Final balance sheet Suzuki M 1800 R

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Final balance sheet Suzuki M 1800 R

Endurance test final balance Suzuki M 1800 R
Power in the long run?

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

07/16/2009

In this article:

  • Balance after 50,000 kilometers (archive version) – condition
  • Costs and maintenance (archive version)
  • Reading experiences (archive version)
  • Mileage (archive version) – initial and final measurement
  • Engine damage (archive version)
  • Suzuki comments (archive version)

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: “The cart becomes 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 strongly when 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 said 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 guzzlers”). 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 like Trude “suddenly overbrake 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 uber-Cruiser are to be viewed 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 identification “FA”). It’s not only wide, but dangerous when wet: “Almost impassable in the rain”, is the verdict of the experienced frequent driver and ex-MOTORRAD man Ulrich Baumann. 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 tab 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: “The cart becomes 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 strongly when 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 said 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 guzzlers”).
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 like Trude “suddenly overbrake 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 uber-Cruiser are to be viewed 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 identification “FA”). It’s not only wide, but dangerous when wet: “Almost impassable in the rain”, is the verdict of the experienced frequent driver and ex-MOTORRAD man Ulrich Baumann. 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.

Balance after 50,000 kilometers (archive version) – condition

Cylinder head:
Two exhaust valves are slightly leaking, but the compression is okay. Valves, valve guides and valve seats show hardly any signs of wear, as do the camshafts and their bearings.

Cylinder / piston:
Both pistons are in good condition, with a good contact pattern, few deposits and signs of wear. Both cylinders are of the same shape and size, but show some grooves, reinforced on the rear cylinder.

Crank drive:
All of the bearing clearances are still within the tolerance, and the running patterns are also okay. The connecting rod bearing of the rear cylinder, however, shows a strong groove and embedding, caused by foreign particles.

Power transmission:
Only moderate signs of wear on the clutch and gear wheels. A shift fork shows increased wear and tear and severe tarnish marks. Minimal traces of pitting on the ring gear of the cardan drive.

Frame / chassis:
The paintwork, chrome plating and the chassis are in good condition for their mileage. The rear brake disc is worn out.

Costs and maintenance (archive version)

Operating costs over 48,200 kilometers
32.4 liters of oil at 7.69 euros at 249.16 euros
8 oil filters at 11.38 euros each 91.04 euros
4 air filters at 64.99 euros each 259.96 euros
8 spark plugs at 10.39 euros each 83.12 euros
2 sets of front brake pads at 48.81 euros at 97.62 euros
1 set of rear brake pads à 57.13 euros 57.13 euros
Coolant 0.77 euros
Gear oil 4.28 euros
Small parts, lubricants 57.95 euros
Seals 61.30 euros
Inspections and repairs 1909.75 euros
Tires (including assembly, balancing and disposal) 2762.00 euros
Fuel 4556.66 euros

Total cost 10190.74 euros

Acquisition cost 13,120.00 euros
Loss of value 6320.00 euros
Estimated price (dealer selling price) 6800.00 euros
Costs per kilometer (without depreciation) 20.4 cents
Costs per kilometer (with depreciation) 33.0 cents

Maintenance + repair costs
Rear tires renewed (40%), Dunlop D221 11921 km
Hose clamps tightened on cooling system 12,884 km
Oil drain screw lost 13,309 km
Front and rear tires (nail damage) renewed, Dunlop D221 14,300 km
Fuel line renewed (recall) 18,464 km
Front and rear tires renewed, Dunlop D221 23602 km
License plate vibrated 26075 km
Rear tires renewed, Dunlop D221 26 296 km
Front brake pads renewed 30256 km
Front tires renewed, Dunlop D221 30,778 km
Rear tires renewed, Dunlop D221 31 785 km
loose clutch nut tightened, clutch no longer disengaged (guarantee) 32,280 km
Too much clutch play corrects 33166 km
Rear tires renewed, Dunlop D221 40 060 km
Rear brake pads and dull mirrors renewed (guarantee) 40661 km
broken clutch cable holder renewed (guarantee) 41,299 km
Front tires renewed, Dunlop D221 41,526 km
Defective horn repaired 45,312 km
Piston seizure on the front cylinder repaired 44,697 km
Rear tires renewed, Dunlop D221 49019 km

Reading experiences (archive version)

Stefan and Tina Henningsen, Ahrensburg
Good Morning. When the bike was re-launched, our dealer understood how to sell us two of these parts – without a test ride, without a sound check. My wife also rides this bike, we both came from the VL 800. We currently have more than 30,000 and 24,000 kilometers down, are extremely satisfied with the bike, and even rode it to forum meetings in Hungary. There were actually no problems worth mentioning, clutch and clutch basket once, including the Suzuki recalls, that was it. The paint isn’t that sparkling, but we’re still happy with the M 1800 R and will stay true to it for a long time to come.

Harald Neumann, Mainhausen
As an old Kawasaki super sports driver, I switched to an M 1800 R for health reasons. Tension, back pain or knee problems, all yesterday’s news. And that with a height of 183 cm and 95 kg with a disc surgery. The most beautiful are the comfortable seats. We were in Italy in 2008: 1050 kilometers in a row; only stopped once for lunch and refueled three times. At first I was suspicious of the Trude’s handling. 350 kilos, 240 tires, I thought rethinking. Not even close. After a few kilometers and Spessart curves it was clear that the thing was going, hardly a curve that I drove more slowly than with the athletes after I had set the suspension to full hardness. Sometimes I want more ground clearance, but what the heck, touch down and scrape through the curve as long as the tires play along. The only thing I have to complain about is the high price of accessories from Suzuki. And the cumbersome oil level measurement, because rework is required.

Bernd Weigel
Unfortunately, I also had bad luck with my first Intruder, overbraked, front wheel off, total loss. And that after only 600 kilometers. So a new one had to be found. Here are some impressions after about 13,000 km. The engine is a stunner, the sound is outstanding for a standard exhaust. The handiness is still okay despite the 240 mm rear tire. Compared to my previous 1100 drag star, I couldn’t find any disadvantages. On the contrary. The straight-line stability is very good due to the wheelbase. The only shortcoming were the tires from Dunlop, when it rained they were overwhelmed. Every time you accelerate, the machine lurched as if you were driving on soft soap. When the tires had to be changed after approx. 9000 kilometers, Metzeler ME 880 130/60 VR 18 front and 260/40 VR 18 rear were fitted (with TuV certificate). Result: Driving behavior improved enormously. A big plus point is the cardan drive, low-maintenance and reliable! The fuel consumption is okay, on country roads between 5.5 and 6 liters / 100 km. I avoided longer stretches of the motorway (zero fun factor).

Wolfgang Hipauf, Berlin
I’ve been driving my 1800 Trude since 2006, and together we mastered over 27,000 kilometers without any problems. If you take the boom as it is, you can get through the tightest radius of every curve with it, despite the wide slack that you have to push with force. Once you get used to it, it doesn’t bother you anymore, it puts you in a good mood. In every situation, the 1800s has so much pressure and unbridled power that the handlebars serve more as a grab handle than to steer. Only driving in the rain should not be tackled too boldly, the 240 roller then does not always do what you want it to do.

Heiko Kuhn, Chemnitz
“Pacemaker” – Pacemaker is the name of my bike, because that’s what it is: once you sit in the saddle, your heart starts racing. My M 1800 was one of the first, it was converted from the beginning by the company Bikers-Dream-24 Ltd (www.bikers-dream-24.com) into a real custom bike: with airbrush paint, many details for the show, but without sacrificing driving comfort or suitability for everyday use. It is just as suitable for commuting to work in the city as it is for fast motorway travel. The cornering behavior is great despite the conversion to 280 rear tires, the tire can be driven to the edge. But no longer original Dunlops, but Metzeler, which are the much better choice for the bike. I have unwound many beautiful kilometers with the Trude, all of them without defects. Your power and agility are always intoxicating: full of power!

Marcus Szymoniak, Meerbusch
Our website www.m1800r.de brings together interesting information from the experiences of many owners of the M 1800 R. In short, most of the riders are enthusiastic about this motorcycle and its performance / characteristics, but the “Service to the customer” need for improvement on the part of Suzuki. Most of the problems encountered relate to paint problems, especially with the black M 1800 R (very sensitive to scratches). Furthermore, the floaters of the brake disks were often knocked out, they could be moved a few millimeters. Also not uncommon: clutch problems, the motorcycle “jumps” downright. Most of the time, Suzuki puts the customers off (“we hear that for the first time”), until the responsible area manager addresses the problem after often lengthy communication.

Mileage (archive version) – initial and final measurement

Initial measurement after 2263 km

acceleration
0-100 km / h sec 3.9
0-140 km / h sec 6.9
0-200 km / h sec 17.6

Draft
60-100 km / h sec 4.7
100-140 km / h sec 5.0
140-180 km / h sec 7.6

Average fuel consumption over 50,000 km
Fuel (super) l / 100 km 6.7
Motor oil / 1000 km 0.15

Final measurement after 48200 km

acceleration
0-100 km / h sec 3.8
0-140 km / h sec 6.7
0200 km / h sec 17.2

Draft
60-100 km / h sec 4.6
100-140 km / h sec 4.9
140–180 km / h sec 6.5

Average fuel consumption over 50,000 km
Fuel (super) l / 100 km 6.7
Motor oil / 1000 km 0.15

Engine damage (archive version)

There are things that shouldn’t happen. But do it anyway. For example, that in the endurance test 1800, the rear of two oil drain plugs, the one on the gearbox, said goodbye after 13,309 kilometers. Fortunately, our colleague from the editor, Manuel Fuchs, noticed the flickering oil control light immediately and was able to roll out with the engine switched off. What a mishap, see photo above right. Certainly an unfortunate individual case, the fitter had not fully tightened the oil drain plug shortly before during the inspection. After the incident, Suzuki decided to continue the endurance test. And initially the 1800s continued to run flawlessly.

After 44,697 kilometers a piston seizure occurred in the front cylinder. So five months later, a consequential damage of brief driving with too little oil? Suzuki sees it that way, see statement below. After all, there are things that rarely happen, such as major engine damage in modern machines. In any case, the fact is that such a defect has not been reported by any Intruder owner. However, so far only a few have achieved such mileage.

Suzuki comments (archive version)

…the lack of ABS, which could prevent the front wheel from overbraking…

In contrast to the perception of MOTORRAD, customers in the world market and in Germany hardly demand ABS for custom motorcycles. We are guided by the customer’s wishes, as soon as the market (predominantly) demands an ABS, we will offer one. The needs of our customers are absolutely essential for us.

…to problems with the clutch…

On a few motorcycles of the first series, the screw connection of the clutch basket could loosen. This problem was eliminated by increasing the torque of the screw connection.

…to problems with the paint quality complained by MOTORRAD readers, especially with black copies…

We do not have any detailed information about an improved paint quality, but we are very satisfied with the result.

…the loss of the oil drain plug on the long-term test copy…

Such an incident has not occurred with any other vehicle. Unfortunately, the mechanic made an assembly error during the inspection that had taken place shortly before.

…to the scuff marks in the front cylinder…

This clearly indicates that the piston is overheating. The reason for this is the lost oil drain plug. To make it easier to understand: the pistons are cooled by oil that is injected into the pistons from below. If this cooling fails for any reason (lost drain plug), the piston expands significantly in the area of ​​the piston pin, which leads to exactly the seizure marks shown.

…to the noticeable tracks (grooves) on the rear connecting rod…

This score was probably caused by a machining residue. One cannot speak of a defect as the function of the connecting rod was not impaired for the duration of the entire endurance test despite the scoring. Of course, we recommend replacing the bearing shell before assembly.

…to a single pair of tires…
That’s not true. All current Suzuki motorcycles are not bound by any tire brand. According to the driver’s manual, we only recommend the (OE) tire types installed during the production of the vehicle for models without a specific tire brand. Suzuki does not issue alternative tire approvals.

…to the sales success of the 1800s…

We are very satisfied with the success of the 1800 series in Germany. Since the introduction of the first motorcycle in 2006, demand has been consistently high. We sell a total of around 1500 units per year.

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