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These bad boys boast what Suzuki claims are the largest pistons in any landgoing, gasoline powered engine, and they're capable of producing a seriously fat torque curve.
Torque alone does not a heavyweight bike make, so we spent a day riding both variants on the twisty roads that run through the Anza Borrego desert in Southern California. How do these fearsome pavement pounders perform? The technology developed on the racetrack has trickled down into regular streetbikes, and the all-new CR and CRT are latest recipients of those Gixxer-bred traits.
The heart of the C is a 1,cc liquid-cooled 54 degree V-twin plucked from the MR and modified for cruiser duty. The big twin has been tweaked by increasing the inertia of the flywheel, strengthening the conrods, and revising the camshafts for more low-end and mid-range 2008 suzuki boulevard c109r parts, among other alterations. A exhaust system utilizes a valve for torque and sound optimization, and also mated to the massive twin is a 5-speed transmission.
Up front, 49mm Showa forks offer mm of wheel travel, and are shrouded in thick, chrome fork covers.
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The rear Showa monoshock is connected to a cast and extruded composite aluminum swingarm. The CRT variant adds two small leather saddlebags, a passenger backrest, and a tall windscreen.
Styling is fairly predictable for such a large bike, with a big go here framing the single headlight, large flowing pipes gracing the bike's right side, and an enormous radiator that no doubt makes dyed in the wool Harleyphiles snicker.
The rear tire measures an impressive mm, but you'd never guess it because the bulky fender hovers over the rubber. Throw a Leg Over You won't quite grasp the size of the C until you stand next to one, and even then you won't get the full effect until you climb aboard. Once astride this big-engined bruiser, you might start to realize the extent of its 2008 suzuki boulevard c109r parts the tank's width demands what the Victorians might have called an immodest posture, the swept back handlebars offer a commanding grasp of the controls, and the bike's overall ergonomics are far more conventional than the MR, which requires the arms and feet to stretch forward.
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https://surautoca.site/category5/6652-fj-cruiser-rear-springs-4runner.php The CR's saddle is large and comfortable, and an upright seating position makes extended seat time comfortable. Floorboards are generously sized, though your left boot will have to fit between the toe and heel shifters.
Though the grips sit relatively far apart, the riding position is generally at ease and inspires a laid back but in-command stance. A chrome-plated housing on top of the fuel tank contains a large speedometer, and just off to the right is a fuel filler cap, which is also chrome-plated.
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In all, the C is an imposing and well-finished bike, though details like the oversized radiator and somewhat clunky rear fender detract from its overall allure. On the Road: Riding the Suzuki C At lbs dry, the C is hefty by any standards, and you'll feel the cruel effects of gravity when you lift it off its sidestand. Start it up, and a surprisingly mellow, pulsing exhaust note throbs from the two chrome pipes.
The C might feel a bit muted compared to most Harleys, but a few revs reveal a hint of sportbike lineage. It's an aggressive snarl that lends it the C an unusual characteristic, though other parts of the powerband produce a more traditional bass note that's typically associated with thumpy cruisers. Once you get the C rolling, the less intimidating it becomes.
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Low-end torque is https://surautoca.site/category12/5118-2019-ducati-multistrada-1260-s.php, and its V-twin pulls with a sense of authority that is inspiring and addictive. Unlike most of its competitors which peter out around 5, rpm, the C's power peak of horsepower occurs at 5, rpm.
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Clutch action is light, though the shifter can be a bit clunky. Once you get the hang of this big bike's road presence, you'll find that leaning into turns is easier than you'd think, and that mercedes e550 convertible 2018 power eventually translates to turning.
Think ahead, and you'll probably find the C's handling dynamics intuitive. It's not nimble by any 2008 suzuki boulevard c109r parts of the imagination, but its seat height of only 28 inches brings it low enough to the ground to lend it decent handling for its weight. Braking is linked, rear to front, meaning that hitting the rear brakes will activate the fronts, but not vice versa. Road's End The world may not need a ginormously imposing cruiser or touring cruiser especially since heavyweight bike sales have been sliding as of latebut time aboard the CR and CRT reminds you of the joys of good old-fashioned, big bore riding.
Do these bikes compare come close to a Harley?
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Not really; both variants of the C still feel definitively Japanese, especially considering their sportbike-inspired desire to rev. A surprisingly capable performerthe C behaves itself impressively well on the road, despite its curb weight.
Although anti-lock brakes would be a welcome addition, the linked system also works well enough that you'll probably never miss ABS, and at the end of the day the bike's voluptuous torque and surprising higher end power make it a blast to whip around town.
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The C behaves itself better than you might expect on the road, and if https://surautoca.site/category11/3691-bmw-dealer-near-holmdel-nj.php an element missing from this bike's big picture it would have to be styling. It's got all the right classic cruiser cues—lots of chrome, a locomotive-like headlight, expansive chrome exhaust pipes, and the thick rear boulevard c109r parts, but those details are marred by the clunky looking radiator, and the too-big-for-its-own-good rear fender.
The C's appearance may not be enough to deter most buyers from going for this heavyweight Suzuki, and if you're drawn in by its performance you'll find solace in the fact that the view over the handlebars is great.
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