Motorcycle Road Test: Suzuki Intruder 1500 LC

Suzuki wanted its new Intruder flagship to be "long, low and massive." It is. The 66.9-inch wheelbase is the longest in cruising, and the seat is a mere 27.6 inches off the road. However, the "massive" part of Suzuki's plan is where the Intruder 1500 fully delivers. Up front, a broad, deeply valenced fender wraps around a chubby 150/80-16 tire. Stout 41mm fork tubes look even more imposing because of their chrome covers and the chrome fork shield behind the headlight. Beneath an oversized teardrop tank shape, the engine bulges muscularly, with wide case covers swelling below protruding side panels. The rider's saddle spreads a generous 16 inches wide, and the 10.7-inch-wide rear fender makes the 180/70-15 rear tire seem almost petite. Calling this machine fat is an understatement.

The Intruder 1500 LC comes by its corpulence partially by design and partially by necessity. In the Intruder 1400, Suzuki already has arguably the most successful of the thin, chopperesque, big twins among the non-Harley makers. Therefore, the firm intended for its new big-inch cruiser to flaunt the increasingly popular wide look that lends itself to classic lines and roomy comfort for big riders. You can see the intent in pieces like the fork shield and fender. However, the path the design took pushed the bike even further toward obesity.

Starting with the basic Intruder 1400 design, the engineers widened the bore by 2.0mm (to 96mm) and stretched the stroke by 3.0mm (to 101mm) to deliver 1462cc. The 1400 uses oil-cooling on just the rear cylinder, but that feature was applied to both of the 1500's cylinders to handle additional BTUs of the bigger engine.

An additional 30 percent flywheel mass was pressed onto the plain-bearing crankshaft. Like the 1400, the 1500 offset its crankpins by 45 degrees, which, when combined with the 45-degree V angle, yields 90 degrees between piston strokes. This offers perfect primary balance for smooth operation without a counterbalancer.

Up top, a three-valve head, pentroof combustion chamber was incorporated in the overhead-cam, and compression ratio was dropped to 8.5:1 from the 1400's 9.3:1. Unlike the 1400, which places each carburetor behind its cylinder, the 1500 locates both of its 36mm carbs inside the cylinders' V. This simplifies exhaust plumbing and permits the carbs to share a common airbox and filter. However, the resulting airbox had to be fairly large (it's six liters); so the space above the engine was devoted almost entirely to that, leaving no room for fuel. The fuel tank was placed under the saddle, squeezing out pieces like the maintenance-free battery, which resides ahead of the engine in a black case.

Because the saddle is low, there was limited space top-to-bottom for the fuel tank, which meant that the designers had to widen the tank to reach the nominal 4.1-gallon capacity. This created the bulging side panels. A cover in the top of the dummy fuel tank opens to reveal the fuel filler cap. An electric fuel pump, audible when you first turn on the ignition, gets fuel up to the carbs. No reserve feature is provided, but a light on the dash starts to flash when you have consumed between 2.7 and 3.0 gallons, and illuminates steadily when .7 gallons remain.

The fuel tank location helped to lower the center of gravity by 1.5 inches compared to the 1400, and it also set the stage for much of the 1500's girth. Because the fuel tank swells out from the side of the bike, it was necessary to give the pieces around it a similar width. This permitted the saddle to spread out without looking exaggerated. On the right, the pipes helped to fill in around the tank, but the crankcase area was also bloated with an oversize cover. The oil filler cap is actually located under a cover. On the left, another oversized metal cover -- which appears to be the engine side case -- actually houses pieces like the rectifier, which gets cooling through a scoop. Behind that, another metal cover sweeps rearward teardrop-fashion, covering the forward end of the shaft drive (which was also moved outboard half-an-inch to clear the rear wheel) while providing a space for the tool kit inside.

The bigness shows up on the scales, where the 1500 LC weighs in at a hefty 699 pounds, full of fuel. However, the mass isn't oppressive when you are supporting it at a stop. Despite the width and weight, most riders will find the bike pretty manageable. Once moving, its tonnage shows up. It's just slightly awkward while making tight turns in parking lots, in part because the handlebar ends turn rearward and can connect with your legs. However, the Intruder 1500 also feels slightly less certain at ultra-low speeds than other big bikes.

Once moving faster than a walk, the big bike settles in and feels as stately as it appears. It's comfortable dawdling along in dense traffic and remains steady past the point where you go from speeding tickets to handcuffs. Though it seems to feel crosswinds more than comparable machines, the Suzuki isn't blown off-line; it just heels into the wind and keeps going where it is pointed.

Turning the big bike requires a bit of effort, both to initiate and to hold the turn. Braking also makes the LC straighten up a bit. Suzuki says that the frame is considerably more rigid than the 1400's chassis, and anyone who rides both bikes will quickly confirm that. The suspension is also firmer, which leads to generally superior handling through bumps, with one exception. A surplus of compression damping (especially in the front) makes the ride choppy on sharp bumps; delivering solid thumps over large, sharp-edged road irregularities and producing jitteriness in rippled corners. Cornering clearance is adequate, and, unlike the other Intruders, the 1500 first drags its folding floorboards (leading with an extension placed there for this purpose), not the solid bracketry.

Unlike other makers that have crafted wide-look cruisers from an existing engine, Suzuki did not sacrifice strong power to produce good low-rpm power. The 1500 claims more peak power than the 1400, with a torque peak at 2300 rpm. However, the 1500 weighs about 115 pounds more than the 1400 and also pulls taller gearing. Suzuki changed the primary ratio from 1.645:1 for the 1400 to 1.49:1 in the 1500. It also raised the internal ratios for fourth (from 1.086:1 to 1.041:1) and fifth (from .96:1 to .884:1) gears to widen and further relax the engine on the highway, where it's turning just under 2500 rpm at 60 mph in top-gear. Even though the 1500 makes more power than the 1400, it has to move more weight with less leverage. As a result, the 1500 doesn't accelerate with the same authority as the 1400, which remains the hardest-accelerating of cruising's big twins. The 1400 negotiates the quarter-mile half a second quicker and almost three mph faster, from a standing start. The 1400 also gets going about five mph faster in our benchmark top-gear roll-ons. Though Kawasaki's Vulcan 1500 Classic is slower all-around than the Suzuki 1500, the twin-carb Vulcan 1500A will also run away from the new Intruder.

The 1500 LC (which Suzuki says stands for "Legendary Classic") delivers that sort of easy-going, relaxed power that most riders expect from the fat-look segment of cruisers. You get plenty of low-rpm power here. You can chug along practically counting the exhaust pulses, then twist the throttle wide open and enjoy the ride as it powers steadily to the same 6000 rpm rev limit as the 1400. Along the way there are no rushes or soft spots in the power delivery, and throttle response is very crisp throughout. The flywheel mass smoothes out the power when you are just trickling along, barely off idle.

Fuel mileage has dropped off significantly from the 1400. Our 35.9-mph average would get you about 140 miles before you'd need a gas station. On our high-mileage loop, the Intruder LC turned in precisely 40 mpg compared to 46 mpg for the Kawasaki Vulcan 1500 Classic. On such a king-sized bike, 4.1 gallons of fuel seems a bit meager. To its credit, the under-seat fuel-tank design makes it easy to top off quickly and completely without making a mess.

The engine is tame in other respects too, requiring choke only on cold mornings. When you turn on the ignition, the fuel pump pressurizes the fuel system. When you thumb the starter button, an electronically controlled compression-release opens the exhaust valves before the starter engages, and holds them open for two crankshaft rotations. Once started, the engine is ready to ride away immediately with no bucking or hesitation. It did backfire infrequently, but loudly, during deceleration.

There is little lash or chassis jacking to mar drivetrain performance, but we had a couple of other complaints. Though the heel-toe shift lever is positioned comfortably, the shifting requires a longish throw between cogs, and we sometimes missed the second-to-third shift. Otherwise, shifting was positive, and the five speeds are well-staged. A back-torque limiter allows the clutch to slip if you muff a downshift, helping to prevent rear-wheel slippage. Though a taller primary ratio raises all of the ratios compared to the 1400, the 1500's low-speed power more than compensates.

Our biggest complaint with the motorcycle centers on the clutch. The clutch is essentially the same component used in the Intruder 1400 and it brings with it the same grabbiness we have experienced with the 1400's clutch. It engages smoothly as long as little power is being transferred. But as soon as you get the rpm up just a little bit, the clutch refuses to engage smoothly. We aren't talking about a high-rpm take-off here, just one where the revs are slightly higher than normal. And we don't mean that it surges a little bit; the clutch grabs as if you had dropped the lever. The problem is compounded by the engagement point which is well out from the grip, almost at the point where the lever slides from your fingers. Add the facts that the levers seemed designed for large hands and that hydraulic actuation leaves little latitude for adjustment (despite the adjustable-position lever), and you have a recipe for problems. If you attempt to beat a car across the intersection when the light changes, your smooth take-off suddenly turns into a five-foot lurch forward as the VL1500's considerable torque is suddenly coupled full-force to the rear wheel. On one occasion this literally pulled the bar from the rider's left hand. (It's hard to grip that bar when your fingertips are barely controlling the lever.) A smooth start requires you to raise the rpm just off idle, ease out the clutch, then accelerate.

The shape of the handlebar also contributes to the difficulty of holding onto the bike when the clutch hits. The bar turns back about 50 degrees, so your hands are turned with the knuckles out. Acceleration forces, therefore, try to pull the grips out of your hands rather than against your fingers. This pull-back design puts the grips far enough rearward so that average-sized riders don't have to lean forward excessively. However, shorter riders will probably have to slide forward to comfortably reach the floorboards, and even our average-sized staffers wish the floorboards were slightly farther rearward.

The rider's saddle, which is 17 inches long, offers plenty of room for fore-and-aft movement; but the eight-inch-wide nose doesn't place as much under you as you get at the back, where it's 16 inches wide. Since it's also relatively flat, free of styling accents that create comfort problems, and thoroughly padded with a foam that's dense enough to support a heavy rider all day -- the ultra-roomy saddle rates as our favorite of any cruiser. The detachable passenger saddle is also roomier and more comfortable than most.

On the highway, the bar shape and forward foot placement make you wish for more wind protection. Despite the pretty chrome fork shield behind the 7.5-inch headlight, a bit more wind seems to hit you than on similar bikes. A windshield tops our list of first changes.

Though adequate, the Intruder 1500's brakes are not exceptional. The rear brake is easy to cover and modulate, which isn't always the case with floorboard-equipped bikes. The front brake is equally controllable and has good power, despite its simple, single-disc, double-action configuration.

The brakes, or at least the rear brake, lead our list of minor complaints. They squeak. So does the horn. The Intruders use separate keys for the ignition and fork locks, a system that has no benefit that we can discern. We did like the dual-tripmeter function of the LCD tripmeter/odometer, though.

With no valves to adjust, no chain to maintain, and a maintenance-free battery, service is pretty simple. Getting to the paper-element air filter requires removal of the cover that forms the dummy tank. This involves removing seven screws, the fuel filler cover, and the wiring leading to the electronic speedometer. Then the removal of four more fasteners admits you to the airbox. The dummy tank also has to be taken off for spark plug removal (recommended every 7500 miles), which also involves removing the front frame-cover plates and the chrome cylinder-head covers. Suzuki recommends changing the oil every 3500 to 4000 miles, with a new spin-on filter every other change. Adding oil requires you to pull off the right engine cover in order to reach the filler hole. A fuel filter for the electric pump is located under the saddle. The 1500's nicely polished cast wheels require no maintenance, and their tubeless tires lessen the likelihood of sudden deflation when punctured. They are also easier to repair on the road. After 2000 miles the bike needed no repairs or adjustments.

One interesting item we observed at Suzuki's introduction for the bike was what happens if it falls off of the sidestand. A couple of bikes demonstrated, and the damage was minimal. Both machines landed on the top cover of the clutch fluid reservoir (which suffered the only perceptible damage), and the floorboard. By polishing the reservoir cover, you could fix it for free.

The 1500 inherits most of the clean detailing of the 1400, with most cables and wires concealed, and covers over many prominent fasteners. It has pretty tank badges, attractive muffler shapes and a nicely finished engine. The front brake caliper is a pretty piece with a silver finish and chrome covers, but the equally visible rear caliper is left black. Brake lines are covered with springs to give them a metallic look and some protection. There are some warts, however. Many of these congregate around the front of the engine -- the battery in its flat-black metal and plastic case, the rear brake master cylinder and reservoir (also black), and the large floorboard brackets.

With its under-$10,000 price, the Intruder 1500 LC shows that it's possible to build a quality big-displacement twin at an alluring price. Beyond that, it offers some special attractions for tall riders, or those who simply want a roomier cruiser than they can get elsewhere. We suspect that styling will be a determining factor for many potential buyers. Some riders dislike the non-traditional location of the fuel tank and some of the other distinctive touches. Others, apparently believing the old saying "you can't be too rich or too fat," fall in love with the bike's ultra-wide, bigger-than-life appearance. We expect to see a lot of Intruder 1500s on the road.