Suzuki Boulevard S83
Arriving two years after the Intruder 700, the Intruder 1400 brought the same clean style and layout to the big-twin class. In fact, for a month or so before the 1470cc Kawasaki Vulcan 1500 arrived, the 1360cc Intruder was the biggest V-twin available. Though it closely followed the style of the 700, the 1400 employed somewhat different technology. It has the same staggered-crankpin lower end, but the top end is air/oil-cooled instead of liquid-cooled and has three valves per cylinder instead of four. It also had one fewer ratio in the transmission, but that was remedied in 1997 when the five-speed transmission already used in other markets came to the American market.
The five-speed transmission smoothed out the biggish jumps between gears of the four-speed, and made what was already the quickest big twin even quicker. It has since been eclipsed by newer, bigger twins, yet the Intruder 1400, now Boulevard S83, is still quicker than bikes in its own (1400 to 1600cc) displacement range. The power is good all the way, and the 83-incher doesn't suffer from the cold-bloodedness that mars the 50-incher.
What plagues the S83 is a clutch that grabs if you try to launch quickly with the revs up. This makes for some awkward and potentially dangerous getaways as the bike lurches forward when the clutch suddenly hits harder than expected. Otherwise, drivetrain behavior is exemplary. It shifts smoothly, finds neutral easily, and has no significant jacking and little lash.
As with the 800, the change from Intruder 1400 to Boulevard S83 saw the pullback bar traded in for a flat handlebar on 7-inch risers and the toolbox migrate from the backrest to the new faux airbox on the right side of the engine. However, unlike the 800, the 1400 still has a passenger catcher at the rear of the restyled saddle. Our test bike was delivered with a small accessory windshield, which made it hard to tell how the handlebar swap affected wind pressure on the rider (but did create some annoying buffeting). Otherwise, the riding position seems little changed. There is enough vibration to merit comment but not complaint, and the suspension compliance is perhaps just a little short of the standards for its class.
The S83 won't win any handling awards. Because the front end has so much rake, low-speed handling is floppy. That is, the front wheel tends to drop in during low-speed turns. When you build some speed, you need to muscle it to make it lean deeply, and like the 800, the footpeg brackets are the first things to touch down. Though they are just as solid, they aren't as close to the centerline and are less likely to upend the bike when you do plant them. We hit it the hardest in bumpy turns when the suspension settled.
With its clean lines, strong performance and the lowest price of any big twin, the Boulevard S83 still has much to recommend heading into its 20th model year.
Specifications
Suzuki Boulevard S83
Suggested Base Price: $8499
Engine Type: Air/Oil-Cooled 45-Degree Tandem V-Twin
Valve Arrangement: SOHC; 2 Intake, 1 Exhaust Valve, Hydraulic Adjusters
Displacement, Bore X Stroke: 1360cc, 94 X 98mm
Compression Ratio: 9.3:1
Minimum Fuel Grade: 87 Octane
Transmission: Wet Multiplate Clutch; 5 Speeds
Final Drive: Shaft
Wheels: Wire-Spoke, 19 X 2.15 Front, 15 X 4.00 Rear
Front Tire: 110/90-19 Bridgestone Exedra Tube-Type
Rear Tire: 170/80-15 Bridgestone Exedra Tube-Type
Front Brake: 2-Piston Caliper, 11.6-In Disc
Rear Brake: 2-Piston Caliper, 10.8-In Disc
Front Suspension: 41mm Stanchions, 5.1 In. Travel
Rear Suspension: 2 Dampers, 4.1 In. Travel, Adjustments For Spring Preload
Handlebar Width: 30.4 In.
Fuel Capacity: 3.4 Gal.