Symptoms of engine repair on a Suzuki Boulevard M109R are:
- Extraneous noise in the engine
- High oil consumption
- Coolant flow
- Low compression in the engine or large difference between cylinders
- Excessively high compression associated with carbon deposits in the combustion chamber
- Blue smoke from the muffler
- Obvious oil leak from the engine
- Transmission problems
- Disassembly of Suzuki Boulevard M109R for engine removal
- Removing the Suzuki Boulevard M109R engine
- Cleaning the engine before disassembly
- Disassembling the motor
- Complete engine troubleshooting
- Cleaning the engine from metal shavings and other contaminants
- Diagnosis of all engine bearings and gears
- Replacement of worn/broken/bent parts
- Engine assembly
- Checking valve clearances
- Engine installation on Suzuki Boulevard M109R
- Final assembly of Suzuki Boulevard M109R, launch
- All engine repair work is carried out by a highly qualified mechanic with extensive experience. A 1 year guarantee is provided for all work performed.
Stages of repair work on the Suzuki Boulevard M109R engine:
Suzuki Boulevard M109R valve adjustment
Check the thermal clearances of the valves according to the service manual for your Suzuki Boulevard M109R, as well as after disassembling the head or replacing the timing chain or when a characteristic “clunking noise” appears from the cylinder head.
Increased valve clearances lead to increased noise when the engine is running, and if the clearances are too small, the valves will not close, and the engine will not develop rated power, and sometimes it will be difficult to start.
Our service center provides:
Please note that after adjusting the valves, in some cases it is necessary to synchronize the carburetors.
First ride: 2006 Suzuki Boulevard M109R
You'll know it was the right decision as soon as you open the throttle on the M109R. After all, the GSX-R borrows the Suzuki dual throttle valve injection system. At almost any rpm, the bike simply pushes you back in the saddle, delivering a perfectly linear power distribution. This behavior of the motorcycle is well known to fans of sportbikes, as one of the recently acquired encouraging advantages of the GSX-R1000. Don't worry about the M109R's grotesque acceleration and just start racing with the GSX-R. This is the only thing you can do with 127 declared horsepower (at 6200 rpm) with a declared dry weight of 314 kilograms. Regardless, the M109R we drove in Austin, Texas, was certainly capable of meeting Suzuki's goals of making the most powerful V-twin cruiser yet. The all-new, V-twin (54-degree), two-cylinder, eight-valve, liquid-cooled, DOHC engine certainly has one of the essential ingredients for producing monstrous power - namely, displacement: 1783 cc. cm to be exact (or 109 cubic inches). To this can be added devices carried over from the GSX-R, such as forged aluminum pistons with a chrome-nitride coating and new oil control rings, a reinforced crankshaft and chrome-molybdenum connecting rods.This description, however, does not do justice to Suzuki's efforts in designing the M109R engine. The nearly 2-liter V-twin engine uses stepped crankpins for better balance, a counterweight and six mounts to support the steel frame; No production bike in recent memory has used all three technologies simultaneously to dampen vibration. In fact, vibration is a whole family, and anything that resembles it should be killed by the M109R's three-pronged approach.
Suzuki created a very rich exhaust note on the M109R with the help of specialists from Seikei University in Tokyo. Starting with about 100 exhaust sounds, about 250 participants listened to them a couple at a time, and chose one each time. The winning sounds were then grouped into pairs, and participants again chose one sound from the pair, repeating the procedure until only one remained: the dull, staccato bark that has become the M109R's trademark. The sound is there, and quite loud, as evidenced by the car alarms going off as we left downtown Austin.
This outspoken, powerful V-twin engine is mounted on a tubular steel frame weighing 20 kilograms. Suzuki says that when choosing a frame material, it found no advantage (in terms of weight or handling) to an aluminum frame. The swingarm, however, is made of aluminum alloy and drives a horizontally mounted shock absorber via an extended link, and the fork is a sporty KYB cartridge type with adjustability only for stiffness.
Unfortunately, most of the roads on our short tour of Texas were as smooth as mink fur. However, a few bumps we encountered suggested that the M109R's shock absorber was too stiff and shortened, like most cruisers with limited wheel travel, which leads to a somewhat unstable trajectory on small sections of bad roads.
Further nods to the GSX-R come in the form of Tokico four-piston radial-mount brake calipers at the front with large 310mm discs and a radial master cylinder, and at the rear with a single 275mm disc and two-piston caliper. Both front and rear are fitted with 18-inch spoked aluminum wheels (the rear ones are 8.5 inches wide) and the caricature-wide 240/40 Dunlop D221 wheels, designed specifically for the M109R, look good.
As with other bikes equipped this way, the Boulevard's wide rear tire makes it a bit slow when leaning into a corner unless you push harder on the handlebars. The bike has an exceptionally low center of gravity (you'll notice this as soon as you lift the bike off the stand), which requires noticeably less effort than other large cruisers. This feature also helps the bike lean into a lean position relatively quickly and easily if you apply more pressure to the handlebars and stand on the edge of the wheel. The bike's footpegs hit the ground surprisingly early, even compared to other cruisers. Try to turn into a corner and the bike will resist, requiring more resistance than cruisers with narrower rear tires. A Suzuki spokesperson said this feature is intentional to make the M109R more stable and more predictable for inexperienced riders. Most buyers will almost certainly be happy to ignore the Boulevard's small handling flaw and leave that big rear wheel alone. Moreover, stability is something that the Suzuki M109R has in abundance. You wouldn't expect anything less given its weight, 1.7-metre wheelbase and 31.15-degree fork angle. All this contributes to a free feeling of flight, especially if the road allows you to see the horizon in front of you. There - and even on slightly twisty rural roads - the M109R feels practically glued to the tarmac, with a barely perceptible pulsation through the saddle, handlebars and footpegs. And this big V-twin engine with a torque of 119 Hm (claimed) at a speed of 100-105 kilometers per hour. If the road takes a turn for the worse, the front brakes provide good, strong stopping power, albeit without the snappy bite of the donor GSX-R1000. Surprisingly, the riding position is somewhat responsible for the M109R's relaxed road manners. It's not that it's radically different from other V-twin cruisers, but the driver sits fairly upright with his arms extended at chest level. The footpegs are designed for tall pilots; the more compact among us will find the extended leg position uncomfortable on long rides. Which, in general, is usual for motorcycles of this type.
What makes the M109R stand out is the shape of its headlight, a feature that was introduced from the first sketches. It is curved in the shape of small flaps, and works as an additional windbreak. Even at high highway speeds—say, over 70 mph—where other cruisers feel like a weather vane in a hurricane—it's that little piece of plastic on the M109R (and the comfy saddle) that makes long rides comfortable.
This versatility is always a plus, especially on a cruising muscle bike. What matters, however, is how “the M109R conveys the quality characteristics of the Boulevard brand,” in the words of American Suzuki Communications director Glenn Hansen. By quickly borrowing GSX-R technology, the M109R has a well-deserved reputation as the most modern and fastest motorcycle available. Add good styling that, in most cases, enhances rather than diminishes the driving experience, and you've got a flagship worthy of its name. Suzuki hopes that the magic of the M109R will somehow make other members of the Boulevard line especially desirable - at least until subsequent models arrive.
Suzuki Boulevard M109R, 2006:
PRICE MSRP: $12,399
ENGINE Type: 1-c, 54 degree V-twin Valve Position: DOHC, 8v Displacement: 1783cc Transmission: 5-speed
CHASSIS Weight: stated dry 315 kg Fuel tank: 19.7 l Wheelbase: 1710 mm Seat height: 705 mm
Repair and replacement of clutch Suzuki Boulevard M109R
One of the most important mechanisms of the Suzuki Boulevard M109R is the clutch. Although this is a fairly simple structural element, it has an important task. The operation of the clutch is based on the frictional force between its discs. The torque of the motor is transmitted to the driven parts, which in turn transmit the torque of the gearbox.
The need for clutch repair in Moscow is dictated by various factors, among which are intensive operating conditions. In addition, repair of the Suzuki Boulevard M109R clutch is in demand in case of planned wear of its individual elements.
Common clutch faults Suzuki Boulevard M109R
Clutch repair or maintenance involves the following work:
Hello again everyone.
Having become the happy owner of another bike and having ridden it, I want to share my opinion with you. This model was produced very little and is quite a rare occurrence on our market. Although in America, it is also a rare model. If I’m not mistaken, in December (I think) 2014, digging around on one American site, similar to our author, only 16 were presented!!! options, and his brother M109 has almost 300 options.
At the time of writing this text, the author has 13 C109 and 103 M109. I was never able to find out what caused this rarity, maybe because it was produced only in 2008 and 2009. Well, or because few people want to get rid of them.
So, let's begin.
Controls and ergonomics:
The first thing that catches your eye when you sit on it, especially for the first time, is the tank. It is huge, when I got off the midnight and sat on the bulk for the first time, I only had an association in my head with the hatch from the well. After the tank, the same monumental steering columns catch our eye, and then a huge spotlight-headlight. By the way, the distance from the edge of the tank to the steering wheel (between the pillars) is quite large and a navigator or phone in the appropriate mount fits there perfectly. At the same time, the 7-inch tablet begins to rest against the tidy and setting a comfortable angle for viewing the map on the go is a pain in the ass, you need to select a fastener. The steering wheel is wide, you sit like on a buffalo. At the same time, leaning your elbows on the driver’s backrest, you can completely turn it to the extreme position, without having to stretch. More about management. When turning, you have to push the steering wheel, especially in sharp turns and at an angle, when, for example, you turn when driving off an overpass, you need to push the steering wheel away from you. The tidy is made in a classic style and is located on the tank. Usually, when you ride in an integral or, like me, in a modular, the “jaw” of the helmet blocks your view of the instrument panel. But here everything is not so sad, the landing is deep, the tank is healthy and the tidy is a little forward and higher. But you still have to nod a little, but on others I nodded noticeably more strongly in order to see if the treasured green flashlight was lit. The seating position, as I said, is quite deep and low, at my ~178 I sit perfectly, my legs are bent when I stand on the asphalt. I immediately installed the driver’s backrest (I never drove without it) it’s a scribe guys, how fucking convenient it is. I remember very well how I came to the salon to dislike this unit and then I didn’t like the seat. It seemed a bit harsh and did not overflow onto the tank; I rolled my balls onto the edge of the tank. I don’t really care about the backrest, I lean back on it and just ride in a chair. At the same time, you can adjust the angle of the backrest. The platforms do not stand out in any way, except that they stand a little low, where in the midnight I passed without touching the curb with the platform, then it began to scrape it from above. Well, and accordingly, the angle at which it can be placed is noticeably smaller. I can't help but mention the arcs. This is a really important element. They are simply necessary. The bike is very heavy (400+ kg) and this can sometimes be a big disadvantage. I have already dropped it twice while standing still (once the footrest did not fully straighten). At the same time, its low center of gravity plays a cruel joke. You think that you can easily hold it, but as soon as the angle of inclination exceeds a certain level, you can no longer hold this behemoth. Once he fell while rolling him back and twisted his leg, so he tumbled almost upside down. The scribe kept thinking about the windshield, the chandelier and the tank. And here comes nothing, he fell onto the platform and the arc. In the end, not a scratch. It rises quite easily, I lift it by the handlebars alone, and I myself am quite scrawny, compared to the guys we are more used to seeing on such bikes. I also forgot to say if you want to install stems. put them, but you won’t be able to reach them, wow. Well, if you are 2+ meters, then I don’t give a fuck. I tried, but in the end I could barely reach my toes; you must admit, this is not an option. A friend with a height of up to 170 even reaches the brake with his feet. I also can’t help but say about the wheels. 150 front roller, 240 rear. So, because of the wide ass, on uneven surfaces and longitudinal bulges and bulges, the bike heels noticeably. In the spaces between the rows where there are large ruts it can be scary, the bike throws very much, I don’t go into such places again, it’s dangerous. It also happens that you roll it out on uneven asphalt and when it gets under the rear wheel, all hell breaks loose, you think about either pushing it forward or getting ready to catch it, it rolls very much, this is a huge disadvantage of the wide roller at the back.
Engine:
The engine here is simply gorgeous. Almost 1.8l, to be very precise, then 1783cc. 114 fillies and no one knows exactly the value of torque. Reading different sources, the spread is from 160 to 180, at 3000 rpm. I have a power commander installed, zero-speed wheels and forward flow HARD-KROME 3. It starts from the first without accelerating, slowly releasing the clutch, and from the second as well. The pickup comes from the very bottom, and thanks to the huge torque, there is no need to click the gear once again. This colossus shoots very vigorously, but unfortunately it does not slow down, but we will discuss this further. I haven’t tried how much it runs, but I personally talked with a person who claims that he fired up 250 on it, I willingly believed it, because on a foreign forum, many people confirmed such figures, some a little more. I haven’t ridden it more than 160, and that was only once; I rarely get close to 120. He eats about 8 liters around the city. At a normal gas station, the reserve is about 115-120 miles, if you are unlucky with fuel, it will blink up to 100 miles.
Clutch:
This is perhaps the main drawback of this model; its strength is clearly not enough for such nonsense. If anything breaks, it's almost 100% clutch. But as one person said, this is not a problem with the bike, but with its owners. You don’t need to drive it as hard as it can, and you shouldn’t shift at high speeds. The first is 10 km/h, the second is 40 km/h, the third is enough for me for the city, up to 100 if I need to be fast. Usually this is 60-80 km/h at medium speeds or fourth gear and at 80 km/h you go at idle, so that you drive very quietly and do not scare people with forward flow. The box is quite noisy, including the first one, you get a noticeable kick in the ass with a characteristic click. Noise is relative though. If you compare it with a Ducati (some kind of sport, a liter of horseradish), which once stopped nearby at a traffic light, mine is not noisy, even with forward flow. At Dukasik’s place everything was cracking and rattling so much, I was afraid to stand next to me, I thought right now he would shower me with bolts, I was the first to hear this, it looks like they threw nuts into the clutch basket, it’s just some kind of hell.
Suspension:
Well, she exists and that’s quite enough, I won’t say anything good or bad about her. I haven’t driven on a dirt road and it’s even scary to imagine it there, but on asphalt it’s just a liner.
Headlight and light in general:
The headlight is huge, it really is huge. The light shines quite normally with the standard lamp, but the chandelier is generally a miracle of technology. Greatly increases visibility. I drove along the aisles both with and without a chandelier. Once you turn it on, you can already see cars 5 away, this can be seen by the way they immediately move. This didn't happen with it turned off.
Brakes:
To be honest, I wasn’t pleased, I thought it would be better. Combination brakes: When you press the rear brake pedal, one piston starts to work on the front calipers, each with three pistons. But it seems to me simply unrealistic to block the front end in this way, I think it is generally unrealistic to block it, because even when clamping the front end it slows down sluggishly. It can be very scary when you accelerate so sharply while overtaking and then you also have to brake sharply, but he doesn’t know how to do that, as they say, and at the same time they pooped.
General impression:
The bike feels and looks the same, it's huge. This is a big and heavy idiot, I can’t imagine a girl driving this bike. I once went to a man to pick up a backrest for a bulk, then I went on a midnight. I told him that this guy was just coming to me, he offered to lick his motorcycle. He drives up and puts it next to mine, and that’s when I was overcome by a complex, the gurgle was visually so much larger than the midknight that I even felt sorry for the midknight. Walking up to this moment he seemed like a big boy to me, how wrong I was. Moreover, just recently a man offered to sit on his drag 1100 bike in order to feel the comfort of the seat. It's crazy how tiny she has become, she used to be quite big. The overall corridor for confident passage (without crawling between the mirrors) is approximately 120 cm. You can reduce it to 110, but as I already said, a little bump will get under the ass and it will immediately tilt and hello mirror. What I really liked was the rigidity of the frame. It does not twist on long longitudinal convexities, such as very thick markings. I think everyone has noticed that when you go to overtake and run into one of these, you feel the bike starting to twist, there’s nothing like that here, it’s just like a monolith. What I like most about it is the ride feel, it doesn't ask you to go faster. I still remember how much fun I had driving the Drag 650, slowly and with a smile on my face. Guys, that feeling is back. How cool it is to drive along the roads slowly, farting straight ahead, it’s just something. When the bike doesn’t provoke, but seems to tell you, why the hell are we in a hurry, I’m big and shiny, let them take a better look at me. I usually drive 60-70, and I just don’t want to go any faster. If it weren’t for the flow of cars, I would have been driving 40 and screaming with delight at how hard I was. But riding with someone wasn’t so much fun anymore. Everyone is in a hurry, but I would like to slow down. The second number is not felt at all, but at the same time it means absolute at all. The 100 kg carcass of a friend who needed a ride home was simply ignored by him, as if he had never sat down. I have my own windshield installed with deflectors on the fork and I didn’t lower the visor even when the weather outside was 5 degrees. The air flow is very effectively cut off and a small breeze enters the muzzle. But there is really one problem, when the rain, drops rise to the edge of the windshield and, with the cries of a kawabang, hit you right in the eyes, and this really hurts. Yes, I almost forgot to warn you. When you go to refuel and ask for a full tank, there is a high probability that after you start accelerating, fuel will leak out of the neck. When standing on the step, almost a liter can be filled in excess of the norm. I get a transfusion like this from time to time if the gas station attendant is clumsy. I have to pour the liquid on the ground.
Well, in conclusion, I’ll probably say that this is probably the only bike of those that I had the chance to touch, which suits me 100%. Everything that was there, there was always something to get to the bottom of, I couldn’t go fast when I needed to, then on the contrary, I couldn’t go slowly provoked, then the engine was twitchy, then... a bunch of other reasons. In short, it looks like I found what I was looking for, I fell in love.
Diagnostics and replacement of timing chain, repair of timing chain tensioner Suzuki Boulevard M109R
Quite often, a malfunction of the Suzuki Boulevard M109R timing chain is caused by an increase in the pitch between the links. As a result, the engine begins to idle incorrectly. Therefore, it is not at all surprising that the chain begins to jump several teeth at the same time. What does this mean? Firstly, the engine will stall. Secondly, the valves may be jammed. This, in turn, may require expensive engine repairs. Therefore, when the first signs of malfunction are detected, it is recommended to replace the timing chain on the Suzuki Boulevard M109R.
