Euro 3 classic: Suzuki Intruder M 1800 R

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Euro 3 classic: Suzuki Intruder M 1800 R

Euro 3 classic: Suzuki Intruder M 1800 R

Euro 3 classic: Suzuki Intruder M 1800 R

Euro 3 classic: Suzuki Intruder M 1800 R

Euro 3 classic: Suzuki Intruder M 1800 R

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Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

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Suzuki Intruder M 1800 R.

Euro 3 classic: Suzuki Intruder M 1800 R

M for macho

The material has become unreasonable with a lot of power: Suzuki Intruder M 1800 R. Instead of missing its ABS, Suzuki prefers to take it out of the program.

The year is 2006. The cruiser market is firmly in American hands, even performance fetishists have been finding the right model for the traffic light duel with the V-Rod since 2001. There is resistance. The M 1800 R rushes out of Suzuki’s halls. Unreasonable material turned into material with a lot of performance. She weighs 350 kilograms. Quite a few of them go on the thick V2 that hangs in its tubular steel frame. The unit of the Suzuki I.ntruder M 1800 R is 1783 cm³ and mobilizes 125 ponies at the top.

The sprint duel was allowed to come, 1710 millimeters wheelbase, fat pushes, flat steering head angle of 58.8 degrees and a caster of 124 millimeters: the Suzuki Intruder M 1800 R was made for straight-ahead racing. In four seconds she tore the 100 mark and dashed forward vehemently. But life is not always straightforward. You already guessed it, there comes a curve. And before that, speed has to be reduced. Which brings us to the most conspicuous problem areas of the Suzuki: Due to the lack of ABS, the sports brake and the very flat steering geometry, the M 1800 R made slow decelerating difficult, low footrests also provided at best for the usual lean angle. Not everyone got along with that. Not even the guys from the MOTORRAD editorial team.

Ideal brake metering is not easy, even for professionals

At least three unplanned departures into the countryside of a dragging kind are on her account. She made an impression with that. Has led to unwanted time-outs that were not booked under vacation. The M legitimately stands for macho. On the one hand, that’s nice. Because: Better to polarize than get lost in the muddle. On the other hand, the Suzuki Intruder M 1800 R has shown how important the issue of safety is in the worst case for big pots like the big Suzuki. In the absence of pressure on the front wheel – even the well-dimensioned upside-down fork could not change that – the ideal brake metering is not easy, even for professionals.

An ABS would be the right solution. This will be mandatory with the Euro 4 standard. Suzuki does without the adaptation, preferring to take the Suzuki Intruder M 1800 R out of the program. The only thing to complain about with an anti-lock device is the lack of freedom from banking. But you could get a grip on them by scratching. So the macho goes overboard.

Technical data Suzuki Intruder M 1800 R


The Suzuki Intruder M 1800 R was made for straight-ahead racing. In four seconds she tore the 100 mark and dashed forward vehemently.

engine:

  • Water-cooled two-cylinder four-stroke 54-degree engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, 2 x Ø 56 mm, regulated catalytic converter with secondary air system, 400 W alternator, 12 V / 18 Ah battery, Mechanically operated multi-disc oil bath clutch, five-speed gearbox, cardan shaft, secondary ratio 2.820.
    Bore x stroke: 112.0 x 90.5 mm
  • Displacement: 1783 cm³
  • Compression ratio: 10.5: 1
  • Rated output: 92.0 kW (125 PS) at 6200 rpm
  • Max. Torque: 160 Nm at 3200 rpm

landing gear:

  • Double loop frame made of steel, upside-down fork, Ø 46 mm, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear, Ø 275 mm, double-piston floating caliper.
  • Cast aluminum wheels: 3.50 x 18; 8.50 x 18
  • Tires: 130/70 R 18; 240/40 R 18

Dimensions + weights:

  • Wheelbase 1710 mm, steering head angle 58.8 degrees, caster 124 mm, spring travel front / rear 130/118 mm, seat height * 700 mm, weight with a full tank * 350 kg, load 215 kg, tank capacity / reserve 19.5 / 4.0 liters.
  • Guarantee: two years
  • Service intervals: 6000 km
  • Price: 14,840 euros
  • Additional costs: 230 euros

* MOTORCYCLE measurements

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