Suzuki VX 800 Bj. 1990, Suzuki SV 650 (VT: old against new)

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Suzuki VX 800 Bj. 1990, Suzuki SV 650 (VT: old against new)

Progress is measurable

Progress: a big word. And a positive one. Progress ?? these are the blessings of technology that make life easier and more enjoyable. Like the Bluetooth interface on a cell phone, for example. You can hardly remember how it used to work without it. As? Never used? That is impossible.
Fortunately, this cannot happen with a motorcycle. The progress can be expressed arithmetically here. Twice Suzuki, two-
times V2. VX 800 from 1990, SV 650 from 2004. 43 kilograms less weight, 125 millimeters less wheelbase, nominally eleven hp more with 160 cubic centimeters less displacement. With that the matter is clear.
Or not? What do you mean, 61 HP is enough? And the excess weight? It’s cozy, and the length runs anyway.
OK. Even on two wheels, progress is not eaten as hot as it is cooked. If you don’t know anything else, if you come to terms with the old and if you don’t always want the latest or the best, performance data quickly becomes nothing. The question remains: where is the line between technical gimmicks and relevant progress?
In the case of the two Suzuki V2s, it was almost exactly at 6500 rpm. At least for everyone who likes to pull the cable properly. Then the race to catch up, which the smaller V2 started earlier around 1500 rpm, is crowned with success, i.e. it irresistibly pulls past the older sibling both in terms of power and torque? and then up and away. 78 measured to 59 PS is the clear power balance in favor of the younger ones ?? and fresher, because the VX, built in 1990, kindly provided by Andreas Kalthoff from Leinach, was in perfect condition, but had a proud 50,500 kilometers on the clock.
If you look at things this side of the 6500 mark, things look different. The lush mountain of torque of the SV engine is contrasted with a true VX mountain range, which is almost as fast as 4700 rpm
70 Newton meters peaks. At that time, the SV propellant was still crawling around at around 55 Newton meters and was ten HP behind the finely ribbed and more handsome VX engine.
The fact that this does not result in any superior torque values ​​for the old lady is due to the considerable additional weight. In this regard, progress comes to light in the form of aluminum frames and weight optimization at every corner. At least the VX remains at eye level in this discipline up to 140 km / h. And even has another advantage: For fans of the opulent V2 feeling, the deep bass and full punch of the 800 cannot be replaced by the SV-Pottern.
Regarding the chassis, the Sa-
che clearer. The SV is in every way
the better motorcycle. That hand alone-
ling the VX. The huge wheelbase of 1555 millimeters is the result, among other things, of a steering head angle that, at 59 degrees, clearly tends towards the long fork fraction. In addition, there are spring elements that no longer meet today’s standards in terms of damping, especially at the front, but also at the rear. In addition, the fork surrenders
with feathers that are way too soft
the toothless single disc system in connection with mini bumps.
A positive aspect is stable straight-line stability
to report, not even a kickback approach, good target accuracy, in which the well-known Bridgestone BT 45 of the test VX have their share. And there is something else very important on the plus side. The VX’s ability to please its driver with even less.
Once on the road, she puts her stamp on the journey. That means: Engage fifth and last gear in the somewhat gnarled gearbox and let the engine push evenly. No matter if on
the highway, the country road or in the city. Only very jittery contemporaries want faster then? and are confronted with the weaknesses mentioned. The VX can calm everyone else. Do not worry Be Happy.
So conditioned, it is even easier to come to terms with the rest of the conditions. The seating position is relaxed on the SV, as well as on the VX. At the back, the VX sits even better than the SV because the knee angle is more comfortable. Handlebar width and offset are included-
close, the mirrors are exactly identical. Progress is noticeable again only in the cockpit.
However, the signs clearly change on this point. Although the blessings of the digital age are reflected in the compact SV instruments in a variety of functions, the curse of the black bars prevails. It is
just not nice what the Suzuki people expect their customers here. Before, too
VX times, the analog world with red pointers on a white background was still okay, at least in this respect. And while we’re on the subject of “beauty”: Who sees how much love with the V2 with its slim water cooler and without any cooling hoses? the frame tubes have to serve here ?? is integrated in the double loop frame, which turns away from the unadorned SV-V2 and purely functional assembly, where you have to look for the second cylinder, with horror. In this
Is the progress then finally relative ?? relatively scary.

Conclusion

In terms of points, the matter is clear, emotionally a bit more diffuse. In
SV wins the first category, has the better engine,
the better chassis. One goes
the matter emotionally, decides the nature of the driver. While the sporty natures
Progress through technology also manifests itself in driving fun, because the SV
is more spontaneous, livelier and more agile, those with a soul can also be happy on the VX, see www.vx800.de. Relaxed gliding works at least as well on the 800 with its relaxed engine and leisurely chassis, in everyday life and comfort it has unexpected advantages.

Scoring: drive

The more modern engine of the SV wins in all respects,
is more powerful and livelier. Works in comparison
the VX drive phlegmatic. However, only at higher speeds, because it has its strengths at the bottom. The clutch and transmission are no longer completely up to date; it takes a start
the choke.

Scoring: chassis

Another victory across the board for SV. But how
said: Those who drive slower will also be happy on the VX because they are too soft
Spring elements then not
so weighty.

Scoring: Security

Again, the SV is in almost everyone
Criteria in front. The progress is most evident with the brakes. A 310 disc with double piston pliers
has to do with the weight of the VX
to fight. Exactly this
Weight and the lesser
Help engine performance
you then in the chapter “Handlebar slap / Shimmy” to Vor-
share compared to the light and stronger SV.

Scoring: everyday life

Now the hour strikes
old lady: main stand, low-maintenance cardan drive,
higher payload ?? whoever seeks progress must
find elsewhere.

Scoring: comfort

And again VX 800: If both Suzukis are still on the same level in the first row, this chapter decides on pillion comfort.

Scoring: costs / environment

ThatS progress also for
Beneficial to nostalgic people
can work, shows this
Chapter. There lies the SV
not just in terms of
Inspection costs significantly cheaper than the VX, they
also has a significantly lower impact on the environment.

Technical data: Suzuki VX 800

M engine: water-cooled two-cylinder four-stroke 45-degree V engine, one overhead, chain-driven camshaft, four valves per cylinder, fork rocker arm, wet sump lubrication, constant pressure carburetor, Ø 36 mm, multi-disc oil bath clutch, five-speed gearbox, cardan. Bore x stroke 83.0 x 74.4 mm, displacement 805 cm3, compression-
ratio 10.0: 1, nominal power 45 kW
(61 hp) at 6800 rpm, max. Torque 72 Nm at 5400 rpm. M chassis: Dop-
Steel loop frame, telescopic fork,
Ø 41 mm, front disc brake, Ø 310 mm, rear disc brake, Ø 250 mm, tires 110/80 ?? 18; 150/70 ?? 17. M dimensions and
Weights: wheelbase 1555 mm, weight
fully fueled * 238 kg, tank capacity / reserve 19/3 liters. Price: (1990) 9,950 marks

Technical data: Suzuki SV 650

M engine: water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 39 mm, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain. Bore x stroke 81.0 x 62.6 mm,
Cubic capacity 645 cm3, compression ratio 11.5: 1, rated output 53 kW (72 PS) at 9000 rpm, max. Torque 64 Nm at 7200 rpm. M chassis: bridge frame made of aluminum, telescopic fork, Ø 41 mm, double disc brake at the front, Ø 290 mm, disc brake at the rear, Ø 240 mm, tires 120/60 ZR 17; 160/60 ZR 17. M Dimensions and weights:
Wheelbase 1430 mm, weight with a full tank * 195 kg, tank capacity 17 liters. Price: 6475 euros
* MOTORCYCLE measurement

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