Suzuki Boulevard M109R
Suzuki Boulevard M109R (VZR M 1800 Intruder
Liquid cooled four stroke, 54° V-Twin
Bore x Stroke
112 X 90,5mm
EFI, 2X 56mm throttle
- / electric
5 Speed / shaft
stanchions, 129.5mm wheel. travel
Single damper, preload
adjustable, 120mm wheel travel.
2x 310mm discs 2 piston calipers
Single 274mm disc 2 piston caliper
705 mm /
315 kg / 694 lbs
19 Litres /
Motorcycle-USA 2 /
In 2006, Suzuki
made good on their promise to dealers and to customers alike, with the
launch of their all-new flagship model, the Boulevard M109R. (The R refers
to Suzuki’s racing heritage and GSX-R line of performances bikes).
The Suzuki Boulevard M109R is an incredible combination of
cruiser styling and renowned Suzuki power and handling. By injecting the
Boulevard M109R with a potent shot of race-proven technology developed for
the championship-winning GSX-R sport bikes, Suzuki has literally redefined
the concept of a cruiser.
With its all-new 109-cubic-inch, fuel injected V-twin engine, the Boulevard
M109R is the most powerful cruiser Suzuki has ever produced: massive torque
all the way from idle to redline, which translates into acceleration and to
reward every one of your senses, the big V-twin also produces a throaty,
aggressive exhaust note designed to let the world know they’re looking at -
and listing to - the hottest cruiser on the road.
For 2007, the
Boulevard M109R receives a new cylinder head cover, secondary cover and the
drive unit cover featured chromed metal construction for a high quality
This is a very powerful and fun bike. The bike rides,
handles, and looks more like a hyper-performance sport bike. Don’t get me
wrong, I loved ridind this bike (fantastic brakes). This is a motorcycle for
guys who want hype bike performance in a cruiser riding style. The M 109 R
is for the new exploding market of high performance bikes built in a cruiser
riding style. It will crush the Victory Hammer because it is a better bike
at a much lower price. This bike will in no way compete with the air cooled
Harley bikes or the S&S power customs because they are two very different
types of rides and two different markets. This bike is a winner! I am so
pleased to see someone finally produce a true performance bike I can ride
without leg cramps! This baby runs and it will stop on a dime. There is no
air cooled v-twin that will stay with this machine. I had no problem keeping
up with (and passing) my hyper bike buddies. The only old school cruisers
I’ve seen while riding this bike, were those in the mirror. I loved it.
- I was least impressed with some of the cheap plastic parts. However,
the plastic parts are forgotten when you power up the awesome sounding
- Riders foot pegs needs some improvement. Gear selector have barely
enough room to get your boot under and the rear brake peg do not have
enough room to rest your foot. When taking high speed turns it feels like
your foot is going to fall off.
- Getting used to the monster tire on the back takes a little bit but it
gives you a lot of rubber for the road and in turns.
- Caution if you’re not used to attention, this is not the bike for you.
I got plenty of thumbs up from onlookers. This bike is a real attention
First Ride: 2006 Suzuki Boulevard M109R
Suzuki's flagship V-twin cruiser gets a much-needed injection of GSX-R tech
From the May, 2006 issue of Motorcyclist
By Charles Everitt
When your own customers tell you your motorcycles "have no real image" and are
out of date, you know you've got a size-large crisis on your hands. That was the
situation Suzuki found itself in after conducting extensive customer surveys in
So what do you do? You build a kick-ass, take-names-but-no-prisoners motorcycle,
one that borrows freely from another of your model lines, one that's synonymous
with performance for some street cred. That's precisely what Suzuki did to
create its Boulevard custom-cruiser flagship, the M109R, which has undergone
some fairly sophisticated gene-splicing from Suzuki's own GSX-R series, a brand
even non-motorcyclists know stands for speed and handling.
You'll believe the procedure was a rousing success the first time you whack the
throttle open on the M109R's GSX-R-derived Suzuki Dual Throttle Valve fuel
injection. At almost any rpm, the bike simply shoves you back into the saddle,
displaying a totally linear spread of power sportbike riders will recognize as
one of the recent GSX-R1000's most endearing traits. Don't let the M109R's
acceleration antics go to your head, though, and start hunting GSX-Rs. There's
only so much the M's 127 claimed peak horsepower (at 6200 rpm) can do with a
likewise claimed dry weight of 694 pounds.
Nonetheless, the M109R we rode in Austin, Texas, last February certainly felt
capable of upholding Suzuki's goal of making the most powerful V-twin cruiser
extant. The all-new liquid-cooled, DOHC, eight-valve 54-degree V-twin definitely
has one of the primary prerequisites for prodigious power production--namely
displacement: 1783cc of it, to be precise (or 109 cubic inches in
Boulevard-speak). Adding to that are a host of GSX-R-influenced bits and pieces,
such as the forged-aluminum slipper pistons with chrome-nitride-coated oil
scraper rings, and chromoly con-rods shot-peened for additional durability. That
piston measures a sizable 112mm in diameter--bigger than the lid of a 13-ounce
can of Chock Full 'O Nuts Original and, Suzuki says, bigger than the pistons in
any gasoline-powered four-stroke engine in any car currently in production.
Straight-up physical description, however, simply cannot do justice to Suzuki's
efforts in designing the M109R's engine feel and sound. Designing's the correct
word, too. That nearly 2-liter V-twin has staggered crankpins for perfect
primary balance, a counterbalancer and six rubber mounts to secure it to the
steel frame; no production bike in recent memory uses all three methods to
stifle vibration. Actually, vibration--its whole family and anything that looks
like it--should be slaughtered by the M109R's triple-threat approach. And yet
the biggest Boulevard still retains the power pulses so sought after by Japanese
custom manufacturers, cultivated via fine-tuning of the rubber mounts as well as
the fuel-injection system.
Suzuki conjured up the M109R's booming exhaust note with help from Seikei
University in Tokyo. Starting with approximately 100 exhaust sounds, some 250
participants listened to them a pair at a time and selected one from each as
their favorite. The winning sounds were then grouped into pairs, and the
subjects again chose a favorite from each pair, repeating the process until only
one remained, the thudding staccato bark that's the M109R's signature. The sound
certainly has a presence--and plenty of dB, too, as evidenced by the number of
car alarms that went off in our wake as we left downtown Austin.
That plain-spoken, overachieving V-twin mounts to a steel-tube frame weighing 44
pounds; Suzuki says it found no benefits--in weight reduction or handling--to an
aluminum frame. The swingarm, though, is cast aluminum, and works a horizontally
mounted shock via a progressive linkage, while the fork is a sporty-looking KYB
inverted cartridge-type; the only available adjustment is to preload at the
Unfortunately, the majority of the roads on our brief Texas tour were smooth as
jackalope fur. The few bumps we encountered, though, suggested the M109R has an
oversprung, underdamped shock like most cruisers with limited wheel travel,
which can yield a somewhat choppy ride over small, abrupt paving imperfections.
More GSX-R-think comes in the form of radial-mount Tokico four-piston front
brake calipers from the 1000; they pinch 310mm discs, with a single 275mm disc
and two-piston caliper in back. Rolling stock consists of 18-inch-diameter
spiral-spoke cast-aluminum wheels, the rear a whopping 8.5 inches wide, the
better to fit the somewhat cartoonishly wide 240/40 Dunlop D221 developed just
for the M109R.
Just as with other bikes so equipped, the Boulevard's double-wide-sized rear
tire contributes to a slight reluctance to bend into a turn unless riders are
forceful with steering inputs. The bike does have a particularly low center of
mass, something you'll notice anytime you lift it off its sidestand; the M
requires noticeably less effort than other big-bore cruisers. That trait also
helps the bike heel over relatively quickly and easily if you really crank on
the handlebar and get onto the tire's edge. Well, as close as you can, that is;
the footpegs touch down quite early, even compared to many other customs. Try to
arc into a corner, though, and the bike resists, requiring more countersteering
pressure than cruisers with narrower rear tires. One Suzuki spokesman said the
trait was intentional, to make the M109R more stable, and more reassuring to
less-experienced riders. Most buyers will almost certainly cheerfully ignore the
Boulevard's little handling fillip to keep the visual impact of that big rear
Besides which, stability is something Suzuki's M109R has aplenty, by gadfrey.
One could hardly expect otherwise given its weight, 67.3-inch wheelbase and
31.15-degree steering head angle. All of which makes for a perfectly relaxed
feeling, especially if the road lets you keep the horizon you're chasing in
sight. There--and even through gently curving backroads--the M109R feels
practically anchored to the pavement as it lopes down the road, the
just-perceptible power pulses coming through the seat, grips and floorboards,
and that big V-twin booming along right at its 119-lb.-ft. torque peak (claimed)
at 60-65 mph (our bike's speedo had kph markings, making it a little difficult
to be precise). If the road gets like Archie Bell and the Drells and does the
tighten-up, the front brakes provide good, strong stopping power, albeit without
the initial bite of the donor-bike GSX-R1000.Surprisingly, the riding position
is partly responsible for the M109R's mellow road demeanor. Not that it's
radically different from that of a passel of other V-twin cruisers; the rider
sits fairly upright, arms outstretched about chest level to grasp the handgrips.
The footpegs are positioned for larger pilots; the inseam-challenged among us
might find their legs too extended for long-term comfort.
Much of that's SOP for most custom cruisers. What sets the M109R apart, though,
is its headlight nacelle, a feature of the bike since early design sketches. The
nacelle is shaped and angled like some smaller flyscreens, and on the M109R it
works to a degree far greater than its diminutive size suggests. Even at
slightly elevated freeway speeds--say, 75-plus mph--where other cruisers can
make you feel like a spinnaker in a hurricane. That small bit of coverage on the
M109R, though (and a reasonably comfy saddle), makes all the difference, putting
semi-long-distance travel within the rider's reach.
Such versatility is always a plus, especially for a bruiser-cruiser musclebike.
What matters, though, is how the "M109R delivers performance to the Boulevard
brand," to use American Suzuki Communications Director Glenn Hansen's words. By
virtue of hand-over-fist borrowing of GSX-R technology, the M109R owns a
well-deserved performance image courtesy of up-to-the-minute hardware and a fine
turn of speed. Add in a strong styling statement that for the most part enhances
rather than diminishes the riding experience, and you've got a flagship worthy
of the name. Suzuki's hoping that, thanks to the halo effect, the M109R's magic
will somehow make the other members of the Boulevard lineup more desirable--at
least until it's their turn for a makeover.
For now, if you're looking for the big dog in the large-displacement V-twin
musclebike class, you'll find it down on the Boulevard, and its address is