Suzuki C109R Review - Page 1

Suzuki C109R Review - Page 1 - Page 2 - Page 3 By Trevor Hedge Suzuki certainly isn’t the first name that springs to mind when you think of a large capacity v-twin cruiser but the Japanese brand has been quietly going about building a strong range of machinery ranging from 250cc through to the range topping 1783cc M109R. The M109R, Suzuki’s biggest success story so far in the cruiser category, is an avant-garde cruiser with sleek and sporty styling far from traditional. Tooling up to produce an all new 1783cc (that’s 108 cubic inches in the old scale) v-twin only to use it in a single model hardly makes smart business sense. So the second model to receive the powerhouse engine is the C109R. Suzuki have long been renowned for making the best sportsbike engines with their hugely successful GSX-R range. With their engineering experts let loose with instructions to go their hardest on a huge twin the results a re brilliant. Four valves per cylinder, double overhead cams, SCEM cylinders, dual-throttle valve EFI, GSX-R derived porting are just some of the ingredients used in the 54-degree v-twin mill. The major differences between the M109R and C109R engine are an increase in crank inertia to the tune of 15% and the intake camshaft is a little milder to promote even more low and mid-range grunt. The C109R marries that great engine to a much more traditional cruiser look than the aggressively styled M109R. The result is a stunning machine that delivers much more than what the marketing propaganda claims. I have never been one to enjoy long distance riding on cruisers. The upright riding position combines with all too often poor rear suspension which renders interstate rides on Australian roads a vertebrae compacting experience. Our highways are nothing like the smooth concrete paved interstates found in America and thus the ride quality they deliver on home turf is often lost in the translation to Australia. Things have been changing for the better of late though and the C109R is most definitely one of the best in breed when it comes to touring on a cruiser. And despite a rather small looking pillion seat the verdict from my passenger was a two thumbs up for the pillion accommodations. A verdict no doubt helped by suspension that provides much better spring control and resistance to bottoming than most cruiser style machines. With a fantastic touring range approaching 400km from its large 19.5 litre tank the C109R proves a willing partner for big kilometre days. Tall gearing across all five gearbox ratios means that the C109R can reach that national limit in first gear, or just ticks over barely above idle in top gear. A dry sump oiling system ensures no windage drags on the crankshaft, and a pair of spark plugs for each of the two cylinders ensures every molecule of fuel is burned before exiting the balanced slash-cut exhaust pipes. Swinging off that crankshaft are a pair of shot-peened chro-moly steel con-rods and 112mm alloy pistons that Suzuki claim are the largest pistons used in any mass produced petrol engine. Of course all this ‘would you like to upsize your value meal sir’ style approach to going big does have some tradeoffs, although to be fair those areas where the tradeoffs do become apparent are slightly outside the C109R design brief, and that is tight cornering. And it’s not because of the chassis... Continue to page 2

Suzuki C109R Review - Page 1 - Page 2 - Page 3

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