Suzuki M1800R test

Menus

• The Asian intruder in Power Cruisers
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

The Asian intruder in Power Cruisers

Rather renowned for its sports machines and roadsters, Suzuki has also been offering custom models for many years. Thus, the VS750 appeared in 1986, powered by a twin cylinder, quickly followed by a 1400 cm3 version, with a water-cooled engine and equipped with 3 valves per cylinder. Then came the 800 Marauder, which disappeared from the catalog in 2001 due to anti-pollution standards. The Japanese manufacturer then gave birth, on the same basis, to the C800 and M800. And to acquire a muse in the segment, excess then took shape with the M1500 and then in 2006 in the guise of a show bike descended on the asphalt: the Intruder M 1800 R…

Discovery

Long (2480 mm), sleek, almost sporty, the Intruder highlights its elegant plastic made of dynamic full and hairlines. Imposing is still the qualifier that suits it best. And not just in volume. The aesthetics are equally impressive. A mechanical sculpture of chrome and steel, our test cruiser adorns its blue livery with a white stripe, highlighted with piping, for a more sporty look. Remarkably fluid, the lines of the Intruder give pride of place to the inevitably generous curves, from the sides to the rump. They also borrow their codes from other sectors. While the Milwaukee company is clearly mentioned, the Suz ’is also inspired by automotive elements. The beautiful Americans of the late 1950s, opulent, clearly influenced the design of this Drag Bike tinted streamline. Despite everything, the Japanese does not seem massive while retaining a certain narrowness, as evidenced by the discreet shoulders of the long radiator..

Optimizing her CX, the Japanese woman covers her plunging headlight with a long cap acting as a wind deflector and incorporating part of the onboard instruments. The distinctive optical design overlooks the front wheel, thrown far ahead by a massive 43mm inverted fork. Its marked caster angle (31.15 ° …) is all the more visually amplified by the huge and massive aluminum handlebar bridges. These dominate a large, drop-type reservoir flattened on top. Embellished with a plate receiving part of the on-board instruments, the large container plunges towards an equally jovial single-seater seat. The passenger seat cowl dynamically covers a truncated rear loop. This supports a superb neo-retro design LED light and chrome sidewalls.

The whole is based on the majestic 54 ° V-block, 1,800 cc. Cylinder heads, low engine housings, prominent air filters … everything is covered in the same shiny coating. However, the support material sometimes differs: in fact of metal, we discover some plastic elements. Superbly put forward, this twin-cylinder exposes its black casings finely cut by the lines of its fins. Each contains a 112mm diameter piston, something unique to the ultra-sporty Ducati Panigale. However, cruiser requires, the stroke is much longer: 90.5 mm. But here, there is no overturned engine. If its architecture refers to the other side of the Pacific, the beauty of the rising sun has an engine as modern as that of a certain Harley V-Rod. Thus, the double cylinder is cooled by water. Two overhead camshafts attack 4 valves per cylinder. Finally ignition and electronic injection are doubled in spark plugs and butterflies. The Hamamatsu monster does not go by half measures and thus develops 127 horsepower at 6,000 rpm on open roads.

To capture its breath, two massive manifold pipes, also sheathed in chrome, are coiled on the right side, like the serpent of Eden. A delicate movement of forward seduction is projected into endless silencers with bevelled ends. These long flutes somewhat mask the massive semi-solid rear aluminum rim, sheathed with a 240 mm wide casing … It is indeed necessary to transmit to it without weakening the titanic torque of 16 mkg (15.7 daNm). ) at 3,500 rpm by means of the shaft and universal joint. Reason enough to oversize the tire.
The brake calipers will have to keep pace to stop the 347 kilograms fully loaded with the machine. So there are two four-piston radial elements up front that bite into 300mm rotors. A double piston system takes care of the 275 mm of the opposite retarder. Depreciation seems worse off. Devoid of adjustment, the respectable fork is fitted with a mono-shock absorber, adjustable only for preload. The latter is completely hidden by the Suzuki’s neat exterior. The details are indeed polished, the hyper custom embracing the aesthetic codes of the segment: switch barrel under the saddle, offset steering lock on the lower yoke and sheathed steering column with splash guard. There are also massive footrest plates attached to the front of the cradle. Overall a visual success.

In the saddle

We descend on the Japanese intruder. Remarkably comfortable and spacious, the seat is, in fact, only 705 mm from the ground. In front of you, two instrument blocks: one, all digital and cramped, is pushed back into the lighthouse cap. These include the tachometer and gear indicator. The other takes place in the large shiny plate adorning the 19.5-liter can. Around the hinged tank cap are two small LCD windows and analog tachometer. The choice of its screen printing is a bit heartbreaking as the rendering is so banal. In addition, its readability is average, just like that of liquid crystal indicators. Fuel gauge on the left, odometer and two partials on the right … Even if it means being inspired by the traditional positioning on the tank, we would have appreciated an instrumentation using more needles.

No room under the saddle, which is a shame given the dimensions of the Japanese car. On the other hand, we discover a locking helmet hanging system. A passenger can accompany your trip, at the cost of two major sacrifices: undermining the fabulous line of the rear buckle by placing the saddle in it and letting the companion cling to your leather. A little abrupt start will solve, in reverse order, these two dilemmas…
You have to stretch your arms a little to reach the wide flat handlebars blocking the huge handlebar clamps. The ergonomics of the controls are studied both by the perceived quality and the superior size of the elements. Indicator wheel and thick levers, metal brake chamber … everything is just like the machine: out of the ordinary.

The legs also move apart and lie down to put the feet on the support provided to them. The atmosphere is complete: we are already cruising, even at a standstill. All that remains is to grab the long crutch and toss it casually to the side. The extremely low placed masses make the machine remarkably balanced. At the stop, his more than three quintals will require a minimum of respect, especially for the physique of his driver.

In the city

The large V2 comes to life almost timidly, but as soon as the throttle is turned, it slows down, humming in all manliness. One cannot resist the urge to make the air vibrate and pound the atmosphere with the deep rhythm of a twice 900cc heart. Especially since the double "silent" faithfully transcribes his baritone voice. A true mechanical symphony emerges from the vast bowels of the Intruder. And at a standstill, we can clearly see his syncopated Leviathan breathing, sucking in the air in great gulps and giving the impression of riding an ancient locomotive..
The power cruiser takes off in force with already some nice vibrations. The box, a little hard, requires precise orders, especially when switching to second. Its long staging, a corollary of its five gears, however, allows it to operate in fourth on the boulevards, at less than 1,500 revolutions / minute as the twin is flexible. You just have to get used to an unusual position. Likewise, its dimensions and a consequent turning diameter will limit the inclination to turn around on wide avenues. And beware of hot exhausts whose collectors can heat the legs resting on the road.

At the controls of the Transpacific, with the sound of marine diesel, the first change of direction is appreciated with caution. Will rub, will not rub? Tight roundabouts can be surprising. Interfaces it too, the busty Japanese finally managing to squeeze into the spaces, admittedly not too small to let the wide handlebars pass. Enough to give your environment plenty of time to admire you.
Because what hinders the progress of the Intruder the most is its look. A real vacuum cleaner … crumbs. From thumbs up to compliments, from the photo shoot to the interview to the fire … the star is you. Thanks to her. Do like the celebrities, take off.

Motorway and expressways

Hold on tight to the controls and fill the Japanese eight hundred liter with explosive mixture. The arms stretch out, the back rounds … welcome to the planet Drag Bike. The special riding position further increases the impression of force that the bodybuilt motorization exudes. So, capable of a good 220 km / h in a rush, the Intruder quickly gives up. The wind resistance is important, even forcing the legs to be stretched so that the feet do not come off the rubbers. Returned to the regulatory 130 km / h, the big V2 purrs at 3,500 laps on the last report. Pile up the orbiting regime for those who want to twist the right grip. A pleasure to be renewed as soon as the desire arises and the expressways permit. The block then propels the crew without slackening, reducing their thrust only on the last 1,000 laps … in France. Cocorifuck !

With legal paces, we cross to the rhythm of two large bowls and ample but not unpleasant vibrations. In the long run, it’s much more the arched back that will tire the pilot on the annoying pay tape. So the change is now.

Departmental

Favorite ground for this machine dedicated to cruising, the Hamamatsu custom rides serenely on the sometimes uneven surface of the secondary network. Comfort is good despite a certain softness of the suspensions. The dry compressions then make the pilot jump on his thick saddle. The home damping does little to affect the handling of a machine, allowing only small angles. Plan a budget for the footrest and rear tire nipples. The latter suffers as much as the metal lugs. In fact, once you have learned how the Intruder works and underlined the spark curve, you put big gas on each exit of a turn. Pleasure assured, especially as the Dunlop D221 rises to the task, heats up quickly but wears down the same. Logic.

Before tackling the next bend, braking is mandatory for the more optimistic. The feel of the front calipers is a bit spongy. Do not hesitate to pull the lever with your full hand to decelerate vigorously. Lack of bite but certain progressiveness for a smooth ride. Discreet retarder, the rear requires the same vigorous treatment.

Better to use the engine brake and take full advantage of the mechanical approval of this model. The rumble of the maxi twin accompanying each of your acceleration and deceleration fills the space of its mechanical life. THE strong point of the Japanese intruder remains its monumental metal heart. Sensation forge, 1800 cm3 are at your service. This cathedral with two vast naves, packed to the brim with a couple, lets out serious hearts and an almost mystical force. Become the apostle of the big cubes, the champion of Low riding. Also showing great stability, the athletic sumo makes you play with big arms effortlessly. The inertia of the block, having regard to the dimensions of the moving crew, is measured. The revivals are dynamic and will require, on wet roads, a little more cold blood. Especially since, on the first reports, the injection can be sudden on the go-around.

Part-cycle

General oversize in line with its philosophy and performance. The Intruder calls for no complaints on this point. Heading is good, as is stability, regardless of speed.

Braking

The radial calipers leave a little doubtful as to their bite. If the decelerations remain very convincing, we would have liked a little more attack when taking the levers. Once launched at a good pace, the large mass indeed requires a sustained implementation of the braking systems to effectively stop the crew…. the fault by partially returning to the three quintals to be stopped.
The rear element also seems a bit shy but plays its role in curves to seat the machine.

Comfort / Duo

If the inverted but basic fork works very well and limits mass transfer, the spring is less bright. More progressiveness would not have affected the comfort on large impacts. The whole works efficiently, well supported by a soft and wide seat.

Consumption

7 liters per 100 / km or 260 km with full tank. An honorable performance in view of the weight and the gargantuan displacement of the Japanese car. A 5-speed gearbox, driving favoring medium revs and good control of the injection explain the measured consumption.

Conclusion

Dress and heart, the Suzuki is consistent. Opulent, it is as much in aesthetics as in the pleasure it provides over the miles. The V2 is its major asset and only a few trim elements sometimes worry on this exceptional bike. Difficult to read instrumentation and plastic tank plate are mainly the targets of regrets.

However, the Intruder’s slightly quaint elegance sets it apart. Its price also, but to a lesser extent. Priced at € 14,699 including tax in this two-tone version (€ 14,399 base), the Suzuki plays against a prestigious competition. So a Harley-Davidson V-Rod Muscle Black still claims 18,790 € to decorate your garage. As for the Ducati Diavel, the entry level costs € 17,290. The latter, more efficient and modern, has advanced electronics and clearly displays more sporting ambitions..
Those of the Japanese are elsewhere, with a slightly vintage charm but borrowing an efficient and safe modernity, providing performance and safety. An object of admiration, it is aimed at contemplative bikers, fans of big and beautiful machines … and a bit of exhibitionists. Like a timeless diva, the gleaming Japanese plays the intrusion between past and present. A score that we also know well across the Channel. Against € 17,490, the massive Triumph Rocket III ABS is not without interest, its 2300 cm3 three-cylinder also remaining a monument of sensations. However, more roadster-like, the Englishwoman does not aim at the same target. A muscular power cruiser, clad in chrome, the Suzuki aspires to another philosophy: ostentatious seduction. Caught in the twists and turns of its lascivious forms and muscular temperament, will you be able to resist its charming grip??

Strong points

• Character and performance
• Engine finish

Weak points

• Braking a little shy
• Rear suspension

Competitors: Harley Davidson VRod, Kawasaki VN 1700, Moto Guzzi California, Triumph Rocket III

The M1800R technical sheet

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