Pavement Pounding
But the proof is in the running, as they say. Turn the ignition lock below the seat, hit the starter and the motor comes alive. The rich whomp emanating from the stainless steel exhaust is a welcome change from the neutered pings we've heard on some big cruisers lately.
Like the standard M109R, the R2 comes with both a passenger saddle and seat cowling, and you can swap in either one by way of a few Allen bolts. The reach to the bars set me at a forward cant, with slightly forward footpegs that suited my 30-inch inseam fine-knees were bent but not locked. What saves it is that surprisingly comfy seat. It's not thickly padded, but it's broad and dished just right. I had no trouble reaching the ground, but riders with inseams shorter than 30 inches may have issues.
On the road the R2's strong throttle response and ubiquitous torque allow for blasts of acceleration in every gear. The thrill ain't gone: It hits hard immediately and builds all the way to the redline. The five-speed gearbox and hydraulic clutch handle the considerable horsepower easily. Lever pull is somewhat heavy, but engagement is smooth and predictable, though it can be a hunt for neutral once the clutch heats up. With this shaft drive, however, you still get drivetrain lash from the back. And then there's the power delivery.
The headlight nacelle is still...
The headlight nacelle is still love-it-or-hate-it;
The problems begin with imperfect fueling: When you get on and off the throttle, low-speed harshness rears its head. To make a smooth transition you have to roll on slowly or brace for an initial jerk, and things can get sloppy if you jam the throttle while in a corner. As for handling, the Suzuki is less of a wrestling match than other wide-tired cruisers, though you still feel some resistance from the R2's specially designed Dunlops. Despite all that, this bike is more responsive than its tonnage would have you believe-and it has the stability of a tank.
The suspension does what it can to keep the M109R compliant, but it's pretty firm, and the hidden preload-adjustable shock isn't easily adjusted (and no adjustment tool is included).
The dual disc brakes up front are quite powerful, though with a wooden feel at the lever. Thankfully the lever is position-adjustable via a thumbwheel; not so with the clutch unit, which is a shame because pull was on the stiff side. And the single 275mm rear brake was, alas, fairly ineffectual.
On a smooth road the rider should be pretty happy. Vibration is soothing at freeway speeds in top gear-the R2 is only turning 3200 rpm at 70 mph-and the seat stays comfy. And because my body was angled into the wind, drag was diminished.
but we do love the trick LCD...
but we do love the trick LCD tach atop the handlebar.
When you're checking info, the LCD tachometer set atop the handlebar will easily catch your eye. Below that an easy-to-read analog speedometer rides on the front of the fuel tank. With this much weight and grunt you'd expect fuel economy to be a joke, but the M109R2's low-to-mid-30-mpg averages were better than expected. Then again, this isn't a bike you buy to save a few bucks at the pump.
However you look at it, the M109R2 is a winner. It goes like hell, turns smoothly and is dead stable. On anything less than perfect pavement the ride can be jarring, but you can't fault its brakes or motor, and the price is reasonable. Problem is, it's not a refinement of the original: We feel the finish remains lacking for a flagship bike, and it's a gaffe we expected Suzuki to address with the R2.
So are the M109Rs the strongest of the big twins? They're certainly contenders for the throne, but we'll need a proper comparison with other powermongers to tell the true tale. Meanwhile, Suzuki's giving 'em to us fast and furious-we'll ride the new C109 in the next issue.
The M109R2 has one of the...
The M109R2 has one of the best taillights in the business,
So what if Art Center graduates call it derivative, plus various other things we can't print in a family magazine? Where else are you going to get enough steam to give Mr. VTX a good look at your phat tail section and the cool headlight for $12,699? Suzuki's 1783cc dry-sump twin is fast, boys and girls. Not just fast for a cruiser, but straight-up, flat-out fast. It's something short of a GSX-R1000 in the twisty bits, but the 240mm rear Dunlop is less intrusive on cornering than others I could name. There's more driveline lash and less cornering clearance than I expected, and all that torque tends to push the chassis around unless you're strategically smooth with the throttle. But the ergos are surprisingly humane for tall types, and the mufflers express themselves without compelling the accountant's live-in mother-in-law to call the cops when you roll in late on bowling night. Think of it as a 109-inch pu-pu platter for those of us who like to go fast.Tim Carrithers, 6'3", 210 lb, 35-in. inseam