Suzuki Boulevard M109R
Brief review of Suzuki Boulevard M109R
The Suzuki Boulevard M109R motorcycle is a bright representative of the power cruiser class. In the markets of different countries, it is sold under different names - Suzuki Boulevard M109R, Intruder M1800R and VZR 1800. It also has much in common with the Boulevard C109R model, which differs from it mainly in body kit, braking system and engine settings.
The Boulevard M109R can be described as a heavy and extremely powerful motorcycle. With an impressive wheelbase, it holds the road well, but less experienced riders may have some difficulty maneuvering at low speeds. However, the Boulevard M109R is not intended for beginners, but for experienced motorcyclists who can handle it. This model also has a setting that allows you to limit engine power for a safer ride.
During production, the motorcycle did not undergo any noticeable upgrades, with the exception of the release of the Suzuki Boulevard M109R2 (Intruder M1800R2) modification, which featured a slightly modified appearance. There is also a blackened version (BOSS), devoid of chrome.
Similar motorcycles:
- Honda VTX 1800
- Honda F6C Valkyrie
- Honda NRX 1800 Valkyrie Rune
- Yamaha XV 1900 Raider
Technical characteristics of Suzuki Boulevard M109R
- Years of production: since 2006
- Class: cruiser
- Frame: steel
- Engine: 4-stroke, 2-cylinder, V-shaped
- Engine capacity, cubic meters see: 1783
- Cooling: liquid
- Valves per cylinder: 4
- Fuel supply: injector
- Power: 125 hp at 6200 rpm
- Torque: 160 Nm at 3200 rpm
- Maximum speed, km/h: 225
- Acceleration from 0 to 100 km/h: ~3.9 seconds
- Transmission: 5-speed
- Wheel drive: cardan
- Front tire: 130/70-18
- Rear tire: 240/40-18
- Front brakes: 2 discs 310 mm, 4-piston calipers
- Rear brakes: 1 disc 275 mm, 2-piston caliper
- Front suspension: inverted fork
- Rear suspension: monoshock absorber with pretension adjustment
- Gas tank volume, liters: 19.5
- Fuel consumption at 110 km/h, liters: ~6.6
- Curb weight, kg: ~347
Pros and benefits of Suzuki Boulevard M109R
- High power
- Confident traction even from low revs
- Excellent dynamics
- Good directional stability
- Good light from standard headlight
- Efficient brakes
- Capacious gas tank
Pros and cons of the Suzuki Boulevard M109R
- Heavy weight
- High fuel consumption
- When dropped on its side, many plastic parts suffer.
- The clutch is not reliable and has a long service life
- Weak front fork
Vladislav Sofonov (Vortex). Height: 180 cm, weight: 75 kg. Driving experience: 7 years. Rides a Kawasaki ER-5 Twister.
“And in the “heavenly office” they promised the sun,” I mentally complained, taking three “monsters” in red, yellow and white “skin” for the test. The night fog has only recently subsided - this is evidenced by the wet asphalt, and the temperature is just above 10 degrees Celsius... Not the best conditions for testing almost two-liter motorcycles, in which the rear wheel easily slips off the gas. But the very opportunity to ride such equipment warms the soul. Well, let's go!
Alexander Poberezkin (WOMBAT). Height: 173 cm, weight: 68 kg. Driving experience: 10 years. Rides a Kawasaki Vulcan 1500.
They say that in a Scandinavian country there lived a king. One day he felt the urge to get married (probably he was not a very smart king). And he organized a brides competition. Three young maidens reached the “finals”: the first was an expert in cooking, the second in sewing, and the third was the best singer in the entire kingdom. Which one do you think he chose? That's right: the one with bigger breasts.
I can't rate motorcycles in terms of technical excellence. I don't care about the number of camshafts or the cylinder angle. The type of valve drive is completely indifferent and the phrase “wheelbase increased by 30 mm” seems completely stupid. Much more important is beauty, reliability, the ability to ride with a passenger, and most importantly, whether the bike corresponds to what it is intended for. Thanks to our favorite magazine and Odessa, they gave us horses not just to ride, but to give us a really high-quality test drive. We took them in the morning and returned them after the salon closed, winding kilometers along the clogged and broken city streets, driving along the highway and drag racing on the runway of the old airport.
Well, I’ll say right away about reliability – they didn’t test China. During the entire testing period, nothing broke or fell off in any of the motorcycles; everything worked, started and did not leak. Nothing stalled or required adjustments.
HONDA VTX1800
Vlad Sofonov.
The Honda VTX 1800F is difficult to pick out from the crowd of its own kind. It does not shine with either an aggressive design or a powerful engine - almost nothing. But at the same time, from the very moment of meeting it declares itself as a balanced motorcycle, which cannot be particularly praised, but there is also nothing to scold for. The only thing I didn’t like about it was absolutely no wind protection. But this is the fate of almost all motorcycles made in the classic style. For him, the comfortable speed limit is reached too quickly. It’s difficult to drive more than 100 km/h - the pressure of the wind begins to put a lot of pressure on the helmet; at 120, a large load also falls on the chest and arms, which hold this chest in a vertical position. I tried bending down - it didn't help. Therefore, the only way to increase the speed comfortable for long trips is to install a windshield.
As for the rest... The Power Commander installed on our test unit did not allow us to fully enjoy the elasticity of the motor. It was felt that if the American “skillful hands” had not gotten to it, the response and torque at low and medium speeds could have been better. True, the engine pulled well from idle (of course, with such a volume!), picking up speed very smoothly, and maneuvering at slow speeds could be done without bleeding the clutch. The VTX 1800F does not have annoying vibrations either - two balancer shafts do an excellent job. There were no complaints about the landing, with the exception of the tuning air intake on the starboard side, which sticks out a little and interferes with the leg. However, it is not included in the standard configuration. We quickly found something for which the motorcycle could really be praised. The highlight of the VTX 1800F is the integrated braking system, in which the lever on the right foot actuates not only the rear caliper, but also the two middle pistons of the front 3-piston calipers. And although the front calipers are not radial, there is no lack of power at all - there is always enough of it. The situation is also good with information content. I was never able to apply the rear brake and suddenly start skidding the rear wheel. Everything is so clear and predictable that you get a strange feeling that there must be a catch hidden somewhere. However, it was never possible to find it, because Honda knows how to not only make motorcycles well, but also hide their shortcomings well.
Alexander Poberezkin.
“Heaviness is good. Heaviness is reliable. Even if it doesn’t shoot, you can always hit someone like that on the head.” Boris Razor (film “Big Kush”).
I decided to start with him. The appearance is more than ordinary, without any newfangled things, but a lot of chrome. Classic V-Twin. On this one you immediately want to add panniers, headlights, music, change the steering wheel... well, I got carried away... In short, the potential is great. And it doesn’t become a question of where to “attach” all this – there’s plenty of space. For the passenger too - well, let’s put a more glamorous blonde there! Let's get going. I was immediately warned: be careful, the device is loaded: Power Commander, zero filter, Cobra edition. I don’t know what the tuning masters were trying to achieve with this, but they achieved one thing - they negated all the advantages of the cubic capacity. At revolutions of less than three thousand, the motorcycle clearly did not pull. In the city I had to constantly change gears - an absolutely unworthy task for the owner of any bike of this size. Beyond the three thousand mark, the engine came to life, and, as acceleration tests showed, it coped with the task very well. After about 5 minutes, his hands started to hurt - either the previous owner was King Kong, or he simply couldn’t find handlebars of a smaller diameter... In short, he shouldn’t have installed them... Otherwise, the motorcycle didn’t bother me - it behaved well at low speeds, it was moderately maneuverable between cars (well, as far as a device of this size can maneuver), and the brakes also did not cause any complaints. Yep, here we are on the track. Well, everything is in order now! True, the complete lack of wind protection nullified my attempts to accelerate to more than 160 km/h. Up to this speed, Honda held the road just like “Hurray!” In addition, the weight of the motorcycle clearly prevented the unevenness of the asphalt from expressing itself fully. Honor and praise to the chassis designers! Twenty kilometers flew by almost unnoticed. It's time to rest. Naturally, they didn’t let us drink coffee in peace - the horses were too good. On takeoff, an interesting feature was revealed - although the engine was a little less up to par with its competitors, due to its excellent chassis, the VTX turned out to be the only motorcycle that was not scary to accelerate on. Of the whole trio, it left me with the impression of the most balanced motorcycle. It seems that there are no special frills, but there are also no glitches (those created by the hands of the previous owner can be ignored). But if there was a question of buying a cruiser, I would choose it.
Passenger's opinion: Tatyana Korzhenevskaya.
I've heard a lot about VTX. Yes, the cruiser is okay, solid, overall it makes an impression. The design is top notch, but the bright yellow color doesn’t suit blondes... I looked at the back seat with caution. No backrest. I glanced at the engine displacement – 1800. Well, I’ll have to hold on tight and “don’t count crows” at traffic lights. We rushed forward. I guessed right: the start was quite rapid. Changes in speed were accompanied by distinct gear shift clicks. The seat is small and slippery, and with any jerk I began to slide along it. I think it wouldn't be too difficult for an evil driver to get rid of the poor passenger if he wanted, so hang on tight! In general, driving around the city has brought some variety to my life. Finally, the Kiev highway and you can accelerate! The motorcycle quickly picked up speed, my mood grew in direct proportion, and soon I found myself simply unable to help but smile. I won’t describe this amazing feeling, those who have traveled will understand. Yes, the Honda VTX1800 can give a girl pleasure! I thought for a long time about what I was missing to be completely delighted, and came to the conclusion that there was no dynamic smoothness in it, there was not enough plasticity. Too masculine a motorcycle (in my opinion). You can (and should) expect from it everything that is usually expected from a good motorcycle, but nothing more, nothing beyond that.
SUZUKI BOULEVARD 1800
Vlad Sofonov.
Jerk, another jerk... Thus began my re-acquaintance with the Suzuki Boulevard M109R. Previously (MD No. 8, 2008) we compared this motorcycle with the Honda Rune and Victory Vision Tour. What has changed since then? Yes, practically nothing. Except that compared to today’s “competitors” it no longer looks so light (both in weight and in handling). The engine responds to the throttle with lightning speed, which is not very similar to a regular V-twin. But if you remember how much technology he took from the racing “jixer”, then this behavior becomes understandable. When starting, if you don’t press the clutch, the motorcycle really takes off. The operating speed range is also striking - the red zone starts at 7.5 thousand rpm, but the engine willingly spins right up to the cutoff in the region of 8.5–9 thousand rpm. After all, this is not an ordinary cruiser, but a sports cruiser! After some time, you begin to get used to this behavior of the engine and even enjoy it. Apart from the unique looks of this sport cruiser (especially in white), the brisk acceleration at full throttle is the most satisfying thing this bike has to offer. But there are other points that cannot be discounted. As soon as you drive around the city a little, poor handling makes itself felt. The motorcycle is reluctant to take sharp turns, and at low speeds you feel a high center of gravity. In addition, you have to reach far to the steering wheel, and therefore, in order to make a turn, you need to lean forward a lot. You expect powerful brakes from a sport cruiser. In part, they are. There were no complaints about the rear brake; this time it seemed to me much better than during summer testing - after all, each example is different, especially if one of them has a high mileage. But I was again dissatisfied with the front one. When pressed normally, it slows down completely inadequately - I want a sharper response. True, I also noticed that after a slight warm-up through a series of braking, the response of the front brake improves. This behavior reveals the racing past of the radial braking system, taken from the same Jixer. And, as I said earlier, in order to feel the full power of the front brakes, you need to press the handle not with two, but with all four fingers, and harder - it’s too tight. On Boulevard, it is better to avoid all the ridges pressed in by the wheels of trucks on the asphalt, otherwise the motorcycle begins to “drive” strongly and move from side to side. At some point it even becomes scary that you will fall apart on such a comb and lose control. But once you hit the road, you gradually begin to forget about all these shortcomings. Straight-line riding, while not particularly exciting, feels exciting on a bike like the Suzuki Boulevard M109R. The engine power is always enough to quickly overtake a car that is “nauseating” at a speed of 120 km/h. Cruising speed of 140-150 km/h is the merit of a raised front end with thoughtful wind protection. If you drive a little faster, it gradually starts to blow away. But for other cruisers that are not equipped with a windshield, even such a “ceiling” is the ultimate dream. Up to a speed of “200”, confidence in control remains – the motorcycle can drive straight well or smoothly change lanes. You can go faster, but this is the lot of extreme sports enthusiasts.
Alexander Poberezkin.
- Who are you?
- Kind fairy.
- Why is the ax covered in blood?
– How little you people know about the Good Fairies...
The motorcycle was announced as a “sports chopper”. I didn't know what it was. Well, let's check... The designers of this beast get a solid A and respect. And although I don’t like too much modern appearance, it’s a matter of taste. But the fact that there is not a single extra line in the motorcycle is impossible not to admit. True, it will be quite difficult for tuning lovers - with such perfection, you can’t even change the seat to a “softer” one, or you can’t hang non-factory panniers, so as not to ruin the whole look. But I didn’t like the “egoist” style, but everyone has their own preferences... My turn came already at takeoff. So without preparation, “key to start” and... and... and how do we turn on the gears...??? Oh, you just need to roll your legs forward a little, then back... and then we’ll switch... Well, now gas all the way!!! I immediately felt that I had caught a cocky horse. He tears up the ground like he was told, with his hoof... excuse me, he grinds the asphalt with his rear wheel. Moreover, it grinds in such a way that even from the side you can see how the “back” wiggles. It’s scary to accelerate... While I was driving alone, I thought that the “Boulevard” would tear the other competitors to shreds - there was a strong feeling of acceleration. When it came down to it, it turned out that he was winning only a few meters at a standard “drag” distance. I think the secret is in the seating position - because of the awkward position, you are pulled a little out of the saddle, and this adds to the thrill. After driving the beast around the city, I realized that it was not for me. It's simply impossible to travel for a long time. Leaning forward with your arms bent - but you can’t lean your belly on the tank, so your arms hurt after 10 minutes. Plus strong jerks during any gear shift, which make your head in the helmet bounce like a ball. In turns, we also behave “not according to Feng Shui”. Due to the wide rear bast, the rear noticeably moves to the side. The bottom line is that the motorcycle is definitely not suitable for long-distance riders or for daily trips. You won't get far in this position. And there’s really nowhere to put things... But those who like to “pop” will definitely appreciate it. But maybe I should buy a “sport” after all??!
Opinion of a failed passenger: Tatyana Korzhenevskaya.
Yes, the model is certainly interesting, but upon closer inspection I HAD to notice that it only has one seat. Maybe it's the rear? She sat down and sat. No dynamics. One static. In general, there is no speed (but the wind protection is okay). Egoist, in short...
YAMAHA WARRIOR 1700
Vlad Sofonov.
Yamaha Road Star Warrior 1700. A beautiful name for an equally beautiful motorcycle. Warrior 1700 fully justifies it. The aggressive shape is further emphasized by the huge muffler, and the expected sound turns out to be quite rich and bassy. Compared to the Warrior, the sound of the M109R seems almost sportbike-like, especially at the top end. But, from the first meters of movement on it, a flaw in the driver’s seat is felt - the air intake and air filter cover sticking out on the sides of the engine make it difficult to “hug” the tank with your knees. Because of this, the feet, shod in hard motorcycle shoes, do not sit firmly on the footrests. But all this fades into the background when the engine begins to produce strong sensitive vibrations (the engine is rigidly attached to the frame). They are transmitted through the handlebars, footpegs, seat, as well as the air intake and air filter cover that rest on the knees. The sensations are not at all pleasant, and not everyone can endure them for a long time. Despite this, the Yamaha Road Star Warrior 1700 is popular, and if so, then there is something else, positive, about it that is worth paying attention to. Let's try to find out what it is... Trying to find the most comfortable speed, I stopped at 75 American miles, which, in our opinion, is 120 km/h. At this speed, you can drive in second gear, scaring everyone around you with the roar of the engine, or you can switch to fifth and drop the revs to 3.5-3.7 thousand. In this mode, vibrations become almost unnoticeable. But as soon as you raise the speed higher, they come to life again. Well, it becomes clear that if you want to enjoy riding this motorcycle, you shouldn’t rev the engine too much. But why then buy a 1.7-liter bike if its potential can only be used by half?! At the very first exit from the highway, the positive aspects of the motorcycle began to appear. First of all, I liked the brakes. The front one turned out to be very informative and powerful, and in most cases, to sharply decelerate, it is enough to press it with just two fingers. The rear one is overly powerful and therefore can lock the rear wheel without warning. Although, perhaps, it’s not only the brake, but also the Metzeler tires that are unsuitable for the current weather conditions, which do not grip the road well. But if you do not depress the clutch when braking, the engine torque will not allow you to completely lock the wheel, and transmission jerks will warn you of possible blocking in time. After a short period of getting used to this feature of the brakes, it no longer causes problems. The second plus is high maneuverability caused by the overall compact design of the motorcycle and its light weight, which is on average 50-60 kg less than that of its rivals. This weight saving is made possible by the use of an aluminum alloy frame and the elimination of liquid cooling. Yes, the engine of the Yamaha Warrior 1700 is a real “air blower”. In addition (may the censorship forgive me!) – I feel it in my ass, without balancer shafts – they apparently also saved a couple of kilograms.
Alexander Poberezkin.
– Can I have that red one?
– Girl, this is a fire extinguisher and it’s not for sale... (From a conversation in a sex shop).
105 cubic inches - the inscription on the engine indicated the American origin of the device. And the motor itself... Such a motor can be brought to the inspection room separately from the frame - they will still be jealous. The main thing is not to forget the belt drive. And a muffler. True, the front end was clearly designed by another designer - somehow it goes against the rest of the part. Well, okay, we still haven’t forgotten how to hold an angle grinder in our hands, if something happens we’ll blow, spit and tape it... I noticed vibrations even when warming up. Several, I would say more than those of two competitors. I thought it would pass. But no. It didn't happen at any speed. But it was not a small trembling, but a well-fed vibration of the twin. The muffler boomed in time with her. Perhaps this is how it was intended. We're not riding a moped! But how to spend eight hours long-range on this vibrator is not a question for the faint of heart... And the power characteristics made me very happy. The motor pulls very smoothly throughout the entire range. No dips, no sudden jerks. The tachometer was covered by a bag with photographic accessories, but the “caring” operation of the cut-off signal indicated that it was time to switch “up.” On the highway the chassis was somewhat disappointing. It did not leave a feeling of “cycling”. At high speeds it became somehow not very comfortable, but at the entrance to the city it turned out that we steered better than the rest of the trio. Well, what can you do, there is no perfection in the world... We should also say about the brakes. Well, just in case. And then suddenly someone inadvertently crushes the rear one, skidding is guaranteed. Moreover, even a light touch on it on a wet road can lead to a fall. But the front ones are asleep and see how they can get reinforced hoses. For good spirits. The result is an excellent tuning kit. I have never seen a more beautiful engine in any production motorcycle, but the rest is a matter of profit. In the end, chassis glitches can be eliminated, and if you don’t drive the Warrior for days, you can survive the vibrations.
Passenger's opinion: Tatyana Korzhenevskaya.
I immediately chose Yamaha for myself. While the manager of the motorcycle dealership was preparing documents and drawing up powers of attorney, I admired the motorcycles. Of the three motorcycles that we were offered to test, the Yamaha Warrior was the most impressive. Beautiful, flowing shapes, lots of chrome, but what especially aroused the imagination was the spectacular muffler on the exhaust pipe. Unexpectedly increased in size*, sparkling with chrome, it looked like an additional (and jet) engine (well, just in case...). For some reason, I imagined how, during some racing, a guy on a motorcycle like this presses a small, inconspicuous red button, an uncontrollable flame bursts from the muffler, the motorcycle suddenly rushes forward... to the stars... Well, that time came when I sat down into the back seat of that red Warrior. And I was very surprised - the landing was clearly not chopper-like. Instead of sitting straight, I had to lean forward (in order to wrap my arms around the driver), my knees turned out to be unusually higher**. The landing on the Warrior is, of course, not sporty, but rather semi-sporty, but the difference is felt immediately.
Speed. We dialed it quite quickly and smoothly. The dynamics of the motorcycle are simply amazing. We rushed along the highway like a bright, red snake. Everything inside was jubilant, we drove faster, faster and faster... And this was it! There were no problems with wind protection, at least for me. I simply hid behind the back of a person who clearly had them, at the same time improving the aerodynamic qualities of the model being tested. And everything would be fine, but at high speeds the fine vibration began to appear more and more clearly. And the further - the more. It’s unpleasant, but in principle, if you drive around the city - unnoticed, outside the city - it’s not fatal. But for long distances, long distances, it’s somehow not very tempting to ride this motorcycle, and the rear seat, of course, needs to be replaced. You can, of course, use this model as a means of combating cellulite, renting it out to friends...
Results : Of the three tested motorcycles, Warrior is the weakest: 21 hp. lagging behind Honda and even further behind Suzuki. The same is true with torque. At the same time, it’s impossible to say that Warrior accelerates much slower than others. Surely, we have checked this more than once! On the long runway now used for drag racing, all three motorcycles went through a series of synchronized runs. The first in all cases was the Suzuki Boulevard M109R, which is not surprising. But the Honda VTX 1800F and Yamaha Warrior 1700 could not decide among themselves which of them was faster. In this discipline they went head to head, or rather, went wheel to wheel. This is due to the fact that the VTX 1800F is much heavier than its opponent, and therefore the weight-to-power ratio for both is approximately the same. However, of the three motorcycles, only two have a tendency to drag, and the VTX 1800F, made in a classic style, is not very suitable for this role.
Source: https://www.motodrive.com.ua/
