A mild offender or review of the Suzuki C800 Intruder (Boulevard C50). Part 2.

Landing

To be honest, I sat down and drove off. And only then I realized that everything just “fell” as it should. And the legs “found” the pegs, and the hands were comfortably light on the steering wheel. Beauty! Only after about 15 minutes did I realize that the “default” position was not as relaxed as it seemed, and that my arched back couldn’t stand it for long. Fortunately, the sofa seat allows you to choose a fairly wide range of placement of the fifth point, but as a result I realized that I was trying to sit “on top” and not “in” the motorcycle, as it would be for cruisers, i.e. in other words, imitate the landing of the Seabikha. Hm. But at least the sensations were not as “extreme” (in fact, of course, all this is far from extreme) as on the C1500, where it felt like you had to reach for the steering wheel.

The “wingspan” on the Intruder was quite suitable for me with my height of 185 cm. Wide enough, but not “loose”, and at the same time it is comfortable to steer both at speed and in a parking lot. When I switched to CBF, in addition to the usual “narrowness” of the steering wheel, for some reason I got the feeling that my arms were “twisted” and not positioned “as they should be.” This has never happened to me before - am I “addicted” to cruisers?

Photo gallery

The Suzuki Intruder 400 motorcycle is fit, with a narrow front wheel of increased radius, it seems to challenge everyone around with its outstanding appearance. And the name of this motorcycle is translated as “Stranger” or “Violator”. So what does this Japanese guy look like? Let's get a look!

Box

The gears shift smoothly and, if you select the right speed (without a tachometer, but everything is clear from the sound and vibrations), then very smoothly and without jerking, but also without clear shifting. After a couple of tries, using heel-toe switching turned out to be very convenient. On this example, protective arches were installed and the toe of the boot kept trying to poke the arch, and not the switching foot, so switching up with the heel was just right. My only complaint is that I had to catch neutral every time. On the Sibikh this is an exception; I had to poke it back and forth several times. Maybe I just had to do it more gently out of habit.

There are only 5 passes, but to be honest, I didn’t “count” and didn’t suffer much. In the absence of a tachometer, everything goes by feeling from the fifth point: if it itches, then we stick the gear higher, if it’s not higher, then we can go slower :).

By the way, regarding the cardan, I didn’t have any comments compared to a chain or belt (like on the Vulcan). All manipulations with the throttle handle are transmitted smoothly and smoothly. The only incomprehensible point was the presence of a “howl” while driving, but after 47 thousand miles of the test unit, for some reason this did not bother me much :).

Review of the Suzuki Intruder 800 motorcycle (VS, VL, VZ, C800, M800, C50, M50, S50)

Suzuki VS800 Intruder. At first, the Intruder seemed so big and very heavy, due to the low ground clearance, the bottom scraped curbs several times, which is why I really regretted not buying a city enduro - but the days passed and the kilometers clicked by, all the dry weekends in the saddle, every day work -home-work... In general, I got used to the small ground clearance very quickly, and it’s not that small - it doesn’t bother me at all, and the lowest point is the horizontal frame pipes, they won’t get scratched too much smile.gif It didn’t take long to get used to the weight of the motorcycle, After all, I’m not little myself. And the dimensions of the motorcycle now seem compact.

The power and controllability pleased me initially, and over time I am just learning to realize them to a greater and greater extent, and there is still a lot of room for growth. 50 horsepower in the engine and 7 kg max. traction gives sufficient dynamics in the city and a reserve of power on the highway, including when driving with a passenger.

Comfortable speed on the highway is 100 km/h for one person and 90 for two people. Many will say: “Not enough!!!” But I don’t drive very far, I’m almost never in a hurry, and in general, “You don’t need to drive faster than your guardian angel flies” - and at 110-120 mph there is still a very good reserve of traction, but the headwind stubbornly begins to pull out the steering wheel is out of your hands, and this is not always pleasant. Many times, when accelerating slowly on the highway, I tried to switch to sixth gear at 80-90 km/h - but no, there are only five of them. True, there are enough of them; in fact, at cruising speed in direct gear, the engine operates in the middle of the speed range (unfortunately, there is no tachometer) and overtaking takes place quickly and clearly without clicking the gearbox.

About the pleasant things: V-shaped engine! The previous owner (a funny guy, by the way, the owner of a tattoo parlor) installed direct-flow fish mufflers, the sound is good, especially if you give it coke. Lots of chrome - it turns out I got an EL series Intruder, with chrome plated frame covers, chrome hubs and something else. When washed, it shines no worse than a Christmas tree. By the way, the configuration of the engine allows you not only to accelerate happily, but also to almost not use the brakes on mountain serpentines, only to slow down with the engine. Water cooling - I'm waiting for summer and I'm not afraid of it smile.gif Cardan drive - I changed the oil and I'm riding. The halogen headlight (55/60W) shines perfectly where needed. The bike starts up easily at plus temperatures (there have been no minuses yet), worthy of a real Japanese, warms up quickly, and is always ready to go! The mirrors, even with my non-Japanese dimensions, look wider than the shoulders, although the dead zone is also quite large.

About the unpleasant thing: the rear shock absorbers are very soft (too soft). Until the preload was turned to maximum, it was almost impossible to ride with a passenger; riding alone also became more enjoyable. By the way, the front fork (pah-pah) does not cause any complaints. The rear drum brake is sufficient and not bad. The front single-disc non-ventilated one is soft! As a young and inexperienced rider, this is a bit of a plus for me. In the rain, it sharply loses efficiency, you have to regularly dry it, slow down and always brake with both hands and feet, gee-gee smile.gif Engine vibrations do occur, and they are not weak in almost the entire speed range above idle - but not to such an extent that you can complain about them .

About the passenger (i.e. passenger): My other half is very pleased with the presence of a small backrest, the convenient location of the footrests, and even the fact that her helmet rarely hits mine smile.gif In general, everything is OK with the passenger. Although no, it’s not ideal: you need to put a mudguard behind the rear wheel, otherwise each specific puddle will partially settle on its (the passenger’s) back...

Upgrades/repairs/breakdowns: as I already said, the motorcycle is far from new, but 17 years and 40 megameters of road have not broken it. In addition to replacing all the fluids, filters and spark plugs (by the way, everything is relatively cheap), I just patched the headlight that was broken before me with epoxy, fixed the loose mount of the muffler to the pipes and soldered a couple of wires. The cardan oil seal leaks a little, and then only when the oil warms up during active driving - but the level does not decrease until I am going to fix it. Well, that’s probably all smile.gif The only upgrade so far is the addition of a small electronic clock with large numbers. I have already ordered a tank bag and am waiting.

Ah, well, of course that’s not all! I also regularly filled it with benzine, started it up and drove around! The tank volume, according to some sources, is 12 liters. In reality, from the neck to the reserve there are only a little more than 9 liters - that is, when going on a Sunday trip, be sure to plan to refuel... Fuel consumption is from 5 liters per 100 km on the highway, and up to 7.5 in the city. I always filled it with unleaded 95. The motorcycle signals that it has run out of gas by missing traction and running on one cylinder - the reserve tap is located on the left under the tank, and it’s easy to find and switch while driving.

I don't remember a time when my bike let me down. In general, an excellent motorcycle, worthy of the highest rating, it gives me everything I need from it, completely.

Suzuki VS800 Intruder. Great bike! I've ridden it for about 30 thousand and never had any troubles. It easily and effortlessly climbs through traffic jams; on the road, the comfortable landing allows you to relax. The engine is enough. The light is at the level, but fogs will not be superfluous. Of the minuses, there is no convenience for the second room, the seating is not enough. It is especially inconvenient if the backrest is removed.

There are two air filters there, and they are completely different, they cost - the first is 26.5 $ and the second is 34.5 $, oil filters are not at all a problem to find in Moscow. NGK candles are 80 rubles apiece, buy a special spark plug for the Intruder right away, you won’t give a damn to others. Pour good oil and you will have simple biker HAPPINESS!

I bought myself a 1994 VS800, I’ve been dreaming about an Intruder for a long time, partly because of the appearance (I like the big heart of the engine, the smart look and nothing extra), but mostly because of the amazing sound.

Before this I drove a VTR1000F, so my first impressions are that it doesn’t run biggrin.gif However, it’s fine for urban conditions, and on the highway it accelerates quickly enough to overtake cars. The only thing is that the 6th gear is really missing so that at a speed of 120-130 you don’t rape your eardrums, and even the engine.

It accelerates briskly to 140, reluctantly to 150, and slowly to 160. But this, however, is a lyric, because the speeds are for sports tourists. For chopper movement - 110-120 - just right!

You can say a lot about sound, or you can say nothing. But it’s a fact: you will have the most visible and loudest motorcycle in the area cool.gif

I drove around the region at speeds of 100-140, the average consumption was about 7 liters per hundred. The tank is a little small (10 liters of reserve), so you will have to refuel often. By the way, no fuel level lights: the motorcycle starts to stall - switch the tap to reserve tongue.gif

In general, a hefty piece of real chop-chop-chop at a very reasonable price (my Violator cost 130 grand).

Suzuki VL800 Volusia. Advantages.

1. Excellent torque of the engine, especially at low speeds.

2. The large weight allows the motorcycle to have excellent directional stability and not react to gusts of wind on the highway.

3. Suspension travel (front: 140 mm, rear: 104 mm) in combination with the weight of the device allows you to pass uneven sections of roads without any inconvenience for the driver. The passenger, of course, reacts to this all completely differently.

4. Excellent sound from stock mufflers.

5. Appearance (of course, this is all purely personal preference). Graceful fenders, long mufflers, beautifully shaped tank. My motorcycle has a two-tone paint job - metallic gray, which is applied at the factory in three layers, plus one layer of varnish.

6. Comfortable wide steering wheel and soft seat.

7. Large tank of 17 liters.

8. Convenient location of the footrests - not too far forward.

9. The wind deflector installed by the American provides excellent wind protection and allows you to ride without any problems with your helmet visor slightly open. The edge of the windshield goes just below my eye level.

Flaws. About them subjectively, from the girl’s point of view. And about some objective ones.

1. Weight. Not the heaviest, but I find it difficult to reverse on inclines.

2. Far away clutch handle. It can probably be adjusted, but with this setting I can barely reach it with all my fingers.

3. Long wheelbase, large turning radius.

4. Hot right side.

5. Small mirrors. And they are also highly adjustable. I tightened it once with the key and that's it. If during the process you realize that you need to change the angle a little, then that’s it – tighten it again with the wrench.

Suzuki VL800 Volusia. I had a motorcycle like this.

A good mid-size cruiser. Wide saddle, glove compartment for small tools on the key. For 2 years there was not a single breakdown. It drives well, confidently, in turns you can lean up to the footpegs . There were no comments on the cardan, oil did not leak from anywhere. Irregularities go over well, smoothly, you can adjust the rigidity. The wings and other elements such as side covers are made of plastic. And in appearance it is like a 1.5 liter. Indistinguishable (almost)

Suzuki Intruder M800. IMHO he has no problems. Excellent device. In my opinion, in its cubature the best. Liquid cooling, cardan. It’s playful, and in terms of dynamics it gives a head start to any liter)) it handles simply superbly. His appearance is generally 5+. I have a 2006 device - during the season there was not even a hint of any problems. Everything works like clockwork. I definitely recommend it.

I can't think of any cons at all. Well, maybe at the back if there wasn’t a drum but a disc brake it would be a +.

I drove the C50 for a season, it’s definitely one of the best in its class... For 5000 km (3500 of them with a full load) nothing broke off or flew, it works like a clock... I rode the M50, I’ll say that the difference is so imperceptible... in fact there is almost none... In general, if you like it, then don’t doubt it, definitely VESCH Well, about the Sportster 883, I rode it a little, looked at the performance characteristics, in all respects it smokes on the side.....

Engine and exhaust

The engine is a classic V-twin, with quite pronounced “pulsation” at idle and vibration while driving.
The pulsation, however, is quite “civilized” - the bike does not “bounce” at idle and does not budge, “as a real Harley should,” but at the same time the rear wing actually shakes until you add gas, so there are vibrations. Check mark :). During active acceleration, the pulsation develops into a slight itching, although it is worth noting that no unnecessary vibration-massage effects are observed on the steering wheel. If on the Ducati my hands went numb quickly enough, then here all the feelings remained with me :). Your legs and butt are less fortunate - you feel a little like you’re on a vibration table. And to such an extent that the next time I drove onto the autobahn, I had the feeling that my legs simply could no longer stand on their legs, but were “moving” to the sides from the vibration. Not the best feeling. Regarding the exhaust, I made a “traditional” video, but, of course, it doesn’t reflect the full picture without the right microphone. In any case, you shouldn’t expect the “roar of a wounded bear” with a standard exhaust. It’s a fairly civilized “grunting” sound, although it’s quite enough to warn of your arrival without the alarms of the neighboring Ferraris going off.

Minuses

Even though I’ve been driving the Intruder for several months now, its weight remains a problem. Laying on your side in a turn is still difficult.

It seems that with a lot of weight, the motorcycle should be stable in motion. Yes, it is stable, but in the wind it buffets me quite strongly from side to side at a speed of more than 100. I’m already used to it, but I won’t say that it’s a pleasant feeling. If you sit upright, the air flow hits the helmet, but just bend over a little and this effect decreases. The reflex has already developed. I’m driving straight through the city, when I get onto the highway I bend slightly.

The brakes did not fail, but the Yamaha had complete control during braking. Here you feel how the brakes resist the weight of the motorcycle. And, as the author of the site quite rightly noted in his review of the Intruder, braking needs to be planned. This does not build a sense of confidence and control over the situation.

Saddlebags – while climbing inside I already scratched my hand several times on the hard edges of the side ribs. I walk around and bleed... For some reason this moment is missed in the Intruder's original trunks.

Brakes

Cruisers are supposed to drive “at a distance” (just like the British - a gentleman should walk, not run :)), so there is absolutely no need to brake sharply. It seems that to emphasize this fact, Suzuki even left the classic drum brake instead of the “modern” disc back. In principle, the bike brakes well with its engine, and during the entire test drive, I only tried to grab the brake once when approaching a small circle, and I immediately realized the futility of such an action. It seems that instead of brake pads, the sponges shrank and gradually began the process of slowing down the “carcass”. In general, with a cruiser, braking needs to be calculated in advance, and not rely on the strength of squeezing (and pressing with your foot) the brake lever. But with one disc in front and a decent amount of kilograms of weight, you shouldn't expect anything else. In general, you can live... but be careful :).

By the way, due to the budget, they don’t install ABS on mid-sized ones. In general, it’s not a very good solution; they say (I didn’t succeed myself) that blocking the rear wheel is quite possible. I remember what it’s like from Diversion and “The Cat” and the feeling, to put it mildly, is not pleasant, because it usually happens due to panic. But there's nothing you can do about it. In this class, no one takes dogs out of their kennels for that kind of money or installs ABS.

Specifications

As for the technical part of these two versions of the Intruder 400, they are identical.
This bike has a power plant with two cylinders arranged in a V-shape. They are cooled by a liquid system. The power system consists of two carburetors.

At first, this motorcycle was equipped with a 4-speed gearbox with foot shift.

Later, a 5-speed gearbox was installed on this bike . The drive in all versions was carried out by cardan transmission.

All the main features of the Intruder 400 are listed below. The information provided is relevant for the 400 VS version; the differences in overall dimensions with the 400 Classic version are minimal, so they are not indicated.

Devices

The view from the driver's seat is no worse than the C1500 with a huge headlight, which effectively reflects the Intruder logo from the windshield and the clouds floating above and the crowns of trees. Two powerful pipes of the front fork shock absorbers complement the “locomotive” look. The instruments themselves are built into the tank (for some reason I like it, maybe because it’s a Harley classic?), while in the Boxer V8 visibility is quite normal, you don’t have to lower your head much. But in a regular full-face helmet the situation may be different, and to check the speed you would have to lower your head and take your eyes off the road. But either the devices are “beautiful on the tank” or “unaesthetic”.

This model did not yet have a gear indicator (is it necessary? This seems to be part of the “they solved a problem that I didn’t have” :)), but it already has an LCD fuel level indicator and at least a mileage indicator (as I understand with two daytime). There is no clock, but it’s convenient, by the way! All the bulbs are small but bright; for some reason I like them more than the “industrial” bulbs of the Kawasakov Vulcan. Maybe it looks more “modern” or sophisticated, or something. A matter of taste. Here my taste coincides more with Suzuki :).

Not really about instruments, but at a gas station I opened the tank filler cap with a key and... I was puzzled about what to do with the item that was left in my hands :). On regular motorcycles the cover is hinged, but here it is removed. And without a “chain” or “string”, like on a car. It just stays in your hand. Nde. I put it on the steering wheel, but the thought that I could forget or lose it somehow didn’t make me happy. With my forgetfulness, it’s not even possible to learn such things.

By the way, the switches turned out to be soft and very comfortable to use. Somehow I didn’t even expect it. On a Honda, you need to apply some effort, although we must pay tribute that the information content is at its best. You immediately feel what happened (or not). And here everything is soft and simple, but without any effort. Also an option, it’s called.

Brief history of the model

• 1992 - start of production and sales of the Suzuki VS800 Intruder model.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLN.

• 1993 - the model is officially available on the Japanese market.

Model

: Suzuki VS800 Intruder (North America, Europe, Japan).
Factory designation
: VS800GLP.

• 1994 is the last year of production for the Japanese market.

Model

: Suzuki VS800 Intruder (North America, Europe, Japan).
Factory designation
: VS800GLR.

• 1995 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLS.

• 1996 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLT.

• 1997 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLV.

• 1998 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLW.

• 1999 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLX.

• 2000 - the model undergoes a slight restyling - the 21′ front wheel is replaced by a 19′ one, the overall dimensions of the motorcycle change, the appearance of the cylinders changes (black color is added).

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLY.

• 2001 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK1.

• 2002 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK2.

• 2003 - no significant changes.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK3.

• 2004 is the last year of production.

Model

: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK4.

• 2005 - the model changes its name to Suzuki Boulevard S50 and is sold only in the North American market.

Model

: Suzuki Boulevard S50 (North America).
Factory designation
: VS800K5.

On the run

In fact, the most important thing was left for last :). After driving the Vulcan, I was very interested in the issue of the autobahn and speeds of more than 100 km/h, because the Vulcan “forced” me to drive no more than 110 km/h. But before getting to the autobahn, I first made my way through a couple of villages, then along local roads (80-100 km/h), and only then the autobahn. At the same time, in search of a place for photos, a couple of times I drove at a snail’s speed. And I must say that the Suz behaves very nicely at low speed! First gear can be a little fidgety, but overall, slow maneuvering through parking lots or small paths wasn't too stressful. Everything is easy, simple and predictable. Due to the fact that many people complain about the small turning angles of cruisers, I only made a couple of fairly careful attempts to “scrape” with the footpegs, but it’s not for nothing that people write that the Intruder has the best ground clearance among its brothers. So I didn’t manage to leave any marks on the asphalt.

Getting on the autobahn is a slightly different story. The power is enough for the eyes. I don’t know how it is with the passenger, but the response to the throttle, although not sporty, is quite noticeable and very clearly visible behind the confidently creeping speedometer needle. For “some” 53 horses and 69 nm for 277 kg of weight, this is quite respectable. Let’s not forget about the cardan, which also takes its “tax” on power. The problem is created by vibrations, or rather even the itching emanating from the V-shape, which at its peak makes the whole world around tremble and blur. Up to 100 km/h this is felt only when the engine is “over-twisted”, but is solved by switching to a higher gear. But after 100-110 this itching becomes constant. We must pay tribute to the Suzu - driving 120 km/h is quite possible, and 130 is also not much different for the worse :), but comfort is “presence of absence”. I didn't have any big problems with overtaking. Yes, not from 120 to 160 with a slight turn of the throttle, as on the Sibich, but the characteristics are not the same, and as a bonus, the likelihood of leaving your license in your pocket is much greater :). In general, such a movement gave me a very mixed impression - it seems like “it’s possible”, but on the other hand, driving like this all day is no joy. Unless you “lower” to “cargo-truck” speed or even take detour routes at a speed of “up to a hundred.” What pleased me was the excellent visibility in the mirrors even at a speed of over one hundred. If on the “Sibikh” most of the mirror is occupied by the rider himself, then here the rider is visible only at the edge, and everything else is the road, and without any cloudiness from vibrations. Great!

The small windshield didn’t add any comfort either, which made my helmet bounce around as if I was driving right behind a truck in a turbulence zone. It seems that it is better either without it (you still can’t go more than 120 :)), or set it to high. By the way, despite the rising wind, there was no windage observed. Or maybe over the past couple of years I just got used to it and became less sensitive to such natural phenomena :).

Comparison with C1500BT

When I came back, I involuntarily remembered the “big brother” C1500BT. It turns out that “everything is the other way around”: at low speed the “one and a half liter” did not feel very comfortable, but on the autobahn it “puffed” very impressively at 140 km/h. But the 800 effortlessly drives at a snail's pace, but on the autobahn it strains to keep up with the others.

A lyrical digression or a few words about Roof Boxer V8

Since bad weather was promised, I decided at the same time to test my Roof Boxer V8 as a “touring” helmet and check how it behaves in field conditions after a couple of hundred kilometers.
Since the sun was shining, I quickly screwed on the tinted visor, (very successfully) inserted earplugs and I was “on horseback.” Looking ahead, I will say that as a touring helmet the Boxer is no good, after some 250 km on the autobahn with earplugs (!) I stopped adequately hearing those around me and asked again several times until the evening. The wind noise after 120-130 km/h was very intrusive. In addition to the wind noise, the airflow was also excellent. Good for a couple of tens of kilometers around the city or light “country country”, but for serious “devouring” kilometers it’s complete nonsense. Moreover, if the wind is not the warmest and it is drizzling or just dripping rain. Fortunately, I didn’t encounter any rain on the way, but this experience was enough. The loose-fitting visor leaves a small hole right in front of the nose, resulting in a very directed air flow blowing into the very tip of the nose, and the impressive-looking side “gills” of the air intakes do not add comfort in strong crosswinds. In general, I’m used to it, although I don’t have a great desire to repeat it yet. But the biggest negative point was that the chin strap clasp was found unfastened a couple of times. The first time I decided that I had not fastened it carefully, but then I checked several times and still at some point I discovered two dangling belts on the sides. I still don’t understand how, but I need to follow it carefully. It is absolutely unacceptable for the helmet to unfasten itself!

One of the good things is that visibility in the Boxer is simply excellent due to the large “cutout” under the visor. In a moving stream, it is very easy to monitor what is happening around you!

What am I talking about...ah! Review of Suzuki C800 Intruder!

conclusions

In general, oddly enough after all the comments, I liked the bike! And at the same time, more than the Kawasaki VN900, forgive me Vulcan fans. Yes, the Kava is a little more powerful, but if you need “power”, then it comes with a larger displacement, and the Suzuki, in my opinion, is a more “weighted” device with the option of tubeless wheels, an “eternal” cardan (it seems that my weak point is I want so that “not a chain” and “not a belt” :)) and, judging by the data on Fuelly (see the converter for conversion to digestible values), a very pleasant consumption on average of about 4.9 l/100km). Another common point of mid-sized cruisers that appeals to me is that such a device allows you to use the potential every day, and this potential is enough for the eyes. With sports motorcycles everything seems “cool”, but “shooting” every day does not improve your health, and besides on the track it is of little use. Of my motorcycles, I think that I haven’t really used any of them to their full potential. And especially not getting to the track :).

After careful consideration after the test drive, I came to the conclusion that I would probably be happy to take such a device. As soon as the itch in my butt becomes unbearable and I’m ready for “anything, the main thing is something else” :). And it is quite possible that it will be Suzuki. In the meantime, there is time to think and try what else interesting is offered. Life goes on!

The price of the new device in Holland ranges from € 8,999 for the basic “chrome” configuration to € 9,999 for the black version with touring (windbreaker, leather bags) configuration. Compared to heavy tourers like my favorite, the Yamaha FJR1300 is mere nonsense :).

Test Drive

Handsome test car - on the right
So, after more than 150 km of the autobahn, I finally got to the village, which turned out to be Afferden, and, to my surprise, I found a full-scale Suzuki dealer there.
Remembering the Kawasaki "bike shop" in Helmond, I was very pleasantly surprised. Moreover, I was also pleasantly impressed with the service - without delays or unnecessary “body movements”. We agreed yesterday, everything is ok, since there was a used option - here is a 2009 model, you can ride as much as you like. Great! And then I remembered something about my test drive of the C1500BT and thought that I really wouldn’t want to “torture” it at all, and I wouldn’t want to strip off the footpegs on occasion either. In general, I was quite satisfied with the option. About five minutes for coffee while the paperwork is completed, and the Intruder is rolled out of the showroom onto the street. Sticking my nose out into the street, I realized that I was lucky with medium-sized cruisers - if there were clouds starting in Belgium, then here it definitely started to rain (my review of the VN900 was very similar in weather conditions). But what can you do? Time has passed! We hide the seized camera back in the CBF box and hope for the iPhone.

PS

In general, the ideal package, as for me, should include bags, a passenger “backrest” (English sissy-bar), and, perhaps, a set of additional lamps (popularly “chandelier”) for solidity in addition to the windshield and roll bars installed on this specimen. And for non-chrome lovers like me, the BT option (in the States BOSS, or Blacked Out Special Suzuki) is generally the ultimate dream.

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