HOME   CONTACT   CONVERTER   VIDEO   TECHNICAL 

 

Classic Bikes

Custom Bikes

Racing Bikes

 

AC Schnitzer

AJP

AJS

Alfer

Aprilia

Ariel

Arlen Ness

ATK

Bajaj

Bakker

Barigo

Benelli

Beta

Big Bear

BigDog

Bimota

BMS Choppers

BMW

Borile

Boss Hoss

Boxer

Brammo

Britten

BRP Can-am

BSA

Buell

Bultaco

Cagiva

Campagna

CCM

Confederate

CR&S

Daelim

Deus

Derbi

DP Customs

Drysdale

Ducati

Dunstall

Exile Cycles

Factory Bike

Fischer

Foggy Petronas

GASGAS

Ghezzi Brain

Gilera

Harris

Harley Davidson

HDT

Hesketh

Highland

Honda

HPN

Horex

Husqvarna

Husaberg

Hyosung

Indian

Italjet

Jawa

Kawasaki

KTM

Kymco

Laverda

Lazareth

Lehman Trikes

LIFAN

Magni

Maico

Matchless

Matt Hotch

Megelli

Midual

Mission

Mondial

Moto Guzzi

Moto Morini

MotoCzysz

Motus

Mr Martini

MTT

Münch

MV Agusta

MZ

NCR

Norton

Oberdan Bezzi

OCC

Paul Jr. Designs

Piaggio

Radical Ducati

Richman

Ridley

Roehr

Roland Sands

Royal Enfield

Rucker

Sachs

Saxon

Sherco

Suzuki

Titan

TM Racing

Triumph

Ural
Velocette

Victory

Viper

Vincent

Vilner

VOR

Voxen

Vyrus

Wakan / Avinton

Walz

Wrenchmonkees

Wunderlich

Yamaha

Zero

   

Suzuki VZ 800 Marauder

 

 

 

 

Make Model

Suzuki VZ 800 Marauder

Year

1997

Engine

Liquid cooled, four stroke, 45°V-Twin, SOHC, 4 valves per cylinder.

Capacity

805
Bore x Stroke 83 x 74.4 mm
Compression Ratio

10.0:1

Induction

Mikuni BDS36

Ignition  /  Starting

Digital transistorized  /  electric

Max Power

50 hp 36.4 kW @ 6500 rpm

Max Torque

65 Nm @ 5000 rpm

Transmission  /  Drive

5 Speed  /  chain

Front Suspension

Inverted telescopic, coil spring, oil-damped

Rear Suspension

Swingarm, oil-damped, 5-way adjustable spring preload

Front Brakes

Single 310mm discs  2 piston caliper

Rear Brakes

Single drum

Front Tyre

130/90-16

Rear Tyre

150/90-15

Dry-Weight

207 kg

Fuel Capacity 

19 Litres

Consumption  average

38 mpg

Standing ¼ Mile  

14.1 sec /  92 mp/h

Top Speed

102 mp/h

WHILE THE OTHER JAPANESE GIANTS ARE BUSY courting fortysomething re-entry riders with mega-buck jumbo cruisers, Suzuki has taken a decidedly different route. With its corporate eye on America's youth, the Hamamatsu factory has unleashed its new-for-'97 Marauder 800.

"We're looking at the young guys who really want to get into motorcycling," says Suzuki's Mel Harris. "They can't put out all that money to buy a big Harley lookalike, but the Marauder fits into their price range."

At $5999, the Marauder is a full two grand cheaper than Kawasaki's Vulcan 800 Classic and $500 less than Suzuki's own Intruder 800. Heck, Honda's bare-bones VLX 600 is just $300 cheaper.

Cycle World got a chance to sample the Marauder's in-town capabilities at Suzuki's recent press introduction in Santa Fe, New Mexico. Then, for the real-world view, we rode it the 1000 miles back to California.

This is Suzuki's first new cruiser since the introduction of 1987's Intruder 1400. What took the company so long? Simple. The Intruder 800 and 1400 (which are still available) make up 26 percent of Suzuki's streetbike sales, so why mess with success? Since 1986, the handsome Intruders have set themselves apart from other Japanese cruisers by virtue of their unique styling. Instead of being wrapped in nostalgic Harley guise, they hit the boulevard with their own brand of chopper-chic. Carrying on the tradition, the Marauder has sort of a low-rider/dragbike look.

"You hear people complain about Harley lookalikes," says Harris. "We don't want to be the copycat brand. We're trying to do something different here."

Well, Suzuki almost pulled it off. The Marauder steers clear of the current trend toward nostalgic glances into the past, but there are definitely derivative touches here and there-Honda's Magna V-Four and Harley-Davidson's 1200 Sportster Custom come to mind.

Whether it's totally fresh or not, Suzuki's new cruiser blends class and kitsch. First the neat stuff: slick-looking inverted fork, cast-aluminum wheels and rich, lustrous, two-tone paint. Now the campy items: chromed-plastic sidepanels, plastic fenders and chrome-sheathed shocks. Up close, the Marauder has more strange shapes, converging moderate pace. The 130-series, 16-inch front tire feels planted and the chassis tracks stable and true until pushed through fast, bumpy corners, where the Marauder starts wallowing, hinting that it is indeed a cruiser, not a repli-racer.

Suspension action is particularly good for a bike of this genre. Both ends lack the damping quality of more expensive setups, but deliver a respectable ride nonetheless. The 41mm Kayaba fork-made specifically for the Marauder-dives minimally when the powerful dual-piston caliper grips the single 11.7-inch disc. Combined with great feel from the rear drum, this cruiser sheds speed well.

While the Marauder chassis is new, its motor, lifted from the Intruder 800, is familiar. In the makeover, it got a restyling and now comes fitted with chain drive rather than shaft. The finned cylinders are done in basic black, while almost everything else is chromed. The 805cc, liquid-cooled, 45-degree V-Twin still has single overhead cams that open four valves in each cylinder.

Going from the Intruder's shaft to chain drive, Suzuki made the Marauder's crankcases smaller and lighter since they no longer house a set of secondary gears to drive the shaft.

The V-Twin's transmission has five well-spaced cogs that engage with a short throw at the lever. For more relaxed cruising, the overall gear ratio is fractionally taller than the Intruder's, lowering engine rpm. To smooth downshifts, the cable-operated clutch has a back-torque limiter built into its hub. Suzuki claims this reduces torque by up to 30 percent, virtually eliminating rear-wheel chirp during downshifts-even under heavy-handed testers.

The Marauder's starter motor is more compact than that of the Intruder, and it's cranked by a smaller 10-amp, maintenance-free battery located under the seat. The V-Twin warms quickly after a tug on the choke knob, located above the front cylinder. The 800 zips away quickly enough-posting a 0-60-mph time of 5.27 seconds-but the motor's flow of power is interrupted by a pronounced flat spot in the car-buretion at around 2500 rpm. Once done hiccuping, the Marauder's motor still feels a bit soft for an 805cc Twin, especially one taken from the spunky Intruder.

While the motor sings a whisper-quiet tune, its offset crankpin design lets a small amount of vibration seep through the handlebar, seat and pegs, reminding the rider he's astride a V-Twin.

Dubbed a "Street Dragracer" by Suzuki's ambitious marketeers, the Marauder belies this moniker by posting a quarter-mile time of 14.16 seconds at 91.28 mph, down almost a full second and 6 mph from the Intruder. Top speed is 102 mph, well off the old bike's 107-mph reading.

The CW dynamometer confirmed that the Marauder is a drag racer more in brochure-speak than in performance. It pumped out just 41.6 horsepower and 44.2 foot-pounds of torque at 5500 and 4500 rpm, respectively-down 10 ponies and 6 pounds of stump-pulling force from the Intruder. Suzuki says the motor was retuned to make more torque at lower engine speeds, which it does. But what about good of American-style horsepower? We think the Intruder's punch vanished in two ways, both stylistically mandated: First, its not-so-direct dual exhausts have "the look," but weren't bent with performance in mind; second, the dual airboxes lost nearly 10 percent of their total volume when stuffed between the new fuel tank and frame.

This trend of power-robbing cosmetic considerations is disturbing. As is the case with the detuned Honda ACE, Kawasaki Vulcan 1500 Classic and Yamaha Royal Star, we think the Marauder would be a much better ride with its host model's extra punch.

Until a bigger, badder Marauder-maybe a 1400—is thrust upon the market, though, we'll make do with the perfectly capable, temptingly priced 800. U

Source Cycle World 1997

 

 

 

NOTE: Any correction or more information on these motorcycles will kindly be appreciated, Some country's motorcycle specifications can be different to motorcyclespecs.co.za. Confirm with your motorcycle dealer before ordering any parts or spares. Any objections to articles or photos placed on motorcyclespecs.co.za will be removed upon request.  

 Privacy Policy       Contact Me      Links