to suit many people
in that role. Hard luggage is available separately, and for flexibility, a tri-point
fairing is easy enough to fit for the worst of the
weather or longer journeys. However, the VX is really better described as a 'roadster', a
ubiquitous term that's sallied forth in response to the surge of popularity for 'naked'
bikes (witness the BMW R11OOR, Honda Big One, Triumph Speed Triple, etc).
While this bike is no retro, it harks back to the days when bikes looked like bikes and
when you could see the beating heart of the machine, the engine itself.
The VX is powered by an SOHC, eight-valve, 45 degree V-twin lump that produces 62hp. Which
gives the twin a top speed of 120mph. Its characterful beat lopes along at a lazy tempo
that's really quite appealing. But don't be misled. It can turn the power on as and when
you want it with a rush which
while not being in the league of race reps, is deceptively invigorating. At 80mph, the VX
gives a smooth ride. It delivers a usable combination of low down torque with power all
the way through to high revs with no discernible power band.
The VX800 engine (and the custom VS800) is actually the V5750 motor grown up -~3mm wider
bore, lighter pistons, crank altered to reduce vibration, and 36mm carbs instead of 34mm.
Which increases the power from 55hp at 7500rpm to 62hp at 6500rpm, and peak torque from
44.5ftlb at 5000rpm to 54.3ftlb at 5500rpm.
The engine is water-cooled (don't be fooled by the pseudo fins on the barrels), but the
tall radiator is tucked neatly between the front downtubes. A good point style wise as
with no fairing the radiator is often overlooked and ends up looking an ugly spare part.
Painted a tasteful gunmetal grey, the engine's more subtle than the shiny chrome of the
factory custom V-twins. And because of the in-line motor the chassis can be kept very
narrow which is a bonus for the handling. In fact the bike feels remarkably well balanced
and manageable for its 468lb weight.
Seat height isn't exactly lofty at thirty-one inches, and the low centre of gravity makes
slower handling nicely predictable. At speed the bike just burbles happily along. While on
the twisties the minimum of work gets it rolling rapidly round the bends. Although
non-adjustable, the telescopic forks give a firm ride, as do the twin shocks, which are
adjustable for pre-load only.
As the VX is shaft-driven it definitely appeals to my lazy side, and luckily ease of
maintenance is backed by a smooth transmission. The absence of any shaft reaction and a
slick five-speed gearbox which rarely catches you in the wrong gear, make for trouble-free
jaunts. Although the VX only boasts single
discs fore and aft, braking is reasonably responsive due to the large 3l0mm disc up front
and 250mm item at the rear. So it's not going to cost a fortune in pads either, a minor
bonus but one nevertheless.
The chromed headlight and brushed aluminium clocks with simple speedo and tacho are
pleasantly free from excess. The switchgear is user-friendly as you'd expect from a modern
bike, especially the huge fuel reserve dial on the left hand side panel. Some may find the
black plastic headstock cover rather
ugly, but the fluid lines of the 19-litre tank, side panels and tailpiece make up for it.
The seat is plush enough without resembling a padded armchair like some tourers and
customs, while the riding position is somewhere between tourer and sports bike. The VX is
suited to long distances. Comfortably eating up the miles without straining the engine.
But in the absence of a fairing your
neck muscles may beg to differ. I also found the 'bars a touch low for distance riding; a
set slightly higher would achieve a more comfortable sit-up touring position without
sacrificing any of the country lane nippiness.
With long bar end weights, I felt like I was gripping them too far up, which took some
getting used to. Strange also that as this bike's being presented as a stylish machine
Suzuki saw fit to stick such ugly 'slice-of-bread' mirrors on - functional they may be,
good looking they're not. Pillions may also find the short grabrail a touch cramped.
The sidestand is somewhat disconcerting, it leaves the bike standing practically upright,
which takes some trusting. Put it this way - I wouldn't like to leave it parked in a
strong wind. All the usual gubbins such as
helmet locks, toolkit beneath the seat and luggage hooks have been remembered. Although
the positioning of the hooks at the rear of the seat means that your luggage or bungees
will end up scratching the bodywork.
In the two weeks we had the VX, it was used on quite a few jaunts around the country
including Derbyshire, North Wales, Teeside and Crawley, as well as the daily 30 mile slog
through city traffic to work. It coped with every situation, and while not blowing my mind
with excitement, in hindsight it
helped make journeys enjoyable.
Come rain or shine it's a bike that gets you from A to B with the minimum of fuss. The VX
is truly something different to come out of the Japanese stables, which to my mind is a
rare occurrence in these days of standardisation.
At around five grand give or take, it's not an expensive bike, especially when you
consider the decent fuel economy (55mpg), relatively simple engine and shaft drive.
Although the VX is not one of those bikes that sets your heart on fire, it tends to sneak
in and stake a more permanent place in your
affections. It'll also give you something in common with the BMF Chairman, Steve Bergman,
too.
Motorcycle International, February 1995. Words by Karen
Tait, Photos By Garry Stuart.
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