SACHS 800 (2000 - 2004) Review

standard is too soft for me. I think they really cheaped out on the rear shocks, but easy to swap for better ones. No racer. This is for chilled out rides only.

Nice, punchy and smooth. Takes getting used to lower revs if coming off a cbr600

Nothing has broken. Pretty simple and well put together

A bit thirsty at 40mpg, saves money on chain and sprockets I guess. Annoying getting it clean again after riding in the rain.

Pretty basic. Seat is gigantic, as are the front brakes. It just looks great. No pipes and wires on display like so many other modern naked bikes. Wish it had luggage hooks.

All day riding was great, had loads of room to side back and forth on the saddle. Low seat makes the footpegs feel high if you're over 6ft, but the long reach to the bars is less of an issue. For context, these scores are for road use, not for trackday wannabe; Brakes- 5/5 a pair of huge 320mm discs and a huge 16mm brake master Forks- 4/5 easily improved with stiffer springs, but non-adjustable Shock- 3/5 standard ones are too soft, but easy to change

It's a cruiser, so the torque is great and not worth redlining it. The engine will outlive us all and has a long history in other models. Suzuki learned from Honda/Yamaha/Kawasaki, was the last of the big Japanese manufacturers to make a metric cruiser to rival Harley's 883 and made the cleanest looking engine by far in the VS750/800 guise.

Great combo of tried and tested Japanese engine, Italian handling and German engineering. Very solid frame. Stock rear shocks are junk IMO. The front fairing internal pegs snap off easily, but doesn't make a difference. "www.sachs-biker.de" has been amazing for keeping her on the road.

Easy to work on it at home. Just tell the garage it's mostly Suzuki intruder engine and Ducati Monster Forks they'll calm down. Everything is old school, but it works and you don't need dealership diagnostic tools. Shaft drive is a bonus

No fuel gauge, No ABS, No traction control, No ride-by-wire, No fuel injection, no screen, no hazard light button and voltage or temperature gauge (just a warning light). These used to be negatives, but it seems some riders are starting to appreciated simplicity after a stint with the gadgets on modern "dad bikes".The Sachs is pretty basic, but cheap and easy to add farkles and customise it inot a cafe/retro/roadster or tourer; *Under seat storage is enough for emergency waterproofs and small tool kit only. *Carry a cargo net and make good use of the massive bench seat behind you. *6 bolt fuel cap allow triumph Daytona 675 (and others) tank bags to be mounted *get heated grips and a screen and suddenly long distance trips are a doddle *17 inch wheels (tyres same size as sv650) mean you have the best choice of tyres possible

A real jack-of-all-trades. The almost upright seating is very kind of the wrists in stop-start city traffic and just enough lean forward for 70mph to feel neutral against the wind. The front brake is incredibly strong and rear drum brake is very forgiving. This isn't a knee down bike, so bit unfair to judge against it. Choke lever is a bit fragile.

How can 58bhp be a 5 star engine? It is what it is. Suzuki made this originally to compete with the Harley sportster and she wiped the floor with it. Over time SV650 took their middleweight vtwin place. Still has lots of character, with low an mid-range pull being very satisfying. It will rev to 8k and it does have a 4v per cylinder, but not as fun as riding the torque between 3k-6k rpm.

Rear shocks chrome is thin and corrodes quickly. Everything else is solid. Look after chromed plastic clocks or you'll get a spotty finish. Suzuki powerplant is a bit of a tractor, but smooth enough and will last forever.

She gets mpg in the high 30s, so a bit thirsty, but similar to the vx800/vs800 engine she came from. If the parts are for the suzuki powerplant, it's cheap. If you damage a fairing or fuel tank, or speedo, good luck finding the bits. Shaft drive is a lot less headache than a chain. Insurance is low and exclusivity is high.

Only what you can strap onto it really. I've added heated grips, quad lock and cargo net over the pillion seat.

Twin discs are massive and 1 finger braking. Long flat saddle was great even after 3 hrs of city traffic. Motorways need a screen and engine is geared for legal speeds.

It's slow compared to an SV650, but she's much prettier and no weight on the wrists. Pulls great out of corners and really suited to cities, A roads and B roads. Enjoyment drops over 80mph and hitting a ton is much more of an event, much like the ton-up boys in Ace Cafe's heyday.

Suzuki Intruder engine and shaft drive are immortal. No problems at all

Great access all over the bike for home servicing. Averages 40mpg. About 120 miles before the reserve light comes on.

Luggage rack and main/center stand are hard to find. Plastic fuel tank limits tank bag choice. 17 inch wheels mean loads of tyre choice available. MPH Numbers are very small on the speedo, so I fitted a GPS bicycle computer to supplement it. Heated grips are never a bad I dea.

Great allrounder. More tourer than sports tourer. Best within speed limits. Lovely pull out of corners. Lots of lean (if you ever need it). Wide bars and upright seating make town riding easy. Long reach to wide bars, very comfy seat. Mid footrests a bit high, but not uncomfy. Plenty of room for pillion. Amazing feel and power from the front brakes.

Sounds great once Pair Valve removed. Geared for speed limits, so above that gets buzzy but not annoying. Easy to service at home without bespoke tools. Choke lever feels fragile

Quite good. Getting on 20yrs old now, so the odd flasher/starter relay, side stand switch and radiator cap. Nothing major.

Always gets about 40mpg. Speedo under reads by 2-3mph, even odometer (in KM) under reads by about 5 miles per 100. Shaft drive saves a lot of money compared to chains.

Simple or basic depending on your perspective. Seat an ergonomics are great for long sunday rides. The rare givi side pannier kit is invaluable, as is main stand, so shame not standard. Get a screen and heated grips and go anywhere. Underseat isn't a sealed box, so tools need their own little bag incase they fall past the carb's plumbing. No luggage hooks, but at least soft luggage won't burn on the low exhaust. No ABS, traction control or rider modes (God forbid you can't handle 58hp)

Non-adjustable front forks are never going to achieve 5 out of 5, and you will be disappointed if you ride public roads like a trackday. However it does tip into corners and brake really well. Comfort wise, low seat, high pegs and long reach suggest the bike is made for an orangutan, but in practice it makes sense for city and country roads.

Fast, Cheap, Reliable: They say you can only pick 2. This is really reliable, full stop. Velocity is relative, so I'll just say it has 58hp and can do a touch more than 100mph. No screamer, the low and midrange is meaty. Sounds much better if you blank off the PAIR exhaust system (which is also the reason the exhaust gets hotter that you'd expect)

Made in Germany, so impeccable when new. Chrome holds out well, just light furring of fork lowers and spoke nipples after being left outside for years, so really good. This has traditional CV carbs, so take usual measures when leaving unridden for months. Common problem of slipping clutch is an easy fix with GSX1000 clutch springs. Otherwise totally reliable, just don't ignore oil level or changes.

The Suzuki based vs800 engine still have plentiful spares today. www.sachs-biker.de is handy for other bits. Sachs may be out of business, but many of their suppliers aren't. I purchased a Aprilia RS125 for the radiator cap, Reiju 50 for the indicator flasher relay and replaced the brake calipers with Brembo items (40mm) because the marzocchi forks are identical to some 90s Ducatis. Look after the fairings and tank, as they are unobtainable or you'll be scanning ebay and German sites for months piecing together a full set.

The optional (hen's teeth) Givi luggage system is cavernous. 17" wheels means lots of tyre choice, even if you want to throw TKC80 on there and turn it into a scrambler. The seat frankly excellent, with loads of room to move and deep padding. I'd consider adjusting handlebar to bring it closer or lower. The exhaust looks great as standard and is so robust it acts like a frame slider if you ever drop it (only the very end tip will be scratched). I've changed the headlight for a clear lens version.

Twin 320mm front discs are at home on a superbike but very easy to modulate. Large rear drum brake is more than adequate and suits the retro style. The ride is nimble armchair rather than featherweight scalpel. If you're trying to bounce off the redine and get a knee down you've missed the point. Front suspension is not adjustable, but these 40mm marzocchi forks were standard fit for 90s Ducati 900s.

This is not an SV650! The suzuki sourced 805cc lump from VS800 intruder is decades old and over 100k has been reported for other models. As a roadster, or cruiser it works well. Braaapping the low rev torque is great feeling and the noise through tunnels or built up areas is great. As a squid or sports tourer, look elsewhere. It will do 100mph (ish) but anything over 90mph isn't treating it with mechanical sympathy.

No news is good news. Like all bikes, don't leave it outside to weather. Stainless spokes, exhaust and thick paint serve their purpose. The rear chromed shocks are the only rust weakness, but most of these will need replacing by now anyway. These big v twins appreciate a strong battery. All the servicing items can be found cheaply because of the suzuki sourced power plant. Many have fitted taller GSX1100 clutch springs since the 70Nm torque will eventually makes the clutch slip early into its life. The suzuki intruder based engine originally produced 55Nm.

Obviously depends how much you ride, but if you ride the typical 3k miles a year for UK riders, you'll do an annual fluid & filter change and a 3 yearly tyre change. Shaft drive is a doddle compared to chains, with easy access for oil changes, clutch and even valve clearance checks (screw and locknut, no shims). Air filters are a pain to refit and the carbs (unique settings to this model) and their sync are equally frustrating. All doable for the home mechanic. Great owners club resource at http://www.sachs-biker.de/

Overall, the ability to own a classic looking bike with modern decent brakes/suspension/tyres and without replying on hoards of aging bespoke engineers is the main feature. The saddle is a couch. I wish I'd got a main stand. I managed to get the rare full Sachs pannier set, but they're just modified Givi E360n cases. Most sport touring rubber with outperform the bike's capabilities and Avon RoadRiders have been great. Also fitted heidenau k73 supermoto tyres for that slight scrambler look