Motorcycle Rider - Jan/Feb '95

SUZUKI VX800 - THE NAKED TRUTH

Trevor Jones cocks a leg over the chairman’s pride and joy.

After years of thrashing up and down the country on a 650 Katana, Steve came to what at first sight may seem to be a curious decision.

The VX 800 is a roadster with 803 cc, single overhead cam, 45 vee twin engine. Moreover it is naked; it has no fairing, not even the vestige of a flyscreen, but more of that later.

The bike looks modern, and is extremely well finished with a no-nonsense brushed aluminium instrument panel and white faced speedo and tacho. It looked superb in its deep metallic red livery, fairly aggressive and very slim. It is liquid cooled but at a casual glance you would never suspect it.

A tall, thin radiator hides behind the twin downpipes that hug the frame tubes. I am told this makes them a pain to keep clean. Suggestions of finning on the massive cylinder barrels are purely cosmetic. This brings us to the engine, which dominates both the looks and performance of the beast.

As the manufacturers of God's own motorcycle will tell you, 45 vee twins blow every other configuration into the weeds when it comes to making a bike look how bikes ought to look. This is especially so if you then surround the cylinders with a waterjacket which makes them look even bigger.

This is the sort of engine that generally ends up in a 'factory custom'(self contradictory phrase) Harley clone, and indeed Suzuki produce the VS 800 with this engine which is just that. It was perhaps quite brave of them to put it in frame with a passing resemblance to the latest naked Triumphs. It is a shame that having done so they haven't pushed the bike more vigorously because with one or two reservations I think this is a real winner.

The first job was to take some pictures and this involved manoeuvring the bike on and off the centre stand. It is nice that it has one, unlike a number of recent models. Centre stands make life so much easier; manufacturers please note! The centre stand on this bike has the pivot well forward of the centre of gravity which makes for stability. This would mean that you would need to be a close relative of Hercules if it wasn't for the fact that Suzuki have cunningly added a long curved lever that you push against with your left foot. This technique caused me no trouble, but at 213 kg (468 lbs) the bike is no lightweight so people less strong may not find it so easy.

The bike does also have a side stand and is provided with idiot-proofing in the form of a relay which cuts the engine if you try to put the bike into gear with the stand down. Much better than Kawasaki's gremlin infested system. Once on the centre stand the bike is certainly stable, but the side stand is another matter and I would recommend leaving the thing in gear to stop it rolling forward and falling over.

Sitting astride the machine my first thought was "Can this really be an 800cc motorcycle?" It felt more like a 250 or a 400. It is very slim and the centre of gravity is so low that it feels light despite the enormous engine and the best part is that both my feet were flat on the floor.

Since I am five foot seven with short legs that is a real bonus. The seat height is only 31 inches and the suspension gives an extra inch or two. Take note all those who, Like me, are ‘vertically challenged'. Manoeuvrability, when parking is therefore dead simple. The bike has an electric fuel pump and the fuel should be turned on only when the bike is about to be ridden. Luckily the fuel tap is enormous and just under the seat on the left hand side. Turning to reserve is easy which is just as well because the bike just cuts out with no warning at all.

Starting the engine from cold on choke there were a number of undignified farts and pops but after about 30 seconds the choke, which is conveniently on the handlebars, can be released and the engine settles down into lovely deep but subdued uneven thump.

So I pulled in the featherlight clutch, selected first gear with just the hint of a jolt and took off into the Northamptonshire countryside. The gearbox has a very short and positive action and is a joy to use. This is rather ironic really because once under way, most of the time you just don't need it. It means that the riding technique is largely a case of put it in top gear and leave it there. At least two of the five gears are completely unnecessary. The bike will pull away in second or even third.

It is quite happy to burble along in top gear at thirty miles an hour with about 2,500rpm on the tacho. As soon as you can go you just open the throttle. The bike surges forward with a rush of power like someone just opened a floodgate. The soft burble then becomes a muted roar which is lost in the wind noise at about fifty. The best bit is that there is no discernible power band.

From 2,500rpm through to the red line at 8,OOOrpm the engine pulls like a train all the way. Roll on acceleration from 30 to 110 wasn't measured but it was extremely rapid. It's not as if you get there quicker by using that wonderful gearbox either; believe me, I tried. It goes without saying that this machine encourages a riding style rather different from the average Japanese bike.

Because it is pointless to change gear all the time you can concentrate on the best line through the bends, the other traffic, the scenery and anything else you feel like. The chassis geometry is a little curious; with a castor angle of 59 and a long 1,555 mm wheelbase I expected the bike to be very stable in a straight line but to sit up and understeer on corners. Not a bit of it. It may have something to do with the tyre configuration of 18" front and 17" rear. but at low speeds this bike is very lively and oversteers, and at respectable road speeds the handling is a joy; it goes where you point it and you can just think it round corners. Shutting the throttle in mid-bend doesn't phase it a bit. Shaft reaction? If you ride one of these shafties you will have to ask a BMW owner to explain the term to you.

The OE Metzeler tyres felt sure footed at all angles of lean and I had no complaints. Steve says they react to cats eyes and don't feel so good in the wet, but these things are sometimes subjective and I had no opportunity to evaluate wet weather performance. In general then the handling of this bike is very good on the scale that puts the GSXR 750 at s*** hot.

Initially I had my doubts about the single front disc brake even if it is a pretty massive affair. I needn't have worried; it is good enough to pull stoppies, but is progressive with plenty of feel. A nice touch is the reach adjustment on the lever; pity they didn't do the same on the clutch lever! The rear disc is adequate without being exceptional. Together they match well for safe and controlled braking, although the front can start to fade a little with repeated stops from high speed. Probably not something you would notice if you ride in the style the character of this bike encourages. After a few miles down some of my favourite local twisty bits I really started to enjoy myself.

The front suspension is unadjustable but firm. The rear suspension is adjustable for pre-load and damping and is also on the firm side. This helps the bike to stick to the road like a Klingon but does give quite a supple ride, unlike the seat which is large enough for both rider and pillion but after a couple of hours is as comfortable as a plank.

The bike is not prone to engine vibes at any speed and the big well positioned mirrors give an excellent clear view at all times. If the seat was my first major grumble the only other one was that at any speed over eighty the rather 'sit-up' riding position combined with the lack of any wind protection puts a severe strain on the chest and arms. I feel that the looks of the bike might be spoilt by a large screen or fairing but perhaps a small fly screen would deflect the worst of the blast over the riders head. The other cure of course is just to slow down!

The bike is at its best rolling along in top gear on twisty up and down country roads. This both enjoyable and relaxing, and the bike covers the ground deceptively rapidly. I was surprised how quickly I returned from Milton Keynes to Northampton, considering that I was only concerned with enjoying the ride and not trying to arrive rapidly.

This is definitely a bike that encourages you to just switch into cruising mode, forget any deadlines and just start to have fun. All too soon you find you've arrived. So apart from BMF directors who like to go scratching when not trying to cover hundreds of miles in a weekend complete with wife and camping gear, who would own a bike like this?

Well any one who wants a bike that looks good, is going to be easy to maintain, is fun to ride and economical (about 50mpg). Anyone who is considering buying a BMW should definitely test ride one of these; it does everything the Beemer does only it does it better and it costs less (a lot less). So now we come to the $64,000 (or in this case, about £5,000) question.

Assuming I had the cash (which I haven't) would I buy one? The answer is a definite maybe. I love the idea and I like the bike but I would really need to try some others in the same price range, especially the Ducati M600 mini version of the delicious looking Monster 900. This is another longitudinal vee twin for around the same price.

Anyone out there want me to test one for them?