Endurance test Suzuki M 1800 R

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Endurance test Suzuki M 1800 R
Photo: Bilski

Endurance test Suzuki M 1800 R

Endurance test Suzuki M 1800 R

Endurance test Suzuki M 1800 R

Endurance test Suzuki M 1800 R

21 pictures

Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
Say

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To be seen live for the first time in Birmingham: Suzuki’s fat cruiser M 1800 R.

Endurance test Suzuki M 1800 R
Suzuki

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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
Say

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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
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Endurance test Suzuki M 1800 R
Artist

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Presentation in Milan.

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counselor

technology & future

Endurance test Suzuki M 1800 R

Endurance test final balance Suzuki M 1800 R
Conclusion after 50,000 kilometers

The mix is ​​what makes the 1800 Intruder: martial design and archaic driving characteristics. The large-volume V2 is powerful, easy to turn and has a short stroke. But also durable?

Thomas Schmieder

08/16/2009

When scales groan: the 1783 cm3 V2 heart of the Suzuki Intruder M 1800 R weighs a whopping 112 kilograms – freshly operated after the endurance test over 50,000 kilometers. The crankshaft alone, including the connecting rod, weighs 21.7 kilograms. The spirit of an engine is full of modern technology: a total of four throttle valves, spark plugs and camshafts each. The 54-degree V-Two boasts the largest pistons in series motorcycle construction. They measure 112 millimeters and, according to the factory, lift 125 hp and 160 Newton meters. A real announcement. But the engine is also built to last?

The 1800 was put into service on September 25, 2006. After 13,309 kilometers it lost one of the two oil drain plugs on the motorway. The result: an avoidable breakdown including towing. But the external assessment of the engine did not reveal any consequential damage. At least not at first. After 32,280 kilometers the clutch no longer disengaged and it was impossible to continue. Breakdown number two – again a case for the workshop. The diagnosis? Only the central nut on the clutch basket was vibrated. According to Suzuki’s recommendation, it was tightened again with a higher torque, additionally glued, and it was good. Many moons and miles later (km 41299) the clutch failed again. A penny item, the tinny retaining strap of the cable on the engine was broken. Small cause, big effect. Breakdown with standstill number three. Which Suzuki handled again as a guarantee case.

In general, the power transmission of the seven-hundredweight battleship was always good for a surprise. The V-Zwo takes on the throttle hard and ultra-direct, and the 1800 makes a violent leap forward from overrun. Entry in the logbook: “This turns the cart into a springbok.” Even starting up is tedious because the clutch grips with a jerk and is difficult to dose. Perhaps the fact that it is the only Suzuki clutch that rotates at crankshaft speed plays a role. “The transmission can only be shifted from first to second gear when there is a lot of noise, and the first one also cracks quite hard when it is engaged,” noted editor Ralf Schneider. Speaking of background noise: In and of itself, the Sumo Suzi offers a great sound experience. Its deep hum, which comes from the bottom of the engine room, is reminiscent of a paddle steamer. In addition, there is a rhythmic snorkeling from the airbox and a bassy rumble from the two rear silencers stacked on top of each other. Honestly wonderful. But after a good 40,000 kilometers there were disturbing noises: “Knocking, rattling and hammering”, as it was called in the logbook.

The piston seizure sends its regards

All harbingers of the drastic damage number four: after 44,697 kilometers a piston seizure in the front cylinder. So in September 2008 the thick V2 had to be dismantled and overhauled. It cannot be ruled out that the ruined coating on the raceways is related to breakdown number one. The 1800 has semi-dry sump lubrication. The engine oil is pumped from the crankshaft housing into the gearbox that serves as a reservoir. According to this, the vibrated oil drain screw on the gearbox could have caused the collector pump to pump all the engine oil into the leaky gearbox housing. With a corresponding effect for lubrication and cooling of the motor (“heat eater”). Checking the correct oil level is a science in itself: To measure, the engine should idle for a quarter of an hour (!) With the machine standing upright. Then three minutes and hang up the dipstick. According to reader reports, even Suzuki mechanics find it difficult to read the oil level correctly.
The endurance test 1800s nothing was spared. Or better: their drivers. In mid-October 2008, MOTORRAD graphics boss Jorg Rettenmayr had to brake on a winding uphill stretch. Namely in an inclined position, which suddenly led to the accident of the seven hundred pound heavy cruiser. At 50 things, the front wheel collapsed suddenly, and the Trudi crashed into oncoming traffic.

Jorg damage balance: double collarbone fracture, six ribs with multiple fractures, two weeks in hospital. Intruder: Dent in the tank, square meters of broken plastic, lots of destroyed small parts (levers, notches, indicators), frame, fork and front wheel shattered. According to the appraisal, an economic total loss. Give up, now, so close to your destination, the 50,000 kilometers already in sight? No, after consultation with Suzuki, the power cruiser was rebuilt. The 1800s couldn’t help the accident. Or does it? After all, even an old fox like Harry Humke, managing editor at MOTOR-RAD, reported how Trude “suddenly overbraked early when braking hard on a dry, cold road.” Long (upside-down) fork, sitting position far away from the front wheel and poorly adhering Dunlop tires leave little feeling for the powerful four-piston stoppers. The first endurance test of the 1800s crashed in the spring of 2006 during a similar braking maneuver. ABS should be here, as soon as possible. Suzuki sees it differently, see statement.

Tires, costs and other incidents


Endurance test Suzuki M 1800 R


Artist

Signal on green for the over cruiser? The endurance test result is ambiguous.

The exclusive tires of the over cruiser are to be seen critically: In the unconventional dimensions 130/70 R 18 and 240/40 R 18 there are unfortunately no alternatives to the originally mounted Dunlop Sportmax D 221 (front with special code “FA”). It’s not only wide, but dangerous when wet: “Almost inaccessible in the rain,” says Ulrich Baumann, an experienced frequent driver and ex-MOTORCYCLE man. Even with a careful turn of the throttle, the rear wheel stands transversely, even in a very gentle incline there is a risk of nasty slides. Suzuki does not prescribe any tire types. But the 70s cross-section plus speed index V for over 210 km / h, for example, does not have to offer the more adhesive Metzeler ME 880 tire. The only way out that several MOTORRAD readers have taken: register the ME 880 with a sample report and individual TuV approval – at the front as 130/60 VR 18 and at the rear as 260/40 VR 18. Despite the even wider tail slack, the driving behavior benefits from it, in particular the wet grip. With regard to driving characteristics and accessories, see the interim endurance test over 30777 kilometers (MOTORRAD 24/2007).

And what else was there? Once the license plate flew away after vibration cracks; it should be reinforced before assembly because of the two-point attachment. The headlight flasher switch failed several times for a short time, and sometimes the engine only picked up gas with a sparkle after a cold start in cold weather. The defective horn had to be replaced after 45,312 kilometers. A pure precautionary measure was the replacement of the fuel line after 18,464 kilometers as part of an official recall controlled by the KBA. According to the importer, the first version of the component could have been susceptible to leakage. Potential used buyers should therefore pay attention to a completed conversion campaign. In the end, the complete dismantling of the engine, gearbox and chassis after a good 50,000 kilometers resulted in hardly any negative surprises, see the status report on page 45. Exception: A shift fork shows heavy wear marks; The rear brake disc is also worn, a testament to the frequently practiced aft braking: effective and less treacherous than the front.

On the subject of money: the Trude cost 13,120 euros in September 2006. 50,000 kilometers later it had lost 6320 euros in value (48.2 percent). About the equivalent of a Gladius 650. Overall, the 1800 is not cheap fun: 6.7 liters average consumption, short 6000 maintenance intervals (inspection costs between 164 and 388 euros) and high spare parts prices (air filters at 65 euros) tear deep holes in the wallet. Including fuel, tires, depreciation and service, the 1800 comes to an immense 33 cents per kilometer. The bottom line is that the fat Suzuki only lands 22nd out of 23 in the endurance test ranking over 50,000 kilometers. But the letters from MOTORRAD readers and the forum www.m1800r.de show that other Intruder drivers were more lucky.

When scales groan: the 1783 cm3 V2 heart of the Suzuki Intruder M 1800 R weighs a whopping 112 kilograms – freshly operated after the endurance test over 50,000 kilometers. The crankshaft alone, including the connecting rod, weighs 21.7 kilograms. The spirit of an engine is full of modern technology: a total of four throttle valves, spark plugs and camshafts each. The 54-degree V-Two boasts the largest pistons in series motorcycle construction. They measure 112 millimeters and, according to the factory, lift 125 hp and 160 Newton meters. A real announcement. But the engine is also built to last?
The 1800 was put into service on September 25, 2006. After 13,309 kilometers on the autobahn, it lost one of the two oil drain plugs (see information box on page 47). The result: an avoidable breakdown including towing. But the external assessment of the engine did not reveal any consequential damage. At least not at first. After 32,280 kilometers the clutch no longer disengaged and it was impossible to continue. Breakdown number two – again a case for the workshop.
The diagnosis? Only the central nut on the clutch basket was vibrated. According to Suzuki’s recommendation, it was tightened again with a higher torque, additionally glued, and it was good. Many moons and miles later (km 41299) the clutch failed again. A penny item, the tinny retaining strap of the cable on the engine was broken. Small cause, big effect. Breakdown with standstill number three. Which Suzuki handled again as a guarantee case.
In general, the power transmission of the seven-hundredweight battleship was always good for a surprise. The V-Zwo takes on the throttle hard and ultra-direct, and the 1800 makes a violent leap forward from overrun. Entry in the logbook: “This turns the cart into a springbok.” Even starting up is tedious because the clutch grips with a jerk and is difficult to dose. Perhaps the fact that it is the only Suzuki clutch that rotates at crankshaft speed plays a role. “The transmission can only be shifted from first to second gear when there is a lot of noise, and the first one also cracks quite hard when it is engaged,” noted editor Ralf Schneider.
Speaking of background noise: In and of itself, the Sumo Suzi offers a great sound experience. Its deep hum, which comes from the bottom of the engine room, is reminiscent of a paddle steamer. In addition, there is a rhythmic snorkeling from the airbox and a bassy rumble from the two rear silencers stacked on top of each other. Honestly wonderful. But after a good 40,000 kilometers there were disturbing noises: “Knocking, rattling and hammering”, as it was called in the logbook.
All harbingers of the drastic damage number four: after 44,697 kilometers a piston seizure in the front cylinder. So in September 2008 the thick V2 had to be dismantled and overhauled. It cannot be ruled out that the ruined coating on the raceways is related to breakdown number one. The 1800 has semi-dry sump lubrication. The engine oil is pumped from the crankshaft housing into the gearbox that serves as a reservoir. According to this, the vibrated oil drain screw on the gearbox could have caused the collector pump to pump all the engine oil into the leaky gearbox housing. With a corresponding effect for lubrication and cooling of the motor (“heat eater”).
Checking the correct oil level is a science in itself: To measure, the engine should idle for a quarter of an hour (!) With the machine standing upright. Then three minutes and hang up the dipstick. According to reader reports, even Suzuki mechanics find it difficult to read the oil level correctly.
The endurance test 1800s nothing was spared. Or better: their drivers. In mid-October 2008, MOTORRAD graphics boss Jorg Rettenmayr had to brake on a winding uphill stretch. Namely in an inclined position, which suddenly led to the accident of the seven hundred pound heavy cruiser. At 50 things, the front wheel collapsed suddenly, and the Trudi crashed into oncoming traffic.
Jorg damage balance: double collarbone fracture, six ribs with multiple fractures, two weeks in hospital. Intruder: Dent in the tank, square meters of broken plastic, lots of destroyed small parts (levers, notches, indicators), frame, fork and front wheel shattered. According to the appraisal, an economic total loss. Give up, now, so close to your destination, the 50,000 kilometers already in sight? No, after consultation with Suzuki, the power cruiser was rebuilt. The 1800s couldn’t help the accident.
Or does it? After all, even an old fox like Harry Humke, managing editor at MOTOR-RAD, reported how Trude “suddenly overbraked early when braking hard on a dry, cold road.” Long (upside-down) fork, sitting position far away from the front wheel and poorly adhering Dunlop tires leave little feeling for the powerful four-piston stoppers. The first endurance test of the 1800s crashed in the spring of 2006 during a similar braking maneuver. ABS should be here, as soon as possible. Suzuki sees it differently, see statement.
The exclusive tires of the over cruiser are to be seen critically: In the unconventional dimensions 130/70 R 18 and 240/40 R 18 there are unfortunately no alternatives to the originally mounted Dunlop Sportmax D 221 (front with special code “FA”). It’s not only wide, but dangerous when wet: “Almost inaccessible in the rain,” says Ulrich Baumann, an experienced frequent driver and ex-MOTORCYCLE man. Even with a careful turn of the throttle, the rear wheel stands transversely, even in a very gentle incline there is a risk of nasty slides.
Suzuki does not prescribe any tire types. But the 70s cross-section plus speed index V for over 210 km / h, for example, does not have to offer the more adhesive Metzeler ME 880 tire. The only way out that several MOTORRAD readers have taken: register the ME 880 with a sample report and individual TuV approval – at the front as 130/60 VR 18 and at the rear as 260/40 VR 18. Despite the even wider tail slack, the driving behavior benefits from it, in particular the wet grip. With regard to driving characteristics and accessories, see the interim endurance test over 30777 kilometers (MOTORRAD 24/2007).
And what else was there? Once the license plate flew away after vibration cracks; it should be reinforced before assembly because of the two-point attachment. The headlight flasher switch failed several times for a short time, and sometimes the engine only picked up gas with a sparkle after a cold start in cold weather. The defective horn had to be replaced after 45,312 kilometers. A pure precautionary measure was the replacement of the fuel line after 18,464 kilometers as part of an official recall controlled by the KBA. According to the importer, the first version of the component could have been susceptible to leakage. Potential used buyers should therefore pay attention to a completed conversion campaign.
In the end, the complete dismantling of the engine, gearbox and chassis after a good 50,000 kilometers resulted in hardly any negative surprises, see the status report on page 45. Exception: A shift fork shows heavy wear marks; The rear brake disc is also worn, a testament to the frequently practiced aft braking: effective and less treacherous than the front.
On the subject of money: the Trude cost 13,120 euros in September 2006. 50,000 kilometers later it had lost 6320 euros in value (48.2 percent). About the equivalent of a Gladius 650. All in all, the 1800 is not cheap fun: 6.7 liters average consumption, short 6000 maintenance intervals (inspection costs between 164 and 388 euros) and high replacement part prices (air filters at 65 euros) tear deep holes in the wallet. Fuel, tires, loss of value and service including the 1800 comes to an immense 33 cents per kilometer.
The bottom line is that the fat Suzuki only lands 22nd out of 23 in the endurance test ranking over 50,000 kilometers. But the letters from MOTORRAD readers and the forum www.m1800r.de show that other Intruder drivers were more lucky.

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