Middleweight?
That’s the question I had in my mind at the press introduction for the new Boulevard M90 that Suzuki calls a middleweight performance cruiser. With a 90 cubic-inch (1462cc) V-Twin and 723 pounds of claimed wet weight, it’s hard to accept as a “middleweight” anything. But Suzuki (and its customers, speaking through focus groups) needed something in a muscle cruiser (hence the “M” moniker) to fit between the 805cc M50 and 1783cc M109R.
The M90’s 52-degree motor has the same 96mm by 101mm bore-and-stroke figures as the classic-styled C90 model, but it’s actually a whole new design. The engine’s designer, Kenta Suzuki (no relation) usually works on sportbikes, and his stamp is evident with liquid cooling, four-valve heads, forged aluminum slipper pistons and other high-performance traits. Heavy flywheels, offset crankpins and torque-heavy low-end tuning make sure the rider knows he’s on a cruiser.
The chassis is similarly unique. The bodywork is smooth and flowing, with a strong family resemblance to its M109R big brother. Like the 109, it also gets a fat back end, terminating in a widest-in-class 200mm rear radial. The front end gets dual 290mm brake discs, paired with two-piston sliding-pin calipers. The 43mm inverted fork is a cartridge unit (albeit non-adjustable), and the concealed rear shock works through a linkage. Like every Boulevard model (except the old Savage, aka the S40) the M90 gets the shaft, literally, at least in terms of final drive.
The M90 is heavy, has a 66.5 inch wheelbase and drag bars, so I wasn’t expecting lightning-quick steering or easy handling. Luckily, I wasn’t able to bet on that, because I would have lost a few bucks. Maybe it’s that 18-inch radial front tire or the result of careful engineering during the M90’s long development process, but the M90 steers easily, predictably and precisely. Frankly, as well as any cruiser I’ve ridden. Unlike some of the other bikes in this category, that big back tire doesn’t slow steering, but it does help the bike feel stable in long turns.
Good handling is a plus, but we buy big (sorry, middleweight) cruisers to yank our arms out of their sockets when we twist those big fat grips. On this front, the M90 is no disappointment. It rips up to speed even in taller gears from low rpm levels. Perhaps that is to be expected, but a nice surprise is the smooth and refined fuel-injection and minimal vibration. The motor uses a single counter-balancer and two dampers (one on the crankshaft and one in the transmission) keeping things so smooth that it’s easy to forget which gear you’re in. Less-experienced riders will appreciate the light clutch and the torquey bottom end. More aggressive riders will enjoy winding it out into go-to-jail land. It’s rare a cruiser is this entertaining to ride; fast and smooth while still keeping a lumpy, thumpy, big-bore custom feel to the motor.
The bike does have faults. The M90’s cruiser ergonomics limit its high-speed touring utility. Wind protection from the little headlamp fairing is good up to 80 mph, but faster than that means a strain to hang on to those drag bars and keep your feet on those way-forward pegs. The seat is wide and well-padded, but after a while with all the weight resting on the ol’ tailbone, it feels hard. An accessory gel seat and two different-height windscreens address those issues. It also lacks a tachometer, and the fuel gauge starts flashing it’s last bar-indicating final reserve-just 7 miles before you are pushing 700 pounds of stylish cruiser along I-580 looking for a gas station. A solid final bar indicates the reserve, and it got there in about 130 miles of spirited riding. There’s no low fuel indicator, but you probably wouldn’t notice it anyway; with a full-face helmet, the dash lights are below the rider’s field of vision.
Also, don’t be in a hurry to stop. The M90’s two-piston, sliding-pin front calipers are just adequate. I understand cruisers don’t really utilize front brakes the same as other bikes, but these don’t just lack power, they lack feel. The rear brake, though a four-pot unit, still requires a manly shove on the big brake pedal. Hey, you gotta save money somewhere: the Boulevardiers saved money with the brakes, the non-adjustable clutch lever (what about the ladies, fellas?) and that tacky flange along the bottom of the tank.
But when you can have torque, handling and style like the M90’s for $9999, you can overlook stuff like that. Compared to other big power cruisers like the $14,999 Harley-Davidson V-Rod, the $13,190 Yamaha Star Warrior or even the $13,099 M109R this is a product that delivers a similar experience for a lot less money. Suddenly, a middleweight power cruiser makes a lot of sense.
