Suzuki M 1800 R Intruder

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Suzuki M 1800 R Intruder
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Suzuki M 1800 R Intruder

Endurance test interim balance

Cast off for a long-term trip with the Über-Cruiser, which has the thickest pistons in series motorcycle construction. Does that fit in the long run, when power meets serenity?

A.One and a half kilometers are enough. At the latest then you succumb to the charm of this V2. Guaranteed. Especially its inimitable sound. “Bollert mighty” is a cautious entry in the logbook, “Sound just awesome” is more euphoric elsewhere. The sound experience of the short stroke has lost none of its appeal after 30,777 kilometers.

When idling, you think you’re a captain on the bridge of a paddle steamer. Deep down in the hull, a powerful marine diesel engine takes on infinite momentum … In fact, this is where the largest production motorcycle pistons whiz up and down. How it hums and pumps, pulsates and rotates. A beat that electrifies. When carefully maneuvering out of the editorial underground car park, the alarm system of an Audi A8 goes off, just because this heavy cruiser is setting sail. It sounds gurgling and rumbling from the two-in-one-in-two exhaust system. In addition, there is an inspiring babble in push mode. Simply unbeatable as an overall composition.

But the pleasure with the M 1800 R did not last very long at first: The first endurance test machine went down after a few months and 10610 kilometers with a violent impact, see below. In September 2006, the red sister ship was launched for the 50,000 test. Now we have driving experiences of the third kind. There is something. The bum plunged into the fat, fat saddle, the legs stretched out to the far forward pegs. And then the handlebar encircles the horizontal bar. This sits on ultra-high risers, is kinked at the ends and tapers in the process. Simply different. A sitting position somewhere between the executive chair and the “cool stool” (MOTORRAD fleet manager Rainer Froberg).

Steam machine


Artist, Suzuki

Power meets serenity: the Suzuki M 1800 R Intruder.

It’s wonderful how panoramic the landscape spreads out in front of you. It can stay that way. For hours. And yet one and a half kilometers can be enough: “The Über-Intruder is cruel in the city!” One driver puts it in a nutshell. Right. Extremely heavy (seven hundredweight!), Long, unwieldy, cumbersome when maneuvering, tricky when turning.

The 1800 is about as agile in urban waterways as the Queen Mary II when maneuvering in the Hamburg harbor basin. To make matters worse, the load runs after every little bump. The Intruder drifts dramatically from the course it has taken on longitudinal grooves or channels, such as very discreetly indicated truck tracks. The mega-fat 240 tail flap that Suzuki is so proud of is visually impressive. But the driving behavior is sensitive. “Dangerous self-steering behavior” is written in the logbook. Like an echo sounder, the Intruder finds even the smallest shoals in the asphalt. You can even experience your own home route, traveled hundreds of times, on board the 1800s in a completely different way. The Suzuki stays on target even on perfectly level surfaces. In contrast, as the 54-degree V2 shows.

Even though the crankshaft must rotate at least 3000 times per minute in the upper gears if it is to move forward smoothly. But from medium speeds of up to 7500 rpm, the flat iron storms away like a torpedo that has been shot down. A turning moment of a special kind. The input measurement with 115 HP and 139 Newton meters was well below the factory specifications of 125 HP and 160 Nm. The first endurance test specimen still pressed 121 hp and 148 Newton meters at the time. Nevertheless, the punch of this lively V-Zwos massages the soul.

Abnormalities and defects


Artist, Suzuki

The Suzuki M 1800 R Intruder has a digital tachometer above the handlebar and the speedometer on the tank.

Whereby the vibrations remain absolutely bearable. “If only this ingenious engine were to be found in a different type of motorcycle,” says editor Peter Mayer. The V2 shines so far with great reliability. He was spared from serious accidents, even survived the delicate moment when the oil drain plug vibrated out at full speed. A mini-leak, from which cooling water dripped, quickly resealed the tightening of the hose clamps; with the first test copy, even larger floods poured out. Another noticeable feature: After a cold start, the V2 sometimes only accepts miserable gas for the first few meters. Despite double throttle valves and intelligently controlled double ignition. For frequent drivers, the outdated 6000 maintenance intervals are a nuisance. At least the inspection costs, between 164 and 388 euros, have so far been within acceptable limits. The 24000 series alone, where the valves have to be adjusted, came in really expensive at 560 euros.

This is because the four overhead camshafts have to be removed, which means a lot of effort. But at a purchase price of 13,535 euros, shipowners of the 1800s should have change anyway. The anti-hopping clutch operated by a cable is a case in itself: stiff and bad because it can be “digitally” controlled ?? on or off. When accelerating hard, it grabs and tends to separate worse with increasing mileage. But the clutch linings didn’t have to be replaced yet. First gear engages with a crash. The gear changes also become increasingly rougher and louder over time. Just like the sounds of ?? according to Suzuki ?? Flap installed in the exhaust “to increase torque”. Rather, it probably helps to comply with the noise regulations. The injection nozzles atomized 2051 liters of gasoline over a distance of 30777 kilometers; makes an average of 6.66 liters per hundred kilometers. Not a little. Mass, displacement, power and lousy drag coefficient of the supertanker just take a toll.

Driving behavior


Artist, Suzuki

The power trude needs an experienced pilot.

In terms of figures, the 19.5 liter tank allows a range of 293 kilometers. In fact, only the hard-core dare to ignore the reserve indicator that lights up too early for a long time; Most drivers roll to the gas pump when there are still several liters in the steel tank. Many trips with the Power-Trude led to the far north, straight across the autobahn. It works quite well there.

Continuous pace »140 to 160«, the speedometer rushes far ahead, you can easily stand it. The low seating position and the rev counter above the handlebars offer smaller pilots some protection from the wind. Of course, it takes strength to tile over the railway with more than 200 things. But the Sumo-Suzi is surprisingly stable even at Vmax 215. At least on a level surface. Length runs! A lot of experience is required on narrow, winding roads. And sensitivity. Because direct, greedy throttle response as well as hard use of power from the push drive make it just as difficult to keep the swaying damper on the desired course as armed load change and strong cardan reactions. In any case, neutral driving behavior is different.

The Mega-Trude is clearly out of place on mountain roads with tight turns. There it becomes wobbly, slight twitching on the handlebars leads to tangible peaks in the line due to the long lever arm. Experiencing wheelbarrows in the garden might help. The 1800s preferred wide arches that should be rushed through in one go while pulling. On fast passages you have to use a lot of force to persuade the colossus to change direction. He ignores half-hearted steering commands: “At full speed, the sheer mass pushes wherever it wants,” comments tester Mini Koch. His conclusion: “Extremely dangerous stand-up moment in curves, there is a risk of collisions with oncoming traffic!” A case for experienced captains. Those who predict the course and initiate necessary corrections with determination. And don’t let yourself be irritated by the early footrests and the ugly grinding noises.

Driving behavior in wet conditions


Artist, Suzuki

A big ship on a long journey: the Suzuki M1800 R Intruder.

Then there is still a lot of air under the keel. But be careful, the outriggers of the pegs and the lower bend to the right put on hard. In view of the massive execution? the manifold is thickly veneered? No sanding through yet, but the components yield less than any reef, so be careful. It can be even worse. “Driving fun depends on the weather,” says not only PS editor Manuel Fuchs, who piloted the battleship to the far north. When it is wet you poke around the area without feeling or grip. “You don’t drive on a wet road,” remarks a colleague, “you are driven.” Another chimes in the same direction: “Great thing! When dry. But it’s really not funny when it rains. ”Because it’s difficult to find out from which list the Dunlop tires don’t feel like anymore. In wet conditions, the rear roller spins with gentle throttle commands.

The stern quickly stands across, sweat on your forehead. Unpleasant aha experiences. “A traction control would be necessary,” it says in the logbook. The Dunlops themselves telepathically find invisible strips of bitumen. At least they last a long time; an average of 12,000 kilometers in the back and 15,000 kilometers in front. Still: better grip. And more comfort: while the up-side-down fork does a good job, the lever-linked spring strut is completely overwhelmed. It responds poorly and transmits short, hard impacts almost unfiltered into the backbone. Furthermore, once it has been compressed, it pops out much too quickly, the rebound damping is weak. The back wheel takes off, like when riding a rodeo. Well, big pots like a more cautious pace. Even the strong.

Driver opinions

Rolf Henniges, test editor
Anyone who has always wanted to be a captain on inland waterways but does not have a license for a cargo ship can buy the feeling as a motorcyclist: Driving the M 1800 R is similar. Sure, the Trude is faster, slightly more dynamic and brakes more effectively. And she only stays on land. But that’s about it. The Intruder is a pot. Difficult to turn and maneuver. I don’t care that the short-stroke engine turns faster than all of its comparable cruiser colleagues.

Rainer Froberg, fleet manager
The fat Trude should just have been driven. Your engine pulls through violently, always has a lot of pressure and even turns freely upwards. You can do anything with it: low-speed strolling or 200 km / h on the track. The engine experience is absolutely unique. The sound too. And the sitting position too: I can easily endure ten hours at a time on the M 1800 R. The downward curved handlebar, the wide seat and the forward footrests ?? that fits perfectly for my 1.83 meters.

Gert Thole, test chief
On Fuerteventura I had the pleasure of driving the M 1800 at the presentation. The sound, the engine, which not only pounds, but can also turn almost sportily, plus wonderful, flat roads, lots of space to run, a fantastic environment. There you actually didn’t need a chassis, just this great engine. That’s exactly where it belongs. Here in Stuttgart the world looks a little different. Here she hops gruesome over poorly repaired streets. I want to go back to Fuerte ?? with the Trude.

tires

It wears the fatest wide tires, the M 1800 R. A 130/70 R18 63V rotates at the front, a 240/40 R18 79V at the rear. Unfortunately, there are no alternatives to the standard Dunlop pair Sportmax D 221 (in front as »FA«), which is overwhelmed in wet conditions. At Bridgestone, Metzeler, Michelin, there is no news everywhere. It’s both annoying and annoying. And maybe not without danger. For example, the proven Metzeler Marathon ME 880 thick ship tire is not available for the 1800 as a front tire with the prescribed 70 mm cross-section and at the same time a speed index V for over 210 km / h.

Suzuki maneuvered himself into a tire trap. Resourceful drivers know a way out: the Metzeler can be registered with a sample report and individual TÜV approval. At the front as a 130/60 VR 18, at the rear even as a mighty 260 mm roller. But, as an 1800 owner assured, it would offer better grip in wet conditions. It also rolls better in bends because it spans the 8.5-inch rim, which is almost narrow for this dimension. Which one way or another stays nice and clean thanks to the cardan shaft.

Noticeable


Artist, Suzuki

Ready to go? MOTORRAD examined the battleship beforehand.

The oil level check is extremely cumbersome. No porthole from sight glass, just a dipstick is on board. For the measurement, the engine should run for a quarter of an hour (!) In idle with the machine standing vertically. Then wait three minutes and put on the dipstick … Who exactly does that? A special feature in the cruiser segment: upside-down fork and brakes that are almost too snappy.

Feist: the bar from handlebar that rests on ultra-high risers. This is pulled down at the ends and tapers in the process. The tachometer above the handlebar is digital and difficult to read; better the unadorned speedometer on the 19.5 liter tank. Annoying: the tank cap that is not left on the vehicle.

Defects

It is not that the fat super-Suzi has drawn attention to herself through major unreliability. On the contrary, she reeled her 30,777 kilometers almost unobtrusively. But only almost. Because by a hair’s breadth, the second endurance test machine also missed the sinking. After 13,309 kilometers the oil drain plug fell out without notice ?? immediately after the late 12000 inspection. So probably a simple service error. Which luckily had no major impact. Because the driver noticed the oil loss on the autobahn due to the flickering oil pressure lamp just in time before a film of lubricant on the rear tire could cause worse. So far, neither increased mechanical noises nor increased oil consumption indicate any technical consequential damage caused by the complete loss of oil. Lucky.

After 26075 kilometers, colleague Werner Enzmann was amazed. The license plate fell by the wayside somewhere between Regensburg and Stuttgart. Vibrated and lost. A consequence of the vibrations of the powerful engine, which normally do not seem so present when driving. The replacement of the flawless gasoline line at 18464 mileage went to the account of “playing it safe”. According to the importer, the first version could have been susceptible to leaks. Then after this recall action it must be again: “Ship ready to sail.” Occasional “spurting” after a cold start at low temperatures remained without exact results: Sometimes the V2 only took on the gas miserably and with delay, went off once and let itself in do not restart immediately again.

equipment

So far, the range of accessories for the power cruiser has been very manageable. It is praiseworthy that Suzuki itself has a decent offer ready.


Artist, Suzuki

The Wilbers shock absorber (left) is better damped.

suspension
The Wilbers shock absorber for 429 euros is a bit more responsive and better damped. In addition, for an extra 199 euros it offers the advantage of a hydraulic, easily accessible spring preload as a “remote control”. The standard fork springs do a good job. The springs from Wilbers can do a little better for 99 euros. They slightly improve the feeling for the front wheel and also make braking more transparent.

Sissy bar
So that the sissy doesn’t fall off. A possible help indeed, given the passenger pegs that are far forward. Cost at the Suzuki dealer: 266.65 euros.

Windshield
Okay, you can argue about the optics. So what? The Suzuki windshield is convincing in terms of its utility. It significantly relieves the pressure of the wind, thus enabling really high continuous pace. And that without deafening volume or annoying turbulence. However, the upper edge is a little irritating in the field of vision for small drivers. Recommended retail price at a Suzuki dealer including attachments: 361.65 euros.

The accident


Artist, Suzuki

The accident could possibly have been prevented with ABS.

The first, silver endurance test machine was shipwrecked after 10,610 kilometers. First overbrake, then shattered. An avoidable driving mistake? Yes and no. Because the vehemence with which the radially screwed four-piston fixed calipers bite can really be surprisingly tricky. You don’t expect that from a cruiser. Even in view of the heavy driving performance of the 1800s, there can only be one sensible remedy: ABS is needed. And as soon as possible.

The motor

Huge technology: water cooling, four overhead camshafts and just as many valves per cylinder, operated directly by bucket tappets. In addition a total of four throttle valves like spark plugs. And above all the most powerful series pistons in motorcycle history. 112 millimeters in diameter! In the Suzuki M 1800 R, 1783 cm3 are distributed over two cylinders, which means an individual displacement of almost 900 cm3. In contrast to all other cruisers, the 125 hp Intruder has a very short-stroke design: its light, aluminum-alloy slipper pistons whiz up and down the huge 112 holes “only” a good nine centimeters.

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