Street Motorcycle

Torrance, California, June 26, 2002 -- In cruisers, just as in stacks of money and the size of your house, bigger is always better. Its an unfortunate place that non-behemoth-sized cruisers inhabit, then. Theres no respect given due to their comparative performance vacuum when placed alongside such monsters as Harley V-Rods and Honda VTXs. At least, thats the way it has always been until now.
If anybody was going to surprise us with a strong-running motor, the smart money was riding on Suzuki. They already make some of the most powerful engines in any given category, and their legacy with the Intruder line of cruisers is steeped in horsepower.
Suzuki introduced their Volusia 800 a year (or was it two?) ago, and aimed it at cruiser enthusiasts who wanted classic cruiser looks without the classic cruiser heft - a seemingly unshakable side-effect of cruiser manufacturing. And, of course, it had to have untraditional performance. Technically speaking, the heart of the Volusia is an 805cc, eight-valve, liquid-cooled, 45° V-twin fed by a single 34mm carburetor. Suzuki claims to have installed a short-duration cam and, of course, the tuned dual exhaust system to help make even more power out of the relatively small motor. To keep vibes to an acceptable level, the crankshaft feature 45° offset crank pins to reduce engine vibration. And to keep things "green," a pulsed-secondary air-injection system introduces air into the exhaust ports to ignite unburned hydrocarbons and reduce emissions for bike delivered to all markets.


From the riders seat, which is a comfortable bit in its own right, the Volusias vibes are nearly perfect for a cruiser. Hands just slightly rock and butt cheeks slightly bump up and down at idle. At speed on the road, theres just that pleasant cruiser thrum that reminds a rider hes on a motorcycle, not in a cage with a coffee cup holder, stereo, GPS and glovebox. Maybe its got to do with less mass bumping around inside the cases or the way the motors fastened to the hard chassis bit, but theres a nice, connected feel there.  From the seat, just 27.6 inches from the ground, you see the fuel tank-mounted speedometer with LCD fuel gauge, clock and indicator lights. Its your usual cruiser layout with nothing fancy and no terrible eye-sores to loose sleep over. The handlebars are wide and the foot controls are out front, though not stupidly so. Again, its standard take-no-chances cruiser fare pretty much across the board.


The forks are set out at a 33° angle and the shock works through a link-type system to smooth the ride over the Volusias 65.2 inch wheelbase. Seven positions of preload adjustability are available out back, though theres no concession made for either rebound or compression adjustments at either end. The thing that so many of us like about the smaller-displacement cruisers is the way they rev, and this Suzuki will wail. Theres none of that rev-limiter cutting in seemingly right after youve released the clutch and get underway. The Volusia likes to run, and by the time you realize theres no hard limiter to bump into (the Volusia uses a soft limiter) youve already grabbed another gear and are on your way.
In fact, the motor feels quite a bit stronger than the dyno numbers suggest. Our Dynojet Model 250 measured out just 42 horsepower and 43.2 pound-feet of torque. And while were sure thats correct, the bike feels quite a bit stronger. We were expecting to see more like 50-plus horsies and torquies. How else to explain the way Calvin was able to keep up with me and Lisa on Hondas ST1300 during a recent flog on a beautiful afternoon? I know I wasnt poking along since the ST was dragging some hard parts and Lisa was a bit tense, squeezing other not-so-rigid parts. But there was Calvin right behind us the whole time. Getting off of the bikes for a cold beverage at the Backwoods Inn, Calvin was also enthused at the Volusias pace. He kept saying how well-connected the bike felt, and the rest of us have to agree. The chassis, with its cradle-type steel frame, is right up there with excellent big-bore bikes like Yamahas Warrior and Kawasakis Mean Streak. The biggest complaint with the bike is the too-soft suspension. It lets down the otherwise excellent chassis and impressive motor. Keeping what appears to be an old-school bike current, a digital ignition system with 3-D timing maps and throttle position sensor make sure the fuel/air mixture gets lit off at the correct moment. The throttle response was excellent except for when the bike was cold. It takes a long time to get the motor up to temperature so you have to be patient before really enjoying the thing. But once warmed up, power spins from the five-speed transmission (featuring a high fifth gear ratio for relaxed highway cruising, Suzuki claims) through the shaft final-drive to the rear wheel smoothly every time the throttle is opened. Suzuki claims their shaft-drive system has "low torque reaction," but I think all that means is that their shaft-drive system doesnt suck. It is, in fact, pretty well-sorted out. Just like the rest of the bike.
For the price of this Volusia, its more than just a bargain, its an absolute steal. Its quite an impressive performer and something that Suzuki should be really proud of. Its just a shame the bike will continue to go relatively unnoticed with all the current marketing hype that targets Power Cruisers.

This bike has us already preparing a few other bikes for a mid-size cruiser comparo. Were anxious to see if theres anything else out there that can rival this Volusias bang for the buck. So stay tuned, eh?
Second Opinion
Calvin Kim


The motor is smooth, but too cold blooded. Takes a looong time to warm up, even with full choke. Bars felt wide, but wasnt uncomfortable. I like the digital odometer and clock stuff. Brakes could be better, but modulated well. It has a solid transmission.
Suspension felt really soft, but that wasnt surprising. Chassis feels solid (though it should considering it is made of metal.) The only thing not to like? The rather bland styling. It gets lost in the crowd.

Specifications
Engine: 805cc, four-stroke, liquid cooled, 45° V-twin,
SOHC, 8-valves, TSCC
Bore & Stroke: 83.0 x 74.4mm
Compression Ratio: 9.4:1
Carburetor: Mikuni BDSR34
Lubrication: Wet Sump
Ignition: Digital/transistorized
Starter: Electric 
Transmission: 5-speed
Final Drive: Shaft Drive
Overall Length: 2510mm (98.8 in.)
Overall Width: 985mm (38.8 in.)
Overall Height: 1110mm (43.7 in.)
Seat Height: 700mm (27.6 in.)
Ground Clearance: 140mm (5.5 in.)
Wheelbase: 1655mm (65.2 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension:  Link-type, oil damped, 7-way 
adjustable spring preload
Front Brake: Single hydraulic disc
Rear Brake: Single drum
Fuel Tank Capacity: 17 liter (4.5 gal.)
Claimed Dry Weight: 239kg (526 lbs.)
Color: Black/Blue, Silver/Silver
MSRP: $6,599

CAN-AM/ BRP Outlander MAX 800R XT-P 800 (2010 - 2011) Description & History: Engineered to be a two-up touring ATV, the 2010 Can-Am Outlander MAX 800R XT-P emphasizes the comfort for both rider and pillion, while not making any compromise in terms of performance. Revised footrests, hand protectors, a comfy taller pillion seat with a padded backrest and handgrips, they all ensure less fatigue and more fun during longer trips. Cast aluminium wheels, a heavy-duty winch and solid bumpers add to both looks and functionality when the going gets really tough.

For solo riding or when the Can-Am Outlander MAX 800R XT-P is needed for work tasks, the convertible passenger seat can be removed in instants, allowing the installation of a cargo box or just making room for larger loads on the rear rack. Dual-range automatic transmission with selectable 2/4WD and top-notch tri-mode dynamic power steering make operating the 2010 Can-Am Outlander MAX 800R XT-P easy in pretty much any conditions, for work and play, alike.

CAN-AM/ BRP Outlander MAX 800R XT-P 800 2010 - 2011 Full Specifications:
Brand: CAN-AM/ BRP, Model: OUTLANDER 800, Type: Outlander MAX 800R XT-P 2010, Name Year: Outlander MAX 800R XT-P 800 2010 - 2011, Engine Type:  V-twin, liquid-cooled, SOHC, 8-valve (4-valve/cyl), Displacement: 799.9 cm3, Bore Xstroke: 3.6x2.4 in OR 91.4x61.0 mm, Compression: -, Horsepower: 0(0)/0 KW(hp)/RPM, Torque: -/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: 46mm Throttle Body, 2 Siemens VDO injectors, Gearbox: 2w/4w shaft driven with Visco-Lok front differential, Clutch: Automatic CVT, Primary Drive: -, Final Drive: Shaft, Frame: SST, Front Suspension: Double A-Arm, Rear Suspension: Torsional Trailing arm Independent, Front Brake: Dual 214 mm ventilated disc brakes with hydraulic twin-piston calipers, Rear Brake: Single 214 mm ventilated disc brake with hydraulic twin-piston caliper, Length: 94 in OR 2388 mm, Width: 46 in OR 1168 mm, Seat Height: 34.5 in OR 876 mm, Wellbase: 59 in OR 1499 mm, Ground Clearance: 12 in OR 305 mm, Weight: 719 lbs OR 326 kg, Fuel Capacity: 4.2 gallons OR 4.2 L, Tyres Front: 26 x 8 x 12, Tyres Rear: 26 x 10 x 12.

POLARIS Sportsman 800 EFI 760 (2010 - 2011) Description & History: The 2010 Polaris Sportsman 800 EFI spells big-bore value: a tough off-road machine which is not built on compromise, yet affordable, for both outdoor farming or ranching chores and for free-spirited trail fun. With a big towing and racking capacity, this ATV can get the toughest jobs done and will be a dependable partner when the going gets tough.

For off-road fun, the 2010 Polaris Sportsman 800 EFI offers even more: the automatic transmission makes using this ATV easy to operate, while the on-demand AWD engages 4-wheel driver whenever necessary, with no user intervention. Four hydraulic discs make sure slowing down on steep gradients is safe and thanks to the acclaimed independent rear suspension, riding on difficult trails and rough ground becomes smoother.

POLARIS Sportsman 800 EFI 760 2010 - 2011 Full Specifications:
Brand: POLARIS, Model: Sportsman, Type: Sportsman 800 EFI 2010, Name Year: Sportsman 800 EFI 760 2010 - 2011, Engine Type:  4-Stroke Twin Cylinder, Liquid-cooled, Displacement: 760 cm3, Bore Xstroke: 0.0xNaN in OR 0.0x0.0 mm, Compression: -, Horsepower: 37(50)/0 KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: Electronic Fuel injection, Gearbox: Automatic PVT H/L/N/R/P, Clutch: Automatic, Primary Drive: -, Final Drive: Shaft, On-Demand True AWD/2WD, Frame: Steel, Front Suspension: MacPherson Strut With 8.2-inch (20.8 cm) Travel, Rear Suspension: Dual A-Arm, IRS 9.5-inch (24.1 cm) Travel, Front Brake: Single Lever 4-Wheel Hydraulic Disc, Rear Brake: Hydraulic Rear Foot Brake, Length: 83 in OR 2108 mm, Width: 48 in OR 1219 mm, Seat Height: 33.8 in OR 859 mm, Wellbase: 50.8 in OR 1290 mm, Ground Clearance: 11.3 in OR 287 mm, Weight: 741 lbs OR 336 kg, Fuel Capacity: 4.2 gallons OR 4.2 L, Tyres Front: 25 x 8-12;489, Tyres Rear: 25 x 11-12;489.