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Discussion Starter · #1 ·
Not sure if this is old news but it is to me ... according to USRIDERS NEWS ,the M109 has won the title for Cuiser of the Year....I found out while checking out SUZUKI's official website. It's about time our bad ass bike got the recognition is so rightfully deserves. Awesome!!!!!

Sorry if this is old news.... i just needed to share the excitement :bigthumbsup: :D :beer2: :clap2:
 

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Discussion Starter · #4 ·
It also won "Best Bang for the Buck".... not surprising at all.
 

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The bike gets the peoples vote. I constantly get questions on the bike with comments of how much they like the bike. "Hey that is a nice bike."
 

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is news to me; not surprised though. i actually see people staring at my bike while trying to drive down the road. ( guess all the chrome catches the eye)
 
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Chosen as Bike of the Year

TEXAS BIG - Riding The New Suzuki Boulevard, M109

By: Neale Bayly



Choosing the vast, open Hill County outside of Austin, Texas, to launch their new power cruiser, the M109R, Suzuki found the perfect location for more than one reason. As a part of the county where the open roads seem to go on forever, the countryside is more rugged than scenic, and it’s home to ex-500cc World Champion Kevin Schwantz. As Suzuki’s chosen son, Kevin would lead a dozen journalists for a ride that would go west to the one horse town of Luckenbach, before circling around back to his place for a Texas cookout. Accompanied by the top brass from Suzuki, Mr. Gato and Mel Harris heading the list, we even had the pleasure of the lovely Miss Suzuki’s company in case we wanted a change of scenery.

In the same style as all press launches, we were introduced to the new machine before our ride, and for me it was the first time I had seen the newest Boulevard in person. Kicked back on the side stand in the meeting room, the M109R has a striking presence, with its long, low, solid appearance. It is also very wide, and with its butch inverted front forks, massive 240 section rear tire and swooping bodywork, there is no doubt Suzuki has come up with their own unique version of what a power cruiser should be.

Taking the stage, Suzuki’s PR Manager, Mr. Glen Hanson, quickly lets us know how thrilled he and everyone at Suzuki are with the new M109R. Certain press launches seem to have more buzz about them than others, and with the new bike being just that, a new bike, not a warmed over existing product, the enthusiasm for it really showed.

Suzuki wanted to build the most powerful cruiser, and the message was very clear on who the bike would be aimed at. With models in their extensive range already that cater to the dedicated touring guys, they wanted a machine that would tickle the taste buds of experienced riders, and not just riders from the cruiser world. As a company that is so heavily linked to racing and high performance, Suzuki decided to use some of their own championship winning road racing technology to also attract the experienced sport bike rider looking for a different experience: Mature riders who aren’t willing to sacrifice performance, or compromise too heavily in the handling and braking department.

Watching a video of the bike in action during the briefing, I found it interesting to note it was edited to soft rock and roll, and featured a mature rider bend swinging at a responsible speed out in the countryside. There was no flashing and banging, or ADD induced video cuts, just a relaxed mini-movie showing the M109R in what Suzuki must consider its natural habitat.

Next day, rolling along the near deserted roads outside of Luckenbach at a swift, but not outrageous pace, the video made perfect sense. The M109R is a big bike, and doesn’t like to be hustled. Weighing close to 700 pounds dry, it is not a city commuter. But, with 3200 rpm up on the digital tachometer, 70mph registering on the analogue speedometer, and an endless horizon to be reeled in with the super light throttle, I was out making my own movie. With the sound track being provided by the largest pair of pistons every made for a production engine firing through a deep, mellow sounding two-into-two exhaust system, it was the perfect score. Set on a stage of barren, rolling hills, peppered with Ashe Juniper bushes and tightly packed Texas Red Oaks, the wild scene was capped by a perfect, cloudless blue sky.

At 1783cc, the new engine is not the largest, but Suzuki is claiming it to be the most powerful V-twin in the world. Producing 127 horsepower at 6,200 rpm, and 118 ft. pounds of torque at 3200 rpm, it has got the Kawasaki Vulcan 2000 and the new Yamaha Roadliner beat by a few that’s for sure. It just doesn’t out torque the Vulcan, although not much does. With the simply massive 112mm pistons blasting up and down their individual 90.5mm strokes, the engine will rev till to 7400 rpm before the limiter shuts things down. Maximum power is quoted at 6,200 rpm, but the bike still keeps pulling solidly till 7000 rpm if you need.

During our test I heard one journalist from a well-known glossy publication complaining about the bike’s bland power delivery, but I disagree. The compact engine is the jewel in the M109R’s crown, and mt esteemed colleague is mistaking smooth, for bland. Producing power anywhere in the range, there is never a second’s hesitation when you twist the throttle, and the bike pulls from just a few rpm off idle with absolute authority all the way to red line. If you crack open the throttle hard with the big pistons thumping at four grand there is a more feral growl, and you feel a deep, mellow vibration in your gut as you hurtle forward at an extremely rapid pace. Then, rolling off from higher rpm as you shift down through the gears gives the most wonderful sound from the pipes as the engine slowing rapidly. Great stuff. Talking with engine engineer Yutaki Nitta, the pulsation I felt from the engine is a deliberate move to give the M109R character, and after three years developing the new engine, Mr. Nitta had the broadest smile on his face as I extolled the virtues of his baby to him later in the day.

Of course this smooth, seamless vat of power, is greatly aided by Suzuki’s sport bike derived fuel injection. This complex set up kicks off with the ISC (idle speed control) valve system that adjusts the staring idle to compensate for hot or cold engine and outside temperatures. Two single barrel throttle bodies get the fuel and air into the cylinders and feature dual throttle valves. With the system controlled by a power ECM that uses a 32-bit processor it is little wonder the fueling is so perfect on this bike.

Spent gases pass through a catalytic converter, and the 2-into-1-into-2 exhaust system is also equipped with Suzuki’s own version of the power valve, called SET (Suzuki Exhaust Tuning). This is said to improve combustion at the low end of the rpm range, and seems to be doing its job just fine. Producing a good hearty throb, it makes me wonder how the OEMs get these cruisers to sound so throaty, yet still pass noise regulations. You known they are legal so no complaints, as the accompanying sound is music to ears.

Differing from other cruisers under the Boulevard banner, the M109R uses a 54-degree layout for its V-twin, not the normal 45-degrees. Sharing few parts with previous models, if I understood him correctly, Mr. Nitto explained these common parts are just nuts, bolts and fasteners. It is water-cooled; uses four valves per cylinder, and, in the interest of keeping the motor as compact as possible, uses a unique twin cam chain system. Driving a smaller intermediate gear just above the crankshaft, a second cam chain runs up to the cams, which are made from a high-strength cast-iron alloy like Suzuki’s sport bikes. The two stage system eliminates the need to run the camshaft sprockets at half engine speed so the gears can be much smaller, which allows the cylinder head to be shorter and narrower. This more compact engine allows for a shorter wheelbase. Power is then taken to the rear wheel through a five-speed transmission and shaft drive. I wasn’t sure if shaft drive made sense on a power cruiser at first, but once in the saddle I quickly forgot about it, as the handling of the bike is not upset unnecessarily because of it.

Starting our ride in Austin, my first few miles in the saddle of the M109R were something of a culture shock. With the last three bikes I have tested all being sport bikes at the track, the riding position initially felt alien. I had trouble finding the foot pegs that seem to be positioned way out front in the atmosphere, and the bars felt too high and wide. Thankfully, the bike has been designed to lift easily off the side stand, and coupled with a low 27.8-inch seat height was easy to maneuvers at slow speed.

As we cleared Austin, and the countryside opened up, I could feel myself almost melting into position, and by lunchtime I was feeling right at home. The seat itself is very broad, and the ergonomics let you sit straight up, so there is no slouching on the tailbone. With my lower spine consisting of cadaver bone and other assorted artificial bits and pieces this is a big plus for me, and scores the M109R big points in the comfort department.

Throttle action is as light as it gets, the cable operated clutch the same, and all of the handlebar controls have a sparse simplicity to them. The front brake lever is six-way adjustable, although the clutch is not and it requires a big reach to pull it. The back brake pedal was a little awkward to use also, as I couldn’t bend my ankle enough to push it all the way down, although some minor adjustment would have it fixed in minutes if we had time.

While the front brakes themselves come with a very impressive resume, boasting radial mount Tokico four piston calipers, grabbing a pair of 310mm floating discs. In reality they were a tad disappointing, lacking the initial bite of the Roadliner set up we tested in Oregon a few months back, and not feeling quite as strong. Riding in a large group I didn’t initially get a lot of chance to put them to test, but what I did notice was as the day wore on, with a few hard stops under their belt, they really started to improve. Talking with Suzuki’s Garrett Kai, I learned our test mules were very low mileage machines. As the pads settle in the brakes should improve.

Attaching to a custom looking cast aluminum-alloy wheel, that rolls in between a set of 46mm inverted forks, the front end of the M109R looks like it means serious business. The front tire is an aggressive sport sized, 130/17-18 and accompanied by the wide handlebars blesses the big Suzuki with super light steering. With a 67.3-inch wheelbase, a rake and trail set at 31.25 degrees and 124mm, I wouldn’t have expected such quick steering. Also, extremely solid at speed, I was on the north side of 120mph at one point when I needed to quickly lose 30 mph for a high-speed left. Rolling off and scrubbing a little speed with the brakes, the M109R simply railed through the turn with the lightest inputs at the bars, not one hint of wobble or weave.

At lower speeds, the 240 section tires does make itself felt, with decidedly more effort needed for maneuvering, but using the old "turn for the photographer" test, certainly showed the bike is also extremely manageable if needed. Able to be slowed to a crawl, and then turned on full lock, this situation repeatedly simulates parking lot manners, and the M109R gets a good grade on this scorecard.

Stopping and starting soon makes it known the exhaust pipes poke out far enough to hit your right leg. Thankfully the heat shields do an excellent job and no heat is transferred to your leg. The chrome shields also look first class, and if there is an un-chromed pipe hiding in there, unlike some other bikes tested, it is certainly not showing. Looking closer, the attention to detail paid on the big Suzuki is excellent. No unsightly wires or hoses visible and neat flush mount allen bolts on a lot of the bodywork. The large 5.2-gallon gas tank has top quality paint, as do the fenders and side panels, and the chrome engine cases look the business.

There are a number of plastic parts, but you have to start tapping things to find them, and from a pace or two away you would never notice. Hiding the two spark plugs that live in each cylinder, the covers are actually chromed plastic. Adding to the tidy overall look, they compliment the cylinder fins, air cleaner cover and cases.

Looking suitably mean and futuristic, and being able to back up its looks with a monster motor and a decent handling package, the Suzuki M109R is a formidable new competitor in the cruiser arena. Setting its intentions as a "power cruiser" it is still all-day comfortable, and able to cover plenty of distance between fuel stops. The bike comes in three-color choices, and is available in limited quantities at your local dealer for $12,399.
 

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Love it :bigthumbsup:
 
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