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
Massive 49mm Showa forks combine with a high-tensile double cradle steel frame and a reasonably well controlled rear end to deliver quite impressive handling. That poise and agility is all the more surprising owing to the huge 240mm rear tyre. Such wide rubber almost always leads to slow and ponderous handling but somehow Suzuki found the sweet spot and the C109R rolls from side to side with minimal resistance. In fact, much to my surprise, I managed to use every last one of those 240mm during a delightful strop through the tight bends of Lake Eildon National Park and felt comfortable doing so.
So if the C109R handles that well what was my gripe about the C109R in tight terrain?
It comes back to that huge engine and the enormous 52mm throttle bodies that feed it. Getting on and off the throttle between tight corners was not as enjoyable as it should have been. Even trying to be as smooth as possible with my inputs didn’t seem to help that cause. I resorted to trying to keep a steady throttle and riding the rear brake a little to help control the rpm. The C109R certainly has the grunt to pull out of any corner, so it wasn’t a huge hindrance but it did make exploiting the capable chassis all the more difficult to exploit.
Ground clearance is surprisingly good and if you use some body language to help keep the undercarriage off the deck the C109R can make for a pleasant dance partner through your favourite set of bends.
Get real angry with the C109R and go for a run through the mountains in attack mode alternating between second and third gear and that excellent 400km touring range comes back to a little more than half that. Make those huge pistons slide their 112mm forgings 90.5mm up and down Suzuki’s trademark electrochemically treated bore liners to the tune of 6000rpm, which it does quite happily I must add, and the economy goes from good to bad in an instant.
Helping to slow the momentum of the hefty 357kg C109R is a braking system that links both front and rear retarders together.
Each 290mm disc up front is clamped by three-piston calipers that link to the 275mm disc and two-piston caliper at the rear.
Squeeze the adjustable for reach front brake lever and only two of the three pistons in each front caliper operate.
Depress the rear brake pedal and the rear brake activates and also utilises a single piston in each front caliper for extra stopping power. It’s a good system and barely perceptible in the way it goes about its business.
It’s somewhat surprising that Suzuki have not incorporated ABS into the package. No doubt this was part of an effort to try and keep costs down. At under $19,000 Suzuki is delivering plenty of cruiser for the money in comparison to other machines on the market. Still, ABS would have been nice.
The seat is well padded and long which allows riders of all shapes and sizes to find the right spot for long distance comfort.
Around town generous lock to lock steering makes tight manoeuvring a cinch and the mirrors are brilliant. Suzuki have even done a reasonable job of keeping engine heat away from the rider and even lots of stop-start traffic on hot days won’t roast your thighs.
All in all the C109R is a great package that any cruiser enthusiast would be well advised to check out if in the market for a new mount.
An awesome engine matched to great handling and ergonomics certainly puts the C109R near the top of the cruiser heap, and that’s before the value part of the equation is taken into account. Overall though I do think Yamaha’s Roadliner S is a better package but at a cost, the Yamaha is more than 5 grand more expensive than the Suzuki.
- Engine – 1783cc, liquid cooled, DOHC, 54-degree V-twin/li>
- Bore x Stroke – 112 x 90.5mm
- Compression Ratio – 10.5:1
- Induction – 52mm SDTV fuel injection
- Claimed Power – 114hp @ 5800rpm
- Claimed Torque – 157Nm @ 3200rpm
- Transmission – Five speed, shaft drive
- Seat Height – 705mm
- Dry Weight – 357kg
- Rake/Trail – 32-degrees / 131mm
- L x W x H – 2580 x 985 x 1150mm
- Wheelbase – 1755mm
- Ground Clearance 135mm
- Front Suspension – Inverted telescopic forks
- Rear Suspension – Single shock, preload 7-way adjustable
- Brakes – Radial 3-piston calipers, 290mm discs (F), 275mm disc (R)
- Fuel Capacity – 19 Litres
- Average Consumption on test – 5 litres per 100km
- Range – 380km
- Warranty – Two years
- Price – Expect to pay less than $19,000
