It seems like we have been waiting for this bike a big part of forever. When Suzuki introduced its first mega-cruiser, the M109R, back in 2005, it was obviously an image leader, but still not the Boulevard line's headline attraction. Sure, Americans get excited about musclebikes like the M109R, but they buy classic cruisers in much larger numbers. Suzuki showed the prototype of the classically styled companion to the M109R back in 2006 and confirmed that the C109R would be an '08 model last summer. We finally got to throw a leg over one in March at Suzuki's press ride.
The C model inherits most of the technology and considerable power of the M109 engine. It even retains the R suffix, presumably so it can brag about the potent GSX-R sportbike technology incorporated in the 1783cc, DOHC V-twin. However, the C109R's mill is tempered with milder intake timing than the M, smaller 52mm throttle bodies (versus 56mm in the M) and 20 percent more crankshaft inertia. There is always a battle between airbox capacity (needed for power) and fuel capacity. To get both, Suzuki created an intake tract with three plenums-one atop the engine and two triangular airboxes on the sides-for 11 liters of airbox capacity. In the process it gave up a quart of the M109R's fuel capacity for 5.0 gallons. It also lost a little peak horsepower to the M, ending with 114 at 5800 rpm. The trade results in pumped-up power at the lower end of the rpm scale.
A 1.8-inch-longer wheelbase, a triangular hardtail-style swingarm with different shock geometry, fuller classic-style metal (rather than the M's plastic) fenders, more traditional bodywork, covered 49mm fork tubes, a traditional multireflector headlight, its own LED taillight, long mufflers, rider floorboards, a roomy stepped saddle, a higher and wider (35.5 inches) handlebar, a fresh tank-top instrument panel, cast wheels with 10 thin spokes and its own tires transform the musclebike to a traditional American-style cruiser. The rear tire is still a 240-width like the M109R, but the C's tire has a slightly taller profile on 16- instead of 18-inch wheels. The changes add about 80 pounds.
The C delivers its power a bit more genteelly than the M, with stronger throttle response down low and slightly less rush above 4500 rpm. However, Suzuki claims it still has more horsepower than any other classic-style twin, and I can believe it. With greater top-end rpm than other monster twins and strong response down low, the C109R has an exceptionally wide powerband, largely because it continues to rev well beyond the rpm where most big V-twins go blah. Throttle response is smooth yet crisp throughout. Fuel mileage ranges from about 29 to 36 mpg. The fuel warning light generally comes on at around 130 miles from the last fill-up.
The burly drivetrain makes positive but somewhat noisy shifts, and neutral is easy to get with the heel-toe shifter. A moderate pull and predictable engagement even when hot make for good clutch control. My only real drivetrain complaints center on the shaft final drive. Suzuki was once revered for its smooth shaft drives but not on the 109s, where there is considerable jacking with power changes and a shock absorber in the driveline that makes open-close throttle changes pretty lurchy.
 Two sets of drive chains kept...  Two sets of drive chains kept the 109 engine from getting too tall and making the bike top-heavy. The C has different airboxes from the M. Intake is a downdraft type in the V. |  Unlike the M109's centered...  Unlike the M109's centered fuel filler, the C's is offset to the right of the tank, simplifying top-offs on the sidestand. The instruments are fewer and more traditional than the M model's. |  The 10-spoke wheels suggest...  The 10-spoke wheels suggest wire-spoke style without the hazards of inner tubes. One of each of the three pistons in the front-brake calipers is actuated by the brake pedal. |