Faults:

Carburetor needle valves and floats tend to stick or wear out. This allows fuel to flow directly into the cylinder (causing hydrolock), which can bend the connecting rods if you try to start the bike.

Ground connections are often inefficient or prone to sulfation, causing problems with the regulator/rectifier, battery discharge, and erratic running issues.

The timing chain wore out, and I replaced it at 30,000 km.

The system features very soft stock springs, resulting in slippage and accelerated wear of the clutch discs.

General Comments:

The VX800 is a standard, all-around motorcycle that is very easy to use and maintain.

Its V-twin engine, for instance, was a direct evolution of the powerplant used in the popular Intruder 750, ensuring proven reliability and familiar mechanical characteristics. The choice of shaft drive (uncommon for motorcycles of this displacement outside the cruiser or touring segments) underscored the VX800’s focus on low maintenance and durability, qualities highly valued by its target audience.

At the heart of the Suzuki VX800 was a liquid-cooled, 805cc, 45-degree V-twin engine featuring a single overhead camshaft (SOHC) and four valves per cylinder. Derived from the Intruder 750 engine, this powerplant benefited from an increased bore to reach 805cc, resulting in an output of 63 hp (47 kW) at 7,500 rpm and peak torque of 73 Nm at 6,500 rpm. Fueling was handled by twin 36mm Mikuni carburetors, ensuring smooth throttle response and linear power delivery, ideal for relaxed, predictable riding. Its V-twin character provided a pleasing exhaust note and strong pull from low revs.

Power is delivered via a five-speed gearbox, with a final drive ratio designed to strike a balance between acceleration and cruising speed. A key feature of the VX800 is its shaft drive, which eliminates the need for chain maintenance and contributes to the bike's overall sense of smoothness and robustness. Although this system added some unsprung weight, it clearly prioritized reliability and convenience for the everyday rider who prefers not to worry about lubricating and tensioning the chain every few kilometers.

The VX800 features a round-tube steel double-cradle frame, a classic, effective design that provides good torsional rigidity. With a wheelbase of 1,560 mm, the bike is notably long; this enhances straight-line stability but slightly compromises agility on very twisty roads. Up front, suspension duties are handled by a conventional 41 mm telescopic fork, while the rear utilizes twin shock absorbers( adjustable for preload and rebound) to absorb road irregularities.

While the suspension is comfortable, it can feel somewhat soft for aggressive, sporty riding, which is to be expected given the bike's intended purpose.

It is equipped with a 310 mm single front disc with a two-piston caliper and a 250 mm rear disc. This setup offers sufficient stopping power for the bike's performance, though without being particularly remarkable.

It was a motorcycle that felt “big” and stable, although its dry weight of 213 kg( 240 kg in running order) and somewhat soft suspension limited its sporty aspirations.

Nevertheless, for its target audience, the VX800 more than met the brief: a sensible, durable, and enjoyable-to-ride bike that offered a rational alternative in a constantly evolving market.