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Athletic Attitude
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2006 Suzuki Boulevard M109R
Basem Wasef
07/01/2006
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Nouveau environmentalism and the rising price of gas may
finally bring an end to the chronic elephantiasis of the SUV, but the trend of
motorcycle gigantism continues to escalate. The “size matters” movement may be
most pronounced in the power cruiser market. This is, after all, the arena in
which Honda’s VTX1800—its top gun übercruiser—boasts the largest pistons of any
Honda car or motorcycle. Suzuki’s empirically obsessed engineers, not to be left
behind in matters of ginormity, have upped the ante by claiming that the pistons
in their new Boulevard M109R are the largest of any production car or motorcycle
on earth.
If power cruiser merit were measured (with typical masculine
simplicity) by piston diameter alone, the new Suzuki would have the battle
for two-wheeled supremacy in the bag. However, velocity prone cruising
enthusiasts demand more than the torquey thump of a V-twin. There is a certain
je ne sais quoi to the successful power cruiser formula, and the winning
combination usually involves the alchemy, if you will, of two seemingly
contradictory elements: laid back style and take-no-prisoners speed.
 RIDING STYLE
Helmet: AGV TiTech
Eyewear: Lucky Brand
Jacket: Vanson
Leathers Mark 2 Cobra
Jeans: Earl Jeans
Boots: Diesel Hest. (Click image to enlarge)
If the
Boulevard M109R were a painting, it would be rendered with thick, loud strokes.
Thick, because the bike is an expansive series of lazy curves, and loud, because
this motorcycle’s soundscape is as demonstrative of its personality as is its
bodywork. The V-twin’s gurgle is deep, snarling, and almost Harley-like at lower
rpm, creating an aural signifier of the bike’s appetite for speed. The sound is
the product of exhaustive research at Japan’s Sekkei University, and is
consistent with the bike’s unapologetic scale and road presence.
Styling, in
contrast to the syncopated exhaust note, flows smoothly. If the engine
screams “knife-toting thug”, the M109R’s visual message is closer to “loping
boulevardier”. Apart from a nacelle that shrouds the headlight in a postmodern,
Honda Rune-like swoop, the bike exhibits classic cruiser visual vocabulary. The
nacelle sets a bold tone at the head of the bike, suggesting weight and
substance, and its sense of flushness is carried through in the rounded edges of
the radiator shroud. In contrast to those touches, the parts aft of the rider’s
knees are Cruiser 101: prominently displayed V-twin, long, swooping stacked
chrome exhaust pipes, and steroidal proportions that disdain the spirit of
efficiency traditionally associated with Japanese design.
And while the
M109R’s bulk makes it spatially on par with Joe Sixpack varieties of American
cruisers, the powerplant’s tuning is inspired by its track-ready stablemate, the
GSX-R1000. Borrowing Gixxer components, including fuel injection hardware and
high-strength connecting rods, the 1783cc engine boasts tree stump pulling
torque, as well as an impressive will to reach the higher edges of the
powerband. Engine flexibility is perhaps the bike’s most entertaining feature,
and its 118 ft lbs of torque provides tremendous pull from low engine speeds,
peaking at a relatively lazy 3,200 rpm. Maximum horsepower arrives at 6,200 rpm,
reaching the final destination of 7,500 rpm with free-spinning eagerness, a
decidedly different sensation than the Honda’s low-strung engine. The 5-speed
transmission works well with the robust Suzuki twin, offering a relatively long
first gear ratio that rewards the rider with a proportionately shorter second
gear. First gear is fast and fun, but kicking into second after wringing out
first is positively addictive, providing a whoosh of acceleration that is one of
the brightest highlights of the M109R’s repertoire. That oomph is laid down via
specifically constructed Dunlop rubber that features wide 240mm tread. The
tire’s curvature was designed to provide predictable handling and a sufficient
contact patch, without making the bike feel excessively wide or unwieldy.
Riding the M109R does feel solid and stable, and the bike’s relatively low
center of gravity aids maneuverability, especially considering its dry weight of
694 pounds. Though the big Boulevard is not nearly as satisfying around a bend
as it is in a straightaway, inverted forks assist in the battle against flabby
canyon performance, and a lightweight, cast aluminum swingarm along with a
preload-adjustable shock fight the good performance fight. In spite of its
attempts at athleticism through taut suspension tuning, the footpegs easily
scrape. The ride is biased toward smoothness, providing road feedback that is
supple, not busy or jarring. As smooth as it is, the M109R never feels
disconnected from the road; rather, it simply takes a bit of thoughtfulness when
contemplating carving a line through twisty sections, as with any bike of
cruiser geometry.
In keeping with the performance cruiser attitude, front
brakes are radially mounted four-piston calipers (as on the GSX-R), and the rear
brakes incor-porate a two-piston system. The brakes are not linked, and rely on
the rider to bias them as necessary for efficiency. Brake feel is responsive for
a bike of its heft, and the Boulevard comes to a stop almost as authoritatively
as it accelerates off the line.
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