On Suzuki magazine - Premier

ON SUZUKI PREMIER ISSUE - AUGUST 2013

The Official Suzuki Owner’s Magazine

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TABLE OF CONTENTS

30

Departments

04 06

Editor’s Letter Obsessed

20

News Ultimate ‘Busa, Glamis Calling, HighMile V-Strom, Events Schedule

Features

14

Vision Spectacular Suzuki Sightings

44 54

Cover Story

43

Do You Know?

Martin Cardenas Interview

44

From The Factory Ricky Carmichael & Suzuki

52 54

From The Factory The Color Wheel

From The Factory MotoGP: We’re Back Racing in 2015

56

Tech Clutch: Not Playing Around

57 58

Tech Electronics

Tech You Need to Know This

50 Years Of You A Dozen Tales Of Suzuki Life

26

Isle Be Back South American Suzuki Adventure

28 30

Epic-Alp-Strasse Riding Europe on Two

Yosemite Nearly Full Circle in the Sierras

48

Building A Brand The Business of Suzuki in America

Product Focus

35 36

SFV650 Everybody’s Motorcycle

B.O.S.S. You Should Love Your B.O.S.S.

39 40

Burgman 650 Scooter Splendor

RM-Zs The Choice Of Champions

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ON SUZUKI

Obsession

F

ifty years is big. In Anniversary terms, 50 is the golden anniversary. At Suzuki, we’re more about titanium, or iridium, or piston pins coated with diamondlike carbon. But hey, gold is nice, too. Especially when it’s the color of the Brembo brake calipers on the Suzuki Hayabusa. Yeah, we’re obsessed with motorcycles, ATVs and scooters. Having met many of you at events nationwide over the years, we know you, too, are consumed with these vehicles.

That’s the point of the magazine in your hands; it’s not just about the vehicles themselves, but about what we do with them, where they

take us, the memories they create and the plans they inspire. That’s obsession, and that’s On Suzuki magazine.

We created this new magazine specifically for and about Suzuki owners.

And the 50 Years in America celebration is the perfect time to unveil it. This issue’s cover story leads that celebration by highlighting a dozen of the incredible stories we’ve received from Suzuki owners through our Share Your Story campaign this year. Check that article beginning on page 20.

And visit the Suzuki Stories website – www.suzukistories. com – to continue reading stories of owners like you, and to share your own!

If you currently own a

Suzuki motorcycle, scooter, or ATV, thanks for your purchase.

If you owned a Suzuki in the past, and if you’re thinking about buying one now, thanks to you, too. We know many of you own multiple powersports machines, and it’s our goal to make owning a Suzuki the best experience possible. Visit us at a motorcycle or ATV event soon, or stop by your local Suzuki dealer; they’ll help you with your obsession.

On behalf of all personal at Suzuki Motor of America Inc., Thanks, and ride safely.

Toru Muraki

President Suzuki Motor of America Inc.

Early Suzuki motorcycle ads, like these from 1964 (left) and 1970, show Suzuki has always been serious about delivering the machines that fulfill your obsession for a passion-filled powersports lifestyle.

ON SUZUKI The Official Suzuki Owner’s Magazine August 2013

EDITOR & PUBLISHER Glenn Hansen HansenHouse Communication Chino Hills, Calif.

CONTRIBUTING WRITERS Dennis Johnson PHOTOGRAPHY Brian J. Nelson, ShiftOnePhoto.com, Lissa Marsolek, Glenn Hansen ART DIRECTOR Dave Palacios PRODUCTION ADVISOR Mike Velez Recon Media, Inc. ADVERTISING SALES Glenn Hansen HansenHouse Communication glenn@hansenhousecommunication.com No part of this magazine may be reproduced or transmitted in any form or by any means without express written permission from the publisher and Suzuki Motor of America, Inc. All rights reserved. Copyright 2013 by On Suzuki Magazine

We hope you enjoy On Suzuki magazine. And if you do, visit OnSuzuki.com to sign up for your subscription.

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SUZUKICYCLES.COM

All product information is subject to change without notice. At Suzuki, we want every ride to be safe and enjoyable. So always wear a helmet, eye protection and protective clothing. Never ride under the influence of alcohol or other drugs. Never engage in stunt riding. Avoid excessive speeds. Study your owner’s manual and always inspect your Suzuki before riding. Take a riding skills course. For the course nearest you call the Motorcycle Safety Foundation at 1-800-4469227. Suzuki engineered the Hayabusa for experienced riders. Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © Suzuki Motor of America, Inc. 2013.

MAXIMIZE YOUR RIDINGEXPERIENCE!

With Genuine Suzuki Accessories, you can customize your Suzuki motorcycle, ATV or scooter to best suit your riding experience.

Suzuki Boulevard M50 equipped with Genuine Suzuki Accessories.

FACTORY RACING T-SHIRT

SUZUKI GSX-R CYCLE COVER

SUZUKI PRIVATEER BACKPACK BY OGIO

4-CYCLE ENGINE OIL

Shop Online at SuzukiCycles.com or visit your local dealer.

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SUZUKI NEWS

The Ultimate Hayabusa Finalists

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N A NOD TO ITS LOYAL LEGIONS, SUZUKI’S ULTIMATE HAYABUSA CUSTOMER CONTEST LET LOOSE A NATIONWIDE ONLINE SOCIAL SEARCH FOR THE BIGGEST, THE BADDEST, THE MOST BODACIOUS ‘BUSA IN THE LAND. The Ultimate Hayabusa contest celebrates the mostcustomizable sportbike on the planet.

Sponsored by Super Streetbike magazine, the contest called for Hayabusa owners to build an online profile and post pictures to www. ultimatebusa.com, showcasing their babies before millions of adoring eyes. Competitors hooked up with their preferred local Suzuki dealer to enter the contest — the bracket-style

competition was split up into different regions. Online communities voted to boost their favorite bikes. The more votes an owner earned, the more play their bikes got online.

Competitors were urged to brag about their ‘Busas. Let loose. Tick off each and every sick modification they’d done to their rides. Everything from new clutch levers, brake levers, 300mm rear, and exhaust system, to the type of tires they’re running, those new wave rotors and their favorite bottle of boost. Competitors spread the love far and wide by using the hashtag #ultimatebusa.

Three finalists have been chosen; they’ll receive new full-face helmets painted to custom match their ride.

The ultimate “Ultimate Busa” will earn its owner the grand prize of a 2013 Hayabusa Limited Edition.

Custom Busa Drag Bike

INSPIRATION: “To build a custom drag bike that is still streetable without going to the fat tire craze. Building a show bike that is 100% streetable with my safety in mind.”

By conducting this contest Suzuki does not endorse any modifications to the Hayabusa that may render it unsafe or non-compliant with federal or local regulations.

Contestants and/or consumers are solely and completely responsible for operating their motorcycles in a safe manner and ensuring that any modifications to their motorcycle do not affect its safe operation and that it is completely street legal before being operated on public roadways.

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Wite Out

INSPIRATION: “This bike was built for one reason: to have the biggest and the baddest, and look the best doing it.

Some people may argue that the tire ruins the handling.

That’s fine; I can always put on a chromoly arm and stock sized wheel if I wanted to go to the track. But this bike was built to be ridden, on the street, and basically to show off.”

The Thelonius Dukes Memorial Tribute

INSPIRATION: “This build was inspired by the life of Thelonious Dukes Sr. (aka “Tank”), one of New Orleans’s finest champions of justice. He was an outstanding police officer, friend, family member, and father. Thelonious had a great passion for motorcycles, and his beloved bike “The Red Bull” was a 1st Generation Hayabusa Red Limited edition that had seen many similar performance and custom modifications. After his tragic passing this several-year build was painstakingly created in his honor.”

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SUZUKI NEWS COMING TO YOUR TOWN

This year, the show season starts early with the AIMExpo, a major new show in Orlando, Oct. 16-20, and Suzuki will be there with a big display. Visit AIMExpoUSA.com for more info - and come visit us.

The Progressive International Motorcycle Shows (IMS) schedule for 2013-2014 has significant changes.

The show begins this year at the San Mateo County Event Center in Northern California’s Silicon Valley.

Phoenix was added to the IMS schedule, while Indianapolis and Charlotte stops were eliminated.

These changes reduced the tour to 12 stops from 13.

Suzuki will display a wide range of vehicles. At a few locations on last year’s tour, Suzuki held special events such as demo rides and sales on parts and accessories. The Long Beach, Calif. event – the home stop for many of the motorcycle manufacturers – often includes prize giveaways and demo rides, too.

Check the Suzuki website and Facebook page for more information on schedules and activities at each stop on the IMS tour.

IMS Tour Schedule Oct. 25-27

Jan. 10-12

San Mateo County Event Center, San Mateo, Calif.

Washington Convention Center, Washington, D.C.

Nov. 8-10

Jan. 17-19

Dallas Convention Center, Dallas

Minneapolis Convention Center, Minneapolis

Nov. 15-17 Cobb Galleria Centre, Atlanta

Dec. 6-8

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The Motorcycle and ATV Events Season

The Motorcycle and ATV events season is actually like two seasons. The outdoor runs from Daytona Bike Week in March through to Biketoberfest back in Daytona, Florida in October. During the eight months in between, Suzuki Events makes multiple trips from north to south and coast to coast. The team puts on Demo Ride Events at Suzuki dealers nationwide. They attend the major motorcycle rallies and display products at professional races. They also participate in events like the Husker Harvest Days, a farming celebration where Suzuki shows ATVs and motorcycles.

When fall and winter weather hit, the shows go mostly indoors. That’s the International Motorcycle Show circuit, running from October through February. (See more information plus the schedule on the left.)

Most importantly, the Suzuki Events team – a collection of travelling professionals, as well as regional sales experts – connects with Suzuki owners and a variety of powersports enthusiasts to talk about bikes and ATVs. There is always something new when Suzuki brings its display or demo-ride fleet to

town. During last season’s International Motorcycle Show, Suzuki had a variety custom Hayabusas on display. And the photo-booth experience began at Daytona Bike Week in Florida, and got more creative at the Laguna Seca round of the AMA Pro Racing season with Suzuki’s knee-drag photo booth.

The show may visit a town near you, or even your local Suzuki dealer. Visit www. suzukicycles.com often for the latest events schedules, or stay up to date through Facebook and other social networks.

Jan. 24-26 University of Phoenix Stadium, Phoenix

Long Beach Convention Center, Long Beach, Calif.

Jan. 31 – Feb. 2

Dec. 13-15

Feb. 7-9

Jacob K. Javits Convention Center, New York City

Donald E. Stephens Convention Center, Rosemont, Illinois

Jan. 3-5

Feb. 14-16

Suburban Collection Showplace, Novi, Mich.

Washington State Convention Center, Seattle

I-X Center, Cleveland, Ohio

MOTO TERMS

ACRONYMS

OHV: Off-highway vehicle OEM: Original Equipment Manufacturer DOHC: Dual Over Head Cams TSCC: Twin Swirl Combustion Chamber SCEM: Suzuki Composite Electrochemical Material

Remember these?

SRAD: Suzuki Ra m Air Direct CCI: Crankcase Cylinder Injectio n PEI: Pointless Ele ctronic Ignition SDTV: Suzuki Dual Throttle Valve S-DMS: Suzuki Drive Mode Selector DLC: Diamond Like Carbon SCAS: Suzuki Clutch Assist System B.O.S.S. Blacked Out Special Suzuki SMAI: Suzuki Motor of America

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Stuff You Need You can order Suzuki Manuals online

Visit www.genuinesuzukimanuals.com for Suzuki factory manuals. These are not third-party manuals, but factory-approved books with all the Suzuki factory specifications. These Suzuki manuals includes the latest updates, straight from the Suzuki factory.

The Service Manuals are not basic instructional manuals. They are the very same manuals used by professional technicians.

This site is also an excellent source of vintage Suzuki authorized manuals. Find pre-1990 motorcycle manuals by selecting “Vintage” in the drop-down menu, in the “Start Here” / “Step 1” area. Looking for a Service Manual for that 1975 TM125 you just found? This is the perfect site for you.

Racing contingency

Race. Win. Get paid. If you’re on a Suzuki, that is. And if you’re registered in the Suzuki contingency program. If you own an RM-Z250 or RM-Z450, or even a GSX-R sportbike, you are eligible for Suzuki’s Motocross or Road Race Contingency programs.

Complete the online registration, if you’re over the age of 12. And if you’re under 12, you need to complete the form and fax, mail or email it in. Once you are accepted into the program, race a specified event on the Suzuki Contingency payout schedule and place in a paying position, you will receive a Suzuki Awards card in the mail. It is that simple. Just register, race, win, and you’re paid.

Spending your contingency money is easy, too; when you earn money with the Suzuki Contingency program you will receive one of our Suzuki Contingency Awards Cards. Money will be added to your card throughout the year as you compete and win races. Amateur and professional riders can spend their money at any authorized U.S. Suzuki dealership.

Take The Course

Suzuki supports the Motorcycle Safety Foundation Basic RiderCourse benefit program for new riders. Take a course, purchase a new Suzuki and we’ll give you $100 back. With motorcycles like the Suzuki TU250X, Suzuki Boulevard S40 and more, tell a friend; now is a perfect time to start a motorcycle lifestyle.

Check with your Suzuki dealer for more information, or visit msf-usa.org to learn about motorcycle class specifics. You can also take the group’s Dirt Bike School or Scooter school.

And for ATV riders, check out the ATV Safety Institute and its educational programs for riders of all ages. Visit www.svia.org.

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SUZUKI NEWS

Social Media + FACEBOOK – More than 1 million people can’t be wrong! Follow us on Facebook for information about contests, for event pictures, or just to say “Hello.”

+ TWITTER – @SuzukiCycles Follow us and our good friends RC, JS7, etc. Twitter is a great conversation starter.

+ YOUTUBE – Subscribe to our YouTube channel for “Behind the Scenes” reports from race tracks across the country.

+ INSTAGRAM – SuzukiCycles shares pics of bikes and ATVs, and would like to connect with you to see your photographs, too. + PINTEREST – Follow Suzuki Cycles for new products, Ultimate Hayabusa entries, Suzuki racing, and more.

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Odometer Testing!

When Kith Burkingstock visited the Suzuki display at Daytona Bike Week, he had ridden nearly 500 miles from his home in northeast Georgia.

That’s just another afternoon out for him. Burkingstock has spun 280,000 miles on his 2003 Suzuki V-Strom 1000.

“I would like to get it up to 300,000 miles by the end of the year,” he said. And he had a trip planned that would get him closer. When we talked on the phone in late May, Burkingstock was packing for a trip that would total about 5,000 miles. “I’ll ride from Atlanta to New York one day,” said Burkingstock, “then up into Quebec to get on the Trans-Labrador Highway, which is more like a fire road, then into Newfoundland and Nova Scotia.”

Burkingstock and his V-Strom have been to 48 states, and most of Canadian provinces. “I don’t really drive a car much,” he said. “I just like to ride.”

And he likes to ride his Suzuki V-Strom. “It’s just a do-everything bike, with nice power, and it’s really comfortable.” He owns other bikes, too, but none see the same amount of on-road action as his V-Strom.

We asked the high-mile rider

if he has any tips for fellow motorcyclists looking to stretch the life of their bikes. “Do the regular maintenance at the proper intervals,” he said. “And one other thing, keep the bike stock. Suzuki knows what it’s doing when it builds these motorcycles.”

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SUZUKI NEWS

Sand-tastic News!

Following a 13-year battle that saw the closure of nearly 50,000 acres of riding area in California’s famed Glamis sand dunes – the Imperial Sand Dunes Recreation Area – the Bureau of Land Management released a new plan that could open most of the closed land. Barring any further legal action, about 38,000 acres would be reopened to offhighway riding later this fall.

Glamis Facts

+ Total area: 40 miles long and an average of about 5 miles wide. + Public land: 160,000 acres, plus a neighboring 50,000 in the Algodones Dunes.

+ OHV riding area: 127,416 acres are designated as Open OHV area and 52,370 acres are designated as Limited OHV area (if the new plans stand). + Closed to OHVs: 35,144 acres

+ Groups fighting to keep the dunes open: AMA District 37 (Southern California), the Off-Road Business Association, the American Sand Association, the San Diego Off-Road Coalition, among others.

Suzuki Makes Millionth

GSX-R

“Suzuki’s first GSX-R … took the accepted engineering wisdom of year-to-year incremental improvement and blew the premise to pieces. The GSX-R burst onto the scene and set sportbike enthusiasts and magazine writers alike into a tizzy because it was impossibly light, amazingly powerful and so artfully conceived that the worst of the complaints about it amounted to a whisper in a windstorm.” Motojournalist Marc Cook wrote that in his book “Suzuki GSX-R: A Legacy of Performance” written on the GSX-R’s 20th Anniversary in 2005.

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Not hyperbole or marketing fluff, Cook’s words could have been penned by any number of moto-journalists at the time. The 1985 GSX-R750, introduced to U.S. motorcyclists in 1986, changed the motorcycle market as a whole and created the modern sportbike boom.

For Suzuki specifically, the GSX-R was the bike that defined a brand.

For consumers, this sportbike has delivered millions of race wins worldwide.

In 2012, Suzuki reciprocated by building the one millionth GSX-R, just as the company celebrated 60 years of motorcycle production.

Both feats are only possible thanks to continued support from Suzuki fans, racers and dealers worldwide.

To acknowledge this important milestone, Suzuki created the 2013 GSX-R1000 1 million Commemorative edition, offering a special paint scheme in a limited run of 1,985 (wonder why that number?) produced motorcycles.

The special edition bike features a paint scheme that mimics the original, plus it features a numbered serial plate on the upper fork bracket, a special key, and unique features like gold fork tubes, and more.

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What Were You Doing in 1963?

U.S. Suzuki (now Suzuki Motor of America, Inc.) was: + Setting up headquarters in an office nicknamed “the Pagoda” in Santa Fe Springs, Calif.

+ Selling 80cc motorcycles like the Trail 80 “Hillbilly” (right) for around $350.

+ Prepping to sell lots of X-6 “Hustlers,” the first stock bike with a sixspeed transmission, also called the T20. + The only maker with a 12-month warranty.

Motocross Jumps Into Walmart What’s better than seeing Suzuki motorcycles displayed in your local Walmart?

How about seeing RCH Racing emblazoned RM-Zs in up to 80 of the world’s largest retailer’s locations across the United States? That’s getting the word out.

In a partnership between lifestyle brand Livfast, RCH Racing and Suzuki, the championship-winning motocross bikes will be prominently used in Livfast apparel displays in Walmart Supercenters nationwide. Each of the RM-Z250s and RM-Z450s feature RCH graphics and logos, giving the team started by Ricky Carmichael and Carey Hart national exposure to a massive new demographic. All this in a retailer not known for flashy brand signage.

“We get to perfectly

position our product in the largest retailer in the world,” says Rod Lopusnak, general manager of national sales for SMAI. “Tens of thousands of people go in and out of those stores every day. For Suzuki to be able to have an exclusive position high above everyone else is remarkable.”

The arrangement is part of a deal between Walmart and Livfast — the FMX-flavored apparel brand started by freestyle pioneer Tim O’Brien — to bring Livfast shows to the store’s locations along the West coast, and introduce its apparel line to Walmart’s sales floor.

Livfast launched the partnership in 2012 in a number of test locations, and is expanding it to the nearly 80 locations for 2013 — a great opportunity to reach

Walmart’s important customer demographic.

In an interview with ESPN.go.com last year, O’Brien said that hooking up with Walmart helps expand the Livfast brand and draw spectators to its freestyle and motocross events. He noted the amazing response when Walmart posted word of the “Livfast Cup” to its millions of Facebook fans (it now has 31 million). He pointed out that on a weekly basis in northern Nevada alone (Livfast’s HQ), in every Walmart location, 55,000 people make a purchase.

“To give us that blanket coverage in up to two Walmart stores per state is awesome,” Lopusnak says. “It’s great for Suzuki, RCH, Livfast, and Motocross and Supercross racing, and powersports in general.”

(Top) Livfast, teamed with RCH Racing and Suzuki to feature these eye-popping displays in Walmart stores across the country. (Bottom) RCH Racing Team #75 Josh Hill, #20 Broc Tickle, team owners Carey Hart and Ricky Carmichael.

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VISION

The Liter Leader

Rolling off the assembly line in 1977, the Suzuki GS1000 wasn’t the first of the liter-bikes, but is was arguably the finest.

Photo by REphotography3.

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VISION

The King Suzuki KingQuad ATVs handle all terrain all the time.

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VISION

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Suzuki Over Suzuki

Others have passed through the famous Corkscrew. But by overtaking Mat Mladin (No. 66) in Laguna’s Corkscrew in 2007, Ben Spies (No. 1) defended his AMA Superbike Championship. Photo by Brian J. Nelson

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SHARING STORIES

50 GIXX-HER

Years of Suzuki My Story

2007 Suzuki GSX-R600

M

y roller derby name is Gixx-Her with the number of 600. I have a 2007 GSX-R600 and I use it for everything. I’ve ridden from Wisconsin to Yellowstone National Park, and I’ve done track days with it. I love my bike so much that when I started roller derby four years ago I named myself after the bike. Most people don’t understand my derby name.

If you need any proof check out foxcityzfoxz.com and look at the team Paper Dolls. You’ll see me and my cool tattoo of my name and bike.”

Heather B., Wisconsin

ALOHA!

Suzuki Hayabusa “I grew up riding dirt bikes in the 60s and early 70s. I putting riding on hold when I moved to Honolulu at age 15 and started surfing, but I missed riding. Fast forward to 1999, and I saw a Hayabusa online; I melted. I had the first ’Busa on the Big Island of Hawaii, and everyone gawked for two years! Then I decided I needed more roads and I moved back to California. I rode all over the western states, attending many events and track days.

Owned a bunch of motorcycles, but I never gave up my ’Busa addiction; it’s still the finest bike I ever owned.”

Kent C., California 20

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MEMORIES

Suzuki RM-Z250 & RM-Z450 “Memories that will last a lifetime! Two-days of riding at Camp Carmichael. Thanks Suzuki! After finishing second on his Suzuki RM-Z250 at Loretta Lynn’s in 2012, Addison competed at the Winter National Olympics and won six titles on his RMZ250 and RM-Z450.”

Addison E., Oklahoma

MY FIRST 1971 Suzuki TC90

“My first real motorcycle – I believe it was a 1971 TC90. It had the dualrange transmission with the shifter on top of the left case. I took my motorcycle test on that when I was 16. The low range made it real easy to do the circles and figure eights without dabbing my foot!

I traded that on the second Suzuki, a yellow 1973 TS185. I bought it at Suzuki Village of York, Pennsylvania for $740, tax included. I was only 17 then and rode that to school and work. I now ride a Suzuki Boulevard M109R which I’ve had for almost five years.”

Scott E., Pennsylvania AUGUST - 2013

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SHARING STORIES FUN FOR THE WHOLE FAMILY

1978-2012 Suzuki RM-Zs, RMs, JRs “As I celebrate my 50th birthday today and ironically Suzukis as well, I wanted to share a few pics of my children. I started both of them on Suzukis and have climbed the ladder of bikes because I have had excellent service from them all. Never once have any of them failed us in any way.

My first real race bike was a 1978 RM125 that I tricked out with Fox shocks.

What attracted me initially to Suzuki was when my son Brock was 3 years old and I bought him a new 04 JR50. I liked the fact it was smaller than other 50s and also had a rear foot brake. As my daughter Emily grew up, she loved going

to the track with us and the JR50 served her as well. As they continued to grow, I just kept adding more Suzukis for them to ride because I could always find a perfect fit for them.

I bought a brand new 2012 RM-Z450 last year because after riding another brand for so many years, it was time for a change. The RM-Z was a perfect choice because it handles so well and puts out incredible horsepower, plus I’ve always been a huge Carmichael fan. We ride and race here locally in North Carolina and are definitely a Suzuki Family!”

Vann G., North Carolina

OLE’ FRIENDS

1985 Suzuki LT185 Quadrunner “A couple months ago I took my buddy Jonathan on a bow hunt in Murfreesboro, Tenn.

When he showed up and saw me unloading my 1985 LT185 Quadrunner, he couldn’t help but let out a chuckle. He’s not the first of my friends to have that reaction.

With pride, I told him the story of my “burro.”

My dad helped me buy it brand-new from Arkport

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Suzuki in Arkport, N.Y. in 1985. I was 14 years old and I paid it off with the money I earned on my paper route, mowing lawns, and busing tables at a local restaurant.

My buddies and I spent endless summer days on woodland trails, jumping dirt piles, and basically riding whenever and wherever we could.

There was no hill too steep or jump too high.

At the ripe old age of almost 28, I suppose I should retire her and buy a newer, bigger ATV, but we’ve been through so much together I just haven’t been quite ready to put her out to pasture.

Me and my 1985 model LT185 have outlasted a lot of relationships, both human and mechanical. She hasn’t let me down yet!”

Jeff L., Tennessee

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GENERATIONS “I started riding Suzukis when I was about 6 years old. Me and my dad would ride in the hills of Santa Cruz, Calif. I switched from being an enlisted service member to an Officer. The pay got better, and after three tours to Iraq and saving my money I was able to fulfill my dream and ride again.

This time with my son and daughter. Suzuki has been a part of my life since I can remember and now I am passing it down to my kids. I look forward to Suzukis being around for another 30 years and getting to ride with my grandkids!”

Joshua G., U.S. Military

HOLE IN ONE

2001 Suzuki Intruder

“I chose Suzuki because my father in law has always had good luck with them. He still has a 79 GS850. I bought this 2001 Intruder used from a local shop; it had only 12,000 miles on it. I also have an 83 GSX750ES that I that will still go fast!”

Matt H., California

(Editor’s Note: Matt also included this newspaper article excerpt to explain his motorcycle)

Matt likes to ride his motorcycle and play golf. He rigged his Suzuki Intruder to carry his clubs – golf bag in one saddle bag, shoes in the other. Bungee cords where needed.

Matt, a PGA professional and the manager of Emerald Lakes Golf Course in Elk Grove (California), envisions jaunts of 50 or so miles. A trip to La Contenta in Valley Springs, for instance, using back roads, of course, would be ideal. “Just another reason to ride,” he said.

CRATE BUT NO BARREL

1983 Suzuki RM500

“About 10 years ago, my sister-in-law was out hitting the garage sales and came across a motorcycle in parts-filled crates. After calling home to see if anyone would be interested in it for $30, she picked it up and brought it home. Fast forward 10 years, my husband comes across the crates of motorcycle parts and pieces. He makes a deal with his brother and brings all the parts home. Within two months, we had this 1983 Suzuki RM500 beauty back to a complete bike – using mainly OEM parts that were still available through our local dealership! What a find and what a bike!”

Nan C-A., Indiana

Matt, who turns 50 in four months, dreams of qualifying for next year’s U.S. Senior Open and riding to Omaha, Neb., headcovers flapping in the wind. Then rolling on two wheels through the front gates at Del Paso for the 2015 Senior Open.

He said there are motorcycles and hardshell cases designed to transport golf clubs. “I like mine because it’s visual,” he said. “People honk and wave. The guy at the gas station might not be a golfer, but he knows motorcycles. It brings the worlds together.”

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SHARING STORIES GOING CROSS COUNTRY

1976 Suzuki GT750 “In 1976, I bought a Suzuki GT750 2-stroke triple. I rode to Seattle and stayed there for a few days, then I rode down the coast to Los Angeles, and then to Dayton, Ohio – covering a total of 7,000 miles in 14 days.

The west coast was having a heat wave at that time. When I left Victorville, Calif. one morning at 9 a.m., the temp was already 110 degrees. Crossing the Mojave Desert the temp. went up to 128! What a welcome relief to get to Flagstaff.

At the time, gas cost 50 cents a gallon, and that seemed high.

After replacing a tire in Calif., I was down to $50 to make it home. I might add that I camped out the whole trip!”

Michael H., Kentucky

SCREAMING LIKE A GIRL

2009 Suzuki GSX-R750

“I wanted a new motorcycle ever since I wrecked my Honda sportbike. My fiancé at the time knew of my love for motorcycles, so when I went out of town one week for work, I came home later that week and I saw this motorcycle outside my house. I thought, “Great, my neighbor just got a new bike.” As I got closer I realized it was in front of my house and the red on the nose was not a paint scheme but a big red bow. I was so excited I couldn’t even park my truck right, it was halfway in the street.

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When I got out I was walking around not trying to show any excitement just in case it wasn’t mine. When Holly popped out of the house with a smile I started jumping up and down and screaming like a little girl. There in front of my house was a brand new 2009 Suzuki GSX-R750!

I was so nervous to even touch it thinking it was a dream and if I touched it the dream would be over. She has some miles now, but I still stare at her and I still think about that day often.”

Pattric B., Texas

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A STROM COMING

Suzuki V-Strom 1000

“I got rid of the Harley and got my Suzuki V-Strom DL1000. I should have done that a long time ago.

What a super bike; it handles perfectly and carries what I need. I love it, and can’t say enough about the V-Strom. Thanks to Mike Johnson Powersports in Russellville, Ark. What a great staff. I have never had a better buying experience.”

DISCLAIMER: The stories shared on these pages are submitted by Suzuki owners.

Suzuki does not endorse any modifications that may render vehicles unsafe or noncompliant with federal or state regulations.

Allie W., Arkansas

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ARE RIDDEN. SHARE YOUR SUZUKI STORY! www.SuzukiStories.com

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GREAT RIDES

ISLE BE BACK

Todd Sandoval, Palmetto Motorsports, Florida

W

hat do you want out of a motorcycle trip? Tight, twisty roads? Hours of switchbacks? The perfect road food? Yes, but there’s often something more to taking a two-wheel trip.

Just ask Todd Sandoval, president of Palmetto Motorsports in Hialeah, Fla. The veteran racer and rider says a recent trip to attend a motorcycle rally in Nicaragua unveiled some of those special surprises that can only be found on the road. “It’s not just about the riding. It’s more about seeing the culture and being with friends,” Sandoval says. “We were walking through Granada looking at 500-year-old buildings.”

Sandoval’s special trip starts in Tegucigalpa, Honduras. He has friends who live there and a bike there, so it’s a good jumpingoff point. They cross the border south into Nicaragua and head into León. The roads are pretty good, but there are no signs to speak of, so it’s a good thing his buddies know the lay of the land.

On to Managua and then into Granada.

They don’t exactly follow the rally route or crowds, instead modifying the trip to somewhat skirt the evening parties that seem to be all about drinking beer, listening to hardcore rockn-roll and staying out until 5 a.m.

“The friends I went with were more about the riding, having a nice dinner and waking up the

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next day feeling OK,” he says.

It turns out there is a big V-Strom club out of Panama, so there are DLs all over the place, he says. It’s good to see a lot of familiar Suzukis on the road, in addition to a variety of other cruisers, dirt bikes, and DualSport motorcycles out there. All throughout Central America there are a lot of street motorcycle rallies, he explains.

Exploring new lands should be like peeling back the layers of an onion. This trip is like that.

Sandoval has been through Granada three times, and always enjoys the city and its centuriesold history. His last trip unveiled something new. Off the bikes, they’re on a small 5hp boat crawling along Lake Nicaragua to see the sites. They’re literally slipping along at trolling speeds

over the 3,191 sq. mile lake looking at what could be a very long day on the water.

Then the surprise. It’s called Isletas de Granada and it’s collection of small islands located around the Asese peninsula. Some islands are privately owned, others have facilities for residents and tourists. They tour the islands and eat lunch at this one little place with a dirt floor and pots that looked to be 100 years

old. “I was totally blown away.

That area of Granada is kind of touristy, but it was really something to see,” he says. “The typical American tourist has no idea it exists.”

Sandoval is planning to head back down in August for another rally that starts in Honduras and heads into Guatemala. He’s counting down the days. “I definitely want to go back and discover Nicaragua on my own,” he says. “There’s a lot to see.”

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GREAT RIDES

EPIC-ALP-STRASSE

Jeff Cernic Cernics Suzuki, Pennsylvania

I

t’s hard to nail down a favorite motorcycle trip when most of them are epic. Take that trip in 2011 where Cernic, Tom Carson, Larry Sidor and Robert Pastrana put 1,500 miles on DualSports while trekking through Alaska. Launching from Anchorage. Shooting up to Denali. Dropping down to Valdez. Crossing back to Anchorage. It’s the kind of trip that burns itself into your brain.

The journey through the 49th state felt like being immersed into all the wildlife and scenery this good green earth has to offer. Sweeping views. Moose.

Antelope. Eagles as plentiful as the crows he sees back home in Pennsylvania. “It was just incredible. We’d go a whole day seeing only one or two cars,” Cernic says. “It was a really great adventure trip.”

It was the trip of a lifetime, so they thought. But then an idea formed, where next? “We just look for adventure. There is no set mission,” Cernic says. “We just grab a map, see where we want to go and just do it.”

They did it again, in 2012, when the troop aimed for a route that would eventually get them to the Motocross des Nations being held that year in Belgium.

The Alps seemed like the best way to get there and a lineup of V-Strom 650s, Bandit 1250s and

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a European model GSR750 were their chosen bikes.

Up out of Austria, into Lichtenstein, then across to Switzerland and over to the Swiss Alps. From there they made their way down to Northern Italy, took a quick tour and headed back to Austria. It was two-lane roads the whole trip and the ride was fantastic. Epic even. The folks were friendly and, as it is when traveling by bike, curious.

But Cernic is a talkative guy so it was perfect. “They want to know where you’re going, where you came from,” he says. “It’s always an adventure when you’re on a motorcycle.”

Whenever he leaves the country, Cernic takes an American flag with him. It’s just something he does. This time he pulled it

out and hoisted it high atop the Timmelsjoch Hochalpenstrasse pass – that’s part of the pass over the Otztal Alps between Austria and Italy. That flag was about 8,200 feet up.

“The road going up the Swiss Alps had more than 200

switchbacks. It was pouring rain the whole way up. At the top it was snowing.” he says. “In the Alps, we expected some rain, but nothing like we got. Still, every time we stopped, we’d have big smiles on our faces.”

Motorcycle trips are like that.

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GREAT RIDES

YOSEMITE

AND

MORE

Almost Full Circle on a Sierra Nevada Great Ride

W

hen I first looked at the map of Yosemite National Park, I saw one main road – California 120, or Tioga Pass – and it spanned merely 60 miles from the park’s eastern to western borders. On my Suzuki Boulevard M50, that’s like one hour. I wondered what I’d do with the rest of the weekend.

When I unfolded the map completely – yes, I still use paper maps – it looked like Yosemite was just the cherry on top of a double-scoop delight of motorcycling roads through California’s Sierra Nevada mountain dessert. And I was ready to spoon in as much as I could using my M50 with its host of handy accessories.

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The valley road into Yosemite Village is often packed with mini-vans and tour buses. And it’s still worth the ride in for views like this, and more.

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GREAT RIDES Something About Mary

This ride nearly ended where it began – near little Lake Mary, part of the Mammoth Lakes chain.

Shadowed by the much-more vacation-y Mammoth Mountain ski resort, Lake Mary is just a speck on the map southeast of Yosemite. In fact, you don’t even know it’s there, and let’s keep it that way, if you know what I mean. This quiet spot is about camping, fishing and hiking. My early morning spin on the road around the lake – aptly named Around Lake Mary Road – woke up a few campers, and caused several road-side fisherman to turn and stare.

I had several options. I could ride a beachside lounge chair with a fishing rod in hand. I could ride the gondola to the Mammoth Mountain summit for a day of mountain biking. Or I could explore a couple hundred miles of heaven. I fired up the M50, roused a few more campers, and aimed north.

Equipped with a Long Windshield – a short model is also available – the M50 is a solid open-road cruiser. This screen kept the bugs off me, and still allowed a breeze to cool me down.

My M50 was also equipped with the Classic Leather Saddlebags, plus a Passenger Backrest and Billet Rear Rack. The bags are just large enough to hold weekendgetaway essentials, but not so

roomy that you’ll fill them with unwanted weight. The billet rack can help support a small pack, too. Check the space below for the details on all these Genuine Suzuki Accessories.

You mean there is more than just Mammoth’s Lake Mary? Yes, that’s just the beginning.

Suzuki Boulevard M50 & Genuine Suzuki Accessories

Since the Suzuki Boulevard M50 costs less than 9 Grand, adding accessories is still a budget-friendly event. The windscreen ($460) is a stylish wind diverter. The backrest, pad and rack combo ($830 combined) delivers passenger comfort, and functional appeal. The leather luggage and support hardware ($745) is a must for distance riding. The chrome engine guards ($150) simulate the bike’s exhaust and protect vital components. And the new Boulevard Mesh Jacket ($150) is superbly crafted with high-quality padding, good pocket space and a perfect Suzuki Boulevard look.

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Riding The Pass

A 10 spot – and some patience – will get you and your ride into Yosemite National Park.

You meet the nicest people … like Matt (right) and his M109R, taking a break at the Tuolumne Meadows Store.

The east entrance to Yosemite National Park is just about 30 miles north of Mammoth Lakes, up Highway 395. I was surprised by seemingly light traffic for a Saturday morning as I turned toward Tioga Pass. Even starting at a milehigh-plus elevation, this road begins climbing immediately as it splits a 13,000-foot peak to the south and a 12,000-footer to the north.

The fuel-injected M50 let me easily overtake an RV near the start of the climb – it would be the first of many.

Motorcycles enter the park for just $10. You won’t spend much more money once inside, unless you need gas. There is a fuel station or two in the park, but gas there will cost about $5 per gallon. Gas up in Mammoth or in nearby Lee Vining, Calif.

My Suzuki Boulevard was the best possible way to see Yosemite, and I wasn’t the only one. At the Tuolumne Meadows Store – a good stop to grab some picnic supplies and water – I met Matt who was traveling through on his Suzuki Boulevard M109R. These bikes allow full view of the amazing scenery – keep your eyes on the road – and let you park easily in often-

crowded scenic spots.

Tenaya Lake appeared on my left not long after I rode away from the store. I didn’t want to park the bike so soon, especially on the gravel parking lot, but the view forced me. A few lucky campers found tent space near the lake; plan ahead for that real estate. Just west of this postcard-perfect scene is Olmstead Point, another must stop. Olmstead offers plenty of paved parking, plus enough stunning vistas to drain your camera battery.

Hike a few hundred yards to the south for your first good view of Half Dome, rockclimbing heaven. I met a large group of motorcyclists enjoying the same scenic spot, as well as rental-car driving tourists from across the globe.

Leaving Olmstead Point, I finally got to twist the M50’s throttle. Or maybe not. I quickly learned that patience is essential on Yosemite roads. I hugged the bumper of everything from an RV to a Prius. It’s best to just relax, stop often, and enjoy the park. Besides, I didn’t come to Yosemite just to ride through Yosemite.

Formed by a glacier and resting at 8,150 feet elevation, Tenaya Lake is a pristine gem of Yosemite.

And the gravel parking lot keeps out many tourists.

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GREAT RIDES

Out of the park and into the wild, twisty bits like Road 222 wait quietly to please motorcyclists.

The Unfinished Circle

Remember I said Yosemite was just the cherry on top? I left the park and was ready for more – more scenery and more riding – so I aimed south for Bass Lake.

A spot on the map just bigger than Lake Mary, Bass Lake is an endlessly curvy ride just south of Yosemite. This vacation hotspot is filled with overnight options, from campgrounds to the upscale Pines Resort.

My intentions were to ride, not sleep, so I headed for the twisty pavement south and west of the lake. I had done some DualSport riding near here years before – that’s another story! – so I knew some of the roads. And it takes getting lost to find what you want – that’s how I discovered Road 222.

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Seldom straight and trafficfree, 222 satisfied my need to ride. The road extends many miles south, and the area is replete with other roads like it. Combine these twisties with more lake vistas by heading east toward Shaver Lake and Big Huntington Lake. And for a singular adventure, keep riding east on Kaiser Pass Road.

Don’t expect smooth pavement, just constant turning, climbing or descending. Ride as far as your suspension will allow. The road is snow-free just a few months.

When I unfolded my map again, I realized I was just a few miles from Mammoth’s Lake Mary. With a tent, some food and a good pair of hiking boots, I just might make it over 12,000-foot Silver Peak and back to my starting point.

START

FINISH

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BEHIND ‘BARS

ONE FOR ALL

The 2013 Suzuki SFV650 Speaks To All Riders SPECIFICATIONS 2013 Suzuki SFV650 BASE MSRP: $7,999 ENGINE Engine:

645 cc, 4-stroke, 2-cylinder, liquid-cooled, DOHC, 90-degree V-Twin

Bore x Stroke:

3.19 in x 2.46 in

Compression Ratio:

11.5 : 1

Fuel System:

Fuel Injection

Lubrication:

Wet sump

DRIVETRAIN Transmission:

6-speed, constant mesh

Final Drive:

Chain

CHASSIS Front Suspension:

Telescopic, coil spring, oil damped

Rear Suspension:

Link type, coil spring, oil damped, spring preload 7-step adjustable

Front Brakes:

2-piston calipers, 290 mm disc, twin

Rear Brakes:

1-piston caliper, 240mm disc

Front Tire:

120/70ZR17M/C (58W), tubeless

Rear Tire:

160/60ZR17M/C (69W), tubeless

Fuel Tank Capacity:

3.8 gallons

Color:

Metallic Mat Black / Glass Sparkle Black

ELECTRICAL Ignition:

Electronic ignition (Transistorized)

DIMENSIONS Overall Length:

83.9 in.

Overall Width:

29.9 in.

Wheelbase:

56.9 in.

Ground Clearance:

5.3 in.

Seat Height:

30.9 in.

Curb Weight:

445 pounds

WARRANTY 12 month unlimited mileage limited warranty.

Suzuki makes motorcycles for riders. That may seem strikingly obvious. The V-Strom for adventure riders. GSX-R line for performance sportbike enthusiasts. RM-Z450 for off-roaders with champion intent. And the SFV650 for the pure pleasure of street motorcycling.

With its open trellis frame exposing the 645cc V-twin, double overhead cam engine, the SFV650 has no secrets. Best of all, this motorcycle speaks to both veteran riders and those new to the sport, saying, “You wanna ride? Let’s go; I can show you a good time.”

The SFV650 starts with an accessible price point of $7,999. For that, you get a torquey V-Twin engine featuring Suzuki Dual Throttle Valve fuel-injection technology. The combustion efficiency delivered by the 90-degree twin means the SFV is a miser with the fuel but it won’t hold back with the power delivery.

Based on the renowned V-Twin that successfully powered the SV650 for

years, this updated engine gives riders even better performance. How so? The crankshaft is redesigned to improve acceleration. Intake and exhaust changes improve the engine’s efficiency for overall power gains. The cylinder head uses dual Iridium spark plugs to boost response.

Many motorcyclists just love the look of the SFV’s open framework. More than just good looking, this trellis frame is engineered to provide a low seat height and stable ride along with precise handling sport riders demand.

An upright seating position allows comfort and control for commuters, too. The bike’s 3.8-gallon fuel tank lets you commute, tour, or just enjoy a full day on your favorite roads.

That’s the thing: The SFV650 is the motorcycle you want it to be. If you like to read the specification charts, the SFV competes well. Dual floating front brake discs – 290mm in diameter – with dual piston calipers combine with a 240mm rear disc brake disc

for confident stopping power.

Progressive-link suspension in the rear, and 41mm preloadadjustable front forks smooth any ride. Six-speed tranny.

Iridium spark plugs. Five-spoke aluminum alloy wheels.

If you’re not about spec charts, that’s fine, but you need to take a closer look at the SFV650. Visit a Suzuki dealer to see one in person.

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BEHIND ‘BARS

THE B.O.S.S. WILL SEE YOU NOW

Suzuki Boulevard B.O.S.S. Lineup

Y

ou like your boss? You’re going to love the new Suzuki B.O.S.S. All of them, in fact.

The new Blacked Out Special Suzuki line of cruisers - the B.O.S.S. models - lead like a good boss, with authority and style. And deliver performance results for an impressive R.O.T. that’s Return On Throttle.

Suzuki began its Boulevard B.O.S.S. lineup in 2013 with the C90 and C90T models. These Blacked Out Special Suzuki motorcycles began life with Suzuki-bred power and performance. Then they blacked out – a lot of the visible features, that is – giving these Boulevard cruisers a custom look that is devilishly dark.

The result is this: If you want an amazing cruiser experience, check out a Suzuki Boulevard C90 or C90T B.O.S.S. On the other hand, if you want a cruiser that looks black as night, like moonless midnight, check out a Suzuki Boulevard C90 or C90T B.O.S.S. It’s not just about the 90-cubic inch models. For 2014, Suzuki expanded the B.O.S.S. line to include the new Boulevard C50 and the Boulevard M109R. Three engine sizes.

Four unique models and riding styles. Somewhere in there is a B.O.S.S. you can get along with.

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SPECIFICATIONS

2013 & 2014 Suzuki Boulevard B.O.S.S.

C90 B.O.S.S.

C90T B.O.S.S.: $13,999; C90 B.O.S.S.: TBA, 2014 M109R B.O.S.S. & C50: TBA ENGINE

C90/C90T B.O.S.S.

M109R B.O.S.S.

C50 B.O.S.S.

Engine:

1462cc, 4-stroke, 2-cylinder, Liquidcooled, SOHC, 54-degree V-twin

1783 cc (108.8 cu. in), 4-stroke, 2-cylinder, liquid-cooled, DOHC, 54-degree V-Twin

805cc, 4-stroke, 2-cylinder, liquidcooled, SOHC, 45 degree V-Twin

Bore x Stroke:

96.0 mm x 101.0 mm

112.0 mm x 90.5 mm

83.0 mm x 74.4 mm (3.268 in x 2.929 in)

Compression Ratio:

9.5 : 1

10.5 : 1

9.4 : 1

Fuel System:

Suzuki Fuel Injection

Suzuki Fuel Injection

Suzuki Fuel Injection

Starter:

Electric

Electric

Electric

Transmission:

5-speed constant mesh

5-speed constant mesh

5-speed constant mesh

Final Drive:

Shaft Drive

Shaft Drive

Shaft Drive

Front Suspension:

Telescopic, coil spring, oil damped

Inverted telescopic, coil spring, oil damped

Telescopic, coil spring, oil damped

Rear Suspension:

Link type, coil spring, oil damped

Link type, oil damped, coil spring

Link type, coil spring, oil damped

Front Brakes:

Disc brake

Disc, twin

Disc brake

Rear Brakes:

Disc brake

Disc

Drum brake

Front Tire:

130/80-17M/C 65H, tubeless

130/70R18M/C 63V, tubeless

130/90-16M/C 67H, tube type

Rear Tire:

200/60-16M/C 79H, tubeless

240/40R18M/C 79V, tubeless

170/80-15M/C 77H, tube type

Fuel Tank Capacity:

4.8 gallons

4.9 gallons

4.1 gallons

Color:

Glass Sparkle Black

Marble Daytona Yellow / Glass Sparkle Black

Glass Sparkle Black

Electronic ignition (Transistorized)

Electronic ignition (Transistorized)

Overall Length:

100.8 in

95.5 in

98.4 in

Overall Width:

39 in

34.4 in

37.6 in

Wheelbase:

65.9 in

67.3 in

65.2 in

Seat Height:

28.3 in

27.8 in

27.6 in

Curb Weight:

800 lbs (NA)

764 lbs

611 lbs

DRIVETRAIN

CHASSIS

ELECTRICAL Ignition: DIMENSIONS

WARRANTY 12 month unlimited mileage limited warranty.

C90T B.O.S.S.

M109R B.O.S.S.

C50 B.O.S.S. AUGUST - 2013

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BEHIND ‘BARS The Ride

The Suzuki Boulevard C90 and C90T models, introduced last fall, have been at Suzuki dealers for a few months.

These two cruisers have also been under the critical testing lights of motorcycle media. Here’s what Cycle World magazine editors had to say after their time testing the Suzuki Boulevard C90T: “The B.O.S.S. is not only more its own bike, Suzuki appears to have put more thought into making it a functional motorcycle as well as a visually arresting one.” In comparing this touring bike to the Honda Interstate and Yamaha V Star 1300 Tourer, Cycle World said, “The B.O.S.S. really did grow on all of us, with its basic blackness, bad-attitude motor, surprising sportiness and all-around user-friendliness.”

The C90 and C90T share the 1462cc, liquid-cooled, 54-degree V-twin. With Suzuki Dual Throttle Valve fuel injection, this powerplant makes a balanced blend of power and torque - the highest output of any model in the class.

And if touring is your style, the C90T offers the complete touring experience, with fully integrated black hard side cases, a comfortable passenger seat and a large windscreen. Motorcycle Cruiser magazine editors gave it the complete touring test and said, “(The C90T) simply held up to the rigors of touring better than the others, with better overall comfort (meaning a seat that didn’t lock me in like the other two), predictable steering, a healthy and easy-to-access powerband and a nicely thought out shield design.” That says it pretty well.

What can you expect from the ride on a Suzuki Boulevard C50 B.O.S.S. or a M109R B.O.S.S.? The power, performance and handling that only Suzuki can deliver.

The C50 is a classic cruiser ride.

Sit in behind those wide bars on a comfy seat, and stretch out. Fire up the fuel-injected, 805cc, 45-degree, V-twin engine and you’ll quickly notice the abundant torque down low.

One ride on the M109R and you’ll know what’s really meant by power cruiser. The “R” in its name is no marketing game. This 109 cubic inch powerhouse makes massive torque, and it delivers incredible top-end power.

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You’ll use all of that 240mm rear tire.

It’s not there just for looks; the M109R accelerates like no other cruiser, and it corners like a much smaller bike.

Time With Your B.O.S.S.

From the 2013 Suzuki Boulevard C90 B.O.S.S. and C90T B.O.S.S., to the 2014 C50 and M109R B.O.S.S., you’ll come to value time spent with your boss – out on the road, that is, not in the corner office.

The Look

To create this blacked out image, Suzuki took a lot of what used to be chrome and bathed it in darkness.

Why? If you have to ask …

On the C models, “Blacked Out” includes pipes, brake and clutch levers, the front brake caliper, switches and control points, plus fork tubes, engine covers, the wheels and more. And on the C90T, well, it’s just about everything except the windscreen.

The 2014 M109R marries its black attitude with the racy appeal of powerful yellow highlights and pin striping.

Blacked out on the M109R B.O.S.S. are the following features: mirrors, handlebars and steering stem head, clutch and brake levers, switches, and more prominent components like the mufflers, front fork outer tubes, clutch cover, cylinder head and side covers, and more. It’s a look you either like, or love.

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BEHIND ‘BARS

SCOOTER SPLENDOR

Suzuki Burgman 650 ABS SPECIFICATIONS

2013 Suzuki Burgman 650 ABS BASE MSRP: $10,999 ENGINE Engine:

638 cc, 4-stroke, liquid-cooled, 2-cylinder SOHC

Bore x Stroke:

75.5 mm x 71.3 mm (2.97 in x 2.81 in)

Compression Ratio:

11.2 : 1

Fuel System:

Suzuki Fuel Injection

Lubrication:

Wet sump

DRIVETRAIN Transmission:

Automatic – SECVT

Final Drive:

Gear drive

CHASSIS Front Suspension:

Telescopic, coil spring, oil damped

Rear Suspension:

Swingarm, coil spring, oil damped

Front Brakes:

Disc, twin

Rear Brakes:

Disc

Front Tire:

120/70R15 M/C 56H

Rear Tires:

160/60R14 M/C 65H

Fuel Tank Capacity:

4.0 gallons

Color:

Pearl Bracing White

ELECTRICAL Ignition:

Electronic ignition, fully transistorized

DIMENSIONS Overall Length:

89.2 in

Overall Width:

31.9 in.

Suspension Travel:

Front 4.2 in.

Rear 3.9 in.

Wheelbase:

62.4 in.

Ground Clearance:

4.9 in.

Seat Height:

29.7 in.

Curb Weight:

613 pounds

WARRANTY 12 month unlimited mileage limited warranty.

Never before has the word “splendor” been used with “scooter.” Most often, scooters are cute, cheap, retro, and even quirky. But luxurious? Thanks to the Suzuki Burgman 650 ABS, yes, you could say that.

More importantly, this is a motorcycle that is also powerful, fuel-efficient, road-worthy and a blast to ride. It’s both a performance motorcycle and amiable scooter. The editors of Rider magazine said this after testing: “Like most middleweight motorcycles, it strikes a balance between power and fuel efficiency, yet it offers wind protection and luggage capacity that are usually found on large, expensive sport tourers.”

A Better Burgman

The Burgman family – Suzuki makes a Burgman 400 ABS, too – was introduced to the U.S.A. in 2003. Both Burgmans have lead the luxury-scooter category in the United States. And for 2013, the Burgman 650 ABS is updated for smoother power delivery, better braking, and a more luxurious ride - with a passenger

backrest, retractable mirrors, glove-box space, and more.

The Burgman’s 638cc twincylinder package uses Suzuki fuel injection and dual overhead cams to pump out impressive power. The Suzuki Electronically controlled Continuously Variable Transmission (SECVT) delivers that engine power “as you like it.” As an automatic transmission motorcycle, the Burgman lets you choose between the superefficient “Drive” mode or the higher-revving “Power” mode for car-passing punch. Or with “Manual” mode, you control the CVT by thumb-switching (see photo below right) between six preset gear ratios. This proven transmission/engine combo is made more efficient for 2013 with new clutch plates for less drag, and revised settings

that help deliver an estimated 15-percent boost in fuel economy.

The Burgman features an Anti-Lock Braking System (ABS) that helps maximize your control by preventing the wheels from locking during hard braking. Suzuki improved the front brakes for 2013 by adding floating discs; this performance upgrade means more consistent braking performance every day.

These are great motorcycle features, and when they show up on a scooter that also has huge underseat storage space, a push-button adjustable windscreen and ample seating for you and a passenger, you begin to experience scooter splendor. Visit a Suzuki dealer to see Burgman luxury for yourself.

No reservations required.

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BEHIND ‘BARS

CHAMPIONS’ CHOICE

2014 Suzuki RM-Z450 & RM-Z250

W

hether your starting line is the gate of an AMA Supercross, the local MX track, or the trailhead in the forest near your house, you need a motorcycle that’s designed by champions for champions. Building bikes for champions is what Suzuki has done for years.

Better Each Moto

Suzuki manufactured the 2014 RM-Z450 and RM-Z250 with that attitude. You work to improve your lap times with each moto; Suzuki betters its RM-Zs year after year. That’s why racers like Ricky Carmichael and James Stewart – two of the sport’s great competitors – continue to choose Suzuki.

With “Champion Approved” features and performance, the RM-Z motocross bikes have lead racers nationwide – like RC4 and JS7 – to select yellow motorcycles as their racing equipment. While not currently racing motorcycles, Ricky Carmichael chose Suzuki RM-Zs as the vehicles for his RCH Racing team.

The Suzuki RM-Z450 and RM-Z250 took the holeshot on the competition throughout 2013. The editors of Transworld MX magazine selected both the RM-Z450 and RM-Z250 as their 2013 bikes of the year. The RM-Z450 was also selected as the class-leader by RacerX magazine editors and test riders. Before that, Cycle World magazine’s editors awarded the RM-Z450 as Best Motocrosser in 2011 and 2012.

For 2014, Suzuki took these winning bikes and made them even better. The RM-Z450 and RM-Z250 feature updated ECM ignition programs that improve starting, as well as race-inspired Champion Yellow-and-black graphics to best fit each bike’s high-performance character.

These upgrades show Suzuki’s continued commitment to the already-strong performance of its RM-Z450 and RM-Z250.

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Beneath the Champion Yellow plastic, the RM-Z is all lightweight performance and fuel-injected power.

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SPECIFICATIONS

SPECIFICATIONS

BASE MSRP: $8,699

BASE MSRP: $7,599

ENGINE

ENGINE

2014 Suzuki RM-Z450

2014 Suzuki RM-Z250

Engine:

449cc, 4-stroke, liquid-cooled, single-cylinder DOHC

Engine:

249cc, 4-stroke, liquid-cooled, single-cylinder DOHC

Bore x Stroke:

96.0 mm x 62.1 mm

Bore x Stroke:

77.0 mm x 53.6 mm

Compression Ratio:

12.5 : 1

Compression Ratio:

13.5 : 1

Fuel System:

Suzuki Fuel Injection

Fuel System:

Suzuki Fuel Injection

Lubrication:

Semi-dry sump

Lubrication:

Semi-dry sump

DRIVETRAIN

DRIVETRAIN

Transmission:

5-speed constant mesh

Transmission:

5-speed constant mesh

Final Drive:

Chain DID520MXV4, 114 links

Final Drive:

Chain DID520MA4, 114 links

CHASSIS

CHASSIS

Front Suspension:

SFF, Inverted, coil spring, oil damped, adj. spring preload

Front Suspension:

SFF, Inverted, coil spring, oil damped, adj. spring preload

Rear Suspension:

Link-type, coil spring, oil damped

Rear Suspension:

Link-type, coil spring, oil damped

Front Brakes:

Disc

Front Brakes:

Disc

Rear Brakes:

Disc

Rear Brakes:

Disc

Front Tire:

80/100-21 51M

Front Tire:

80/100-21 51M

Rear Tire:

110/90-19 62M

Rear Tire:

100/90-19 57M

Fuel Tank:

1.6 gallons

Fuel Tank:

1.7 gallons

Color:

Champion Yellow / Solid Black

Color:

Champion Yellow / Solid Black

ELECTRICAL Ignition:

ELECTRICAL Electronic ignition

DIMENSIONS

Ignition:

Electronic ignition

DIMENSIONS

Overall Length:

86.2 in.

Overall Length:

85.4 in.

Overall Width:

32.7 in.

Overall Width:

32.7 in.

Wheelbase:

58.9 in.

Wheelbase:

58.1 in.

Ground Clearance:

12.8 in.

Ground Clearance:

13.6 in.

Seat Height:

37.6 in.

Seat Height:

37.6 in.

Curb Weight:

249 pounds

Curb Weight:

235 pounds

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BEHIND ‘BARS Suzuki First

Suzuki pioneered MX fuel-injection with the 2008 RM-Z450, and it quickly became the first fuel-injected motorcycle to win an AMA SX race.

Just a few years earlier, the Suzuki RM-Z450 was the first four-stroke motorcycle to win an AMA SX Championship, under the skilled piloting of Carmichael. Suzuki fuel injection was incorporated into the RM-Z250 for the 2010 model year.

The battery-less EFI system used in both RM-Zs is designed specifically for MX use; it’s lightweight and delivers uncompromising throttle response. RM-Z riders can fine-tune fuel-adjustment settings to suit the track conditions by using either of two fuel-injection couplers supplied with the bikes. Each one changes the fuel and ignition curves by 4 percent. One coupler is for a 4-percent richer fuel setting, the other for a lean setting compared to stock. The coupler is easy to change with no tools required.

You Can Handle It

Suzuki motocross bikes are renowned for superior on-track handling. Both

the RM-Z450 and RM-Z250 have earned a long-held reputation as the best-handling bikes on the track. The 2014 RM-Zs are ready to show that dominance once again.

Both the RM-Z450 and the RMZ250 feature the latest version of the Separate Function front Fork from Showa, which isolate the spring and damping tasks. The fork’s right leg contains the spring, while the left leg incorporates the cartridge assembly to manage damping. The 48mm build allows a larger inner tube for more stability, as well as reduced friction, increased absorption performance and overall weight savings. Plus, the forks feature adjustable spring preload to suit the varied riding styles and different weight of a variety of motocross riders.

At the rear, a Showa piggybackreservoir shock has high/low-speed compression damping adjustment, plus rebound damping and spring preload adjustments. Working through Suzuki’s rising-rate linkage system, the shock helps the bike maintain maximum traction, while delivering superior suspension performance for a wide range of riders.

A redesigned split radiator and improved water hose routing increase the cooling efficiency of the RM-Z250, even in the most demanding conditions.

Get Yours: Suzuki Racer Support

Maybe owning the best motocross bike isn’t enough. Suzuki has you covered there, too. Suzuki and its dealers deliver industry-leading amateur race support programs. MX racers at every level can enjoy Suzuki’s support.

Suzuki offers more contingency-reward money than any other manufacturer, supporting race events across the country – from the Alaska MX Series to Florida Motocross, and hundreds of races in between. Just register for the Suzuki Contingency program and enter one of the approved races. When you finish in a paying position, Suzuki adds money to your Contingency Award card.

Ask your Suzuki dealer, and find more info at www. suzukicycles.com/racing.

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Tucked in safely behind the radiator shroud, the RM-Z's fuel-injection coupler can be changed easily to adjust performance for different needs.

This cutaway shows the internals of the Showa Separate Function Fork, which allows better suspension performance and lighter weight.

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SUZUKI RACING

Do You Know?

MARTIN CARDENAS ON SUZUKI: You’re focusing on the Superbike this season.

How is it going so far?

MARTIN CARDENAS: The season is going well. I have earned a lot of podium finishes, and I got my second win of the year at Miller Motorsports. We’ve been working to find that little bit to earn the championship. Everybody on the Yoshimura Suzuki Factory team has their job. It’s a whole team effort. It would be impossible to do it on your own.

ON SUZUKI: You had a couple weeks off between Laguna and the race at Miller in Utah.

What did you do with your time?

CARDENAS: I went back to Colombia between races. I got married a few months ago, and my wife doesn’t get to come to the races in America.

So, depending on the

schedule, if there are 12 or more days between races, I go home.

I have everything here for training, my bicycle, my gym. I don’t do on-track motorcycle training here. We have only one track in this country, so I do a lot of other training.

I do a lot of cycling workouts, mostly in the mountains, lots of climbing. Three days a week I go for a cycling climbing workout for one hour. A couple other days I will do longer rides, three hours. It’s very good cardio workout, and the position on the bike is similar to my roadracing position; it’s good for my back.

Cycling is very popular in Colombia, and the whole country is excited about Nairo Quintana after he finished second in the Tour de France.

I also go to the gym

– often riding my scooter there – to lift weights; it’s good balance for the bicycle. Lots of strength needed to muscle that powerful GSX-R1000.

ON SUZUKI: How physical is it on a Superbike? And which are the toughest tracks?

CARDENAS: People watch the races on TV, but don’t really notice the work we do on these bikes. The more power, the more work required, of course. It’s tougher than you think. The GSX-R is good for me, though. I knew that the first time I tried the bike.

It suits my riding style; the chassis is very good for me.

Barber and Mid-Ohio are the toughest ones; we don’t get much rest on those two tracks.

Overall, my favorite tracks are Laguna Seca and Miller Motorsports, they are the best tracks in the States.

Cardenas Bio Team: Yoshimura Suzuki Factory Racing Bike: #36 Yoshimura Suzuki GSX-R1000 Class: AMA Pro Superbike Age: 31 Hometown: Medellin, Colombia Height: 5’ 7” Weight: 137 pounds

Racing Credentials:

+ 2002 – First full season of road racing. + 2004 – Won the CEV Spanish National Supersport Championship. + 2005 – Earned a ride in 250cc MotoGP World Championship. + 2008 – Began racing in AMA competitions, and earned five podium finishes. + 2010 – Rode a Suzuki GSX-R600 and won the AMA Pro Daytona SportBike Championship, winning nine of 18 races. + 2011 – Finished fourth overall in AMA Pro Superbike points on a GSX-R1000, finishing fifth or better nine times. + 2012 – Became the all-time leader in Daytona SportBike career wins with 24 total, and finished the season with the class championship. + 2013 (to date) – Won the AMA Pro Superbike Races at Daytona and Miller Motorsports, and has finished on the podium in eight other races.

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SUZUKI RACING

This Champion Chose Suzuki Ricky Carmichael and Suzuki – a relationship forged on the racetrack and celebrated on the podium

B

y the time Ricky Carmichael signed with Suzuki to race the 2005 season, he’d already been well into a career as one of the winningest motorcycle racers of all time.

He tallied an impressive array of wins stretching back to his 125cc days, including Supercross and Outdoor National titles — even a Team USA win at the 2000 Motocross Des Nations — and a blistering number of first place motos.

Once ensconced with the Suzuki family, RC went on to cement his own legacy as arguably the most influential motocross racer in history, and establish the RM-Z450 as one of the best MX bikes on the market. During his tenure, Carmichael and his team also built a racing platform that gave rise to such stars as Ryan Dungey, and continues to attract major talent like James Stewart.

Although retired from motorcycle competition, Carmichael has kept close ties to Suzuki in a racer-OEM relationship that’s as strong as any the motorsports world has ever seen. Nike and Jordan?

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Forget about it. We’re talking RC and Suzuki here, and it’s a partnership that all started because The Greatest of All Time decided that Suzuki felt like home.

“When I came aboard, I knew they had some good people in place and had good product, especially for what I was going to be racing at the time, the RM250 two-stroke. I was excited to come aboard the Suzuki team,” Carmichael says. “I just really liked what their core values were about, and the direction they were going. It felt right to me. I felt like I was somebody, not just a name and number.

“The thing about Suzuki is it’s a real family feel there. Everybody knows you by name and that’s important. It’s like you’re family when you’re under their umbrella.”

It’s for these very reasons, RC says, that he has stuck with the company and its podium-winning bikes for all of his post-racing business ventures and partnerships.

As co-owner, with freestyle and marketing giant Carey Hart, of the RCH Racing team, Carmichael went to Suzuki for factory support because, as Carmichael puts it, “the roots run deep.”

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Ricky Carmichael was the star of Suzuki’s action photos in 2008, on the RM-Z450.

Build It Up

When he launched Ricky Carmichael University in 2010, whom did he approach for sponsorship support for his high-level riding school? Suzuki, of course. And with Suzuki Camp Carmichael? Well, it’s in the name. High earners in the brand’s million-dollar amateur contingency program vie for a coveted day spent riding RC’s private track and facility aboard the RMs and RM-Zs they use out on the track.

RC says he values his relationship with Suzuki for many reasons, but one of the main connections goes back to when he first came aboard.

The company’s racing efforts needed improvement, and he had a chance to hop aboard one of its bikes and win several titles and many more races.

“I felt I was part of resurrecting them on the MX racing side of things,” he says. “With all of us involved, we built it back up so that everybody wanted to ride for Suzuki.”

In assembling RCH Racing, Carmichael acknowledges he could have gone just about anywhere, but he opted to approach Suzuki because of their long-time — and winning — relationship. Same goes for his riding schools. “I want to keep them involved and get them to participate in things that I believe are good for the brand,” he says. “They’ve done a lot for me, and I’d like to do a lot for the brand as well. If I can do that with RCH or the RCU stuff, it’s a win-win.”

Photo by ShiftOnePho

to.com

Almost as comfor table with a microphon e as he is holding a thr ottle, Carmichael has bec ome a great coach and mentor to many off-road racers.

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SUZUKI RACING in Motocross/Supercross, Lopusnak says.

“They connect with his greatness, his loyalty and the product platform he built at Suzuki. He’s the one who built the platform that Dungey grew up on,” he says. “But I think the thing that says the most about Ricky, if you get to spend some time with him, is he’s as good a person as he is a rider. He’s truly humble. He’s so appreciative to every sponsor he has.”

Product wise, Carmichael says one thing that’s always stayed with him is how receptive and dynamic Suzuki’s production crew was during production testing. They understood the valuable relationship between the race guys and the consumer side and always kept the communications line opened, RC says. Taking what the racers were learning and implementing those advancements into the finished product is a plus for sales, he says. “It’s important for the production guys to be in communication with the racing guys. We’re ahead of the game and we’re always looking for new things,” he adds.

For many years, the company’s slogan for the RM-Z line has been, “Champions Choose Suzuki.”

Lopusnak sees this as the very definition of the relationship the brand and Carmichael have forged over the years.

“It’s phenomenal for our brand to be associated with him,” he says. “The great part is he truly wants to be involved with us. That’s the thing about Suzuki; we might not be the biggest, but we’re a tight knit family especially on the race side. You can see how long the top riders in the world both off-road and road race stay with us. I think that says a lot about our company and our race program.”

oto.com

him and Mat Mladin (multi-time AMA Pro Superbike Champion), Suzuki’s level of competitiveness and determination to beat the competition is amazing.”

What’s particularly striking, Lopusnak points out, is that Carmichael opted to make the switch knowing that racing was moving away from two-strokes and into four-strokes, and knowing very well he’d likely be making the leap to a four-banger, a major transition in terms of power and weight. “That he would come over to Suzuki who was struggling in Supercross at the time, knowing that the industry was going to a four-stroke, but having the belief in the brand, the company and the team,” he says, “it really gave us a huge platform going into the evolution of fourstroke motocross bikes.”

Now that RC has branched out into so many other parts of motorsports — including his Arenacross rider advancement effort, Road to Supercross — even taking RCU to the United Kingdom, it’s like having a global representative. A global representative, who is still the most recognized name

At Ricky Carmichael University – RCU – the champion gives hands on advice to racers of all ages and abilities.

Photo by ShiftOnePh

A Racing Family

The strong connection between champion and brand goes both ways. Suzuki Motor of America execs welcome Carmichael’s record and his strong connection to his fans — he’s walking, talking and winning ambassador for the company’s products.

“Where I’m at now in my career… I’ve really tried hard to do my best for all my sponsors,” RC says. “With Suzuki being one of my biggest sponsors ever, I want to treat them right. It’s been cool.

I’ve had a great relationship with upper management and I think that’s important. I take pride in doing that.”

Rod Lopusnak still remembers being in the company’s Brea, Calif., headquarters the day RC agreed to sign on. Everybody in the building was ecstatic about having “The Greatest of All Time” flying the Suzuki flag.

“To have somebody of his magnitude carry our flag gave our product a lot of credibility,” says Lopusnak, general manager of national sales for SMAI. “Through his unbelievable work ethic and determination he really built the race program that still exists today. … Between

Photo by Lissa Marsolek

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SUZUKI RACING

Obvious Choice

ON SUZUKI: Why do you race?

FRANKIE GARCIA: Roadracing is my passion.

I’ve tried it all, even riding a 500cc speedway bike. At the end of the day, I would rather be on a road race bike than anything else.

The flow and repetition of every lap, that gets me going, trying to better myself and my machine every time. I find my peace on a sportbike, on the track, leaned over at 120 MPH with my knee dragging on the ground.

ON SUZUKI: What do you race?

GARCIA: My latest weapons of choice are a pair of Suzuki SV650s prepared by the AP MotoArts team. I’ve ridden full-blown superbikes, and even competed in the 2012 Daytona 200 race. None of this can match the fun I have racing a 650 twin. It’s an obvious choice for me; Suzuki has a history of producing outstanding platforms for race bikes, and the company has earned the championships to prove it. It is an honor to work for a company with such a prestigious history, and to have the opportunity to race their products as well.

Frankie Garcia, PR coordinator for Suzuki Motor of America, loves to race, and he’s pretty fast on this race-prepped Suzuki SV650.

The Freak Show ON SUZUKI: Why are you called The Freak Show?

GERARD JACKSON: Fans attend a speedway race to see the two-wheeled pro speedway racers; they’re The Show. Us sidecar racers, we’re The Freak Show.

ON SUZUKI: Tell us about this race machine.

JACKSON: We use parts from a lot of different machines to make this sidecar: ATV shocks, a dune-buggy radiator, VW bug fuel pump, and the heart is a GSX-R1000 engine. The motor

is stock; we just use intake and exhaust modifications, but it’s off-the-shelf otherwise. And it makes so much horsepower; we’re still feeling our way with this motor. It’s hard to keep the front end down.

ON SUZUKI: Give us the secret. How do you go fast on a speedway sidecar?

JACKSON: The passenger does all the cornering, moving a bit to feel the traction. I handle the throttle, but if I don’t do that right, he can’t turn us. It’s real teamwork.

Gerard Jackson (left), the driver, controls the power while Dave German, passenger, handles the cornering. They race throughout Southern California, and were photographed at Industry Speedway.

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BUILDING A BRAND

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Years In America Great Products and Great Relationships It was 1972 and Duane Snow needed a job.

College hadn’t quite worked out and the New Englander was simply looking for a steady gig. Word came down through Snow’s cousin that Alden and Betty Street needed a hand at their new Suzuki dealership, Street Cycles in Falmouth, Maine. Snow jumped on it, and a month after the store opened, he was setting up new machines, doing pickups and getting involved in what was then a relatively new brand.

He sold his Honda and immersed himself in the newer Suzuki product line. How much did he like the brand and the business? Well, after six years of working for the Streets, he bought the dealership from them. He’s owned it ever since, growing it into a multi-line powersports dealership that’s a treasured institution in his corner of New England.

“Of all the products I sell

now, this was the cornerstone of the business and it’s still with us 41 years later,” Snow says. “Suzuki’s provided us with a product line and a business that got us to the 21st century.

All along that time, with the economy, the weather, things going up, down and sideways, Suzuki has always come through. Ultimately though, I’m very proud to be a Suzuki dealer.”

Snow’s story isn’t an anomaly. From New England to the Pacific Northwest, and even in parts down South, there are dealers who have racked up four-plus decades of representing the Suzuki brand.

Some are even close to the half-century mark. Talking with them — and with current and former Suzuki personnel — about the motorcycles and ATVs that helped build their businesses is like getting a real-life timeline of Suzuki’s long history of powersports innovations.

In an advertisement (above) from 1967, Suzuki touts the X-5 motorcycle as second best to the company’s own X-6 Hustler, a motorcycle that owned a land speed record at the Bonneville Salt Flats.

These Suzuki test riders (right) logged thousands of miles through Southern California extreme climates in the 60s and 70s. Photo courtesy of Willie Harden, second from right in photo.

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Suzuki staff – never bored themselves – enjoyed this TS185 billboard near the company headquarters in Santa Fe Springs, Calif. Photo courtesy of Willie Harden

Breaking Through “I started at Suzuki in January 1971,” says Jim Kirkland, Director, Technical Service for Suzuki Motor of America, “and from the start it’s been very personal for me. There were three of us in service at the time, and we got to know people, the dealers, personally.

Because of these roots, Suzuki has always been like a family for many long-time dealers.”

“While the motorcycle industry has changed with growth,” says Kirkland, “so many of us started in and are still in this business because we love to ride motorcycles, and to be around other people who do.”

The early 1970s gave Kirkland and motorcyclists a lot to love — like the Suzuki TS185. “Suzuki was a big part of an explosion of motorcycling in the 1970s,” Kirkland says. “Many of the veteran Suzuki dealers will tell you that the TS185 was one of the best bikes of the time.”

The big breakthrough, Kirkland says, was when Suzuki unveiled

the three-cylinder, two-stroke, water-cooled GT750, introduced to the U.S. in 1972. “These bikes really made Suzuki famous,” Kirkland says. “Each motorcycle maker had its own character and reputation at the time, and they were unique. With these bikes, motorcyclists knew that Suzuki was an engineering company that made bikes that would last forever, and were a great value.

Suzuki had built its brand — into the early 1970s — engineering dynamic twostroke-powered cycles. And with Roger DeCoster dominating the world MX scene with five championships in the early 1970s, serious motorcyclists knew what Suzuki could do.

But emissions regulations were changing, especially in California, and the manufacturer knew it needed to make and sell four-strokes.

“Motorcycle dealerships were different back then,” says Larry Vandiver, who started with Suzuki in 1977 as district manager in

west Texas, and is now the V.P. of Sales for Suzuki Motor of America, Inc. “A lot of dealers were single-line retailers. In setting up new Suzuki dealers, we were getting people started in the motorcycle business and developing the marketplace.”

While the products were of vital importance, this was a people business, and Vandiver knew that from the start.

“We took it seriously that the things we did could make or break a guy’s business,” he says. “That helped grow personal relationships. For years, even when I moved to California, I knew the names of the family members of those Texas Suzuki dealers.”

“I started selling as a singleline Suzuki dealer in Temple, Texas, in 1977,” says Jim Foster, now owner of Killeen Suzuki.

“And it was good because that’s when Suzuki started selling four-strokes. We’re near the Ft. Hood military base, and these bikes brought the customers in.”

And the people wanted lighter and more powerful four-strokes.

So Suzuki answered with the GS1000 in 1978. This was preGSX-R but it set staging lights, if you will, for Suzuki roadracers of the future. Still, says Foster, a lot of people continued to buy a variety of Suzukis. “The GS500E did very well for us. And so did the GN400, four-stroke kick bike.

These were introductory bikes.

And the TS185 was still popular, and we had real estate then for riding. And we hadn’t even gotten in to the ATV business yet.”

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BUILDING A BRAND

First On 4

The ‘80s saw Suzuki beginning to dominate the motorcycle market with the introduction of the GSX-R line and the venerable QuadRunner LT125 — the fourwheeler that begat the ATV market. The cruiser class got the Intruder 750. And, the RM250 got a reboot backed by two years of championships.

Snow remembers all of these models and more. “Some of the bigger sellers for me were the GS550s. With the introduction of the ATVs, the LT125 and the LT185, holy smoke balls we were popping those things out like crazy,” Snow says. “When the GSX-Rs came out … that was a huge jump. People were clamoring for them. We were actually taking deposits.”

As advertising manager for American Suzuki during these high-flying days, industry veteran and motocross champion Mark Blackwell remembers well these days of Suzuki’s record market share and breakthrough industry firsts. Now vice president, special projects for Polaris Industries, Blackwell recalls his work in bringing those vehicles to market. “’Foremost in Four-Wheeling’ was the theme back then. We really grew market share fast on the ATV side,” he says. Kirkland worked with Blackwell then, and he recalls the dealers’ initial response to four-wheelers.”

“People generally hated the three-wheelers,” he says, “but they weren’t sure what to make of the new Suzuki LT125 fourwheeler, either. They questioned it at first, but when they saw it had reverse gear, and they thought of all the advantages, they were blown away. And when they rode one, it was instant. With reverse gear and the racks for carrying cargo, it was such a winner.”

Plus, recalls Kirkland, the

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LT125 brought in a bunch of new customers and more sales. “We were growing fast,” he says. “It was an amazing time. And then we went right into the GSX-R series and the Katana series.

And this really set up Suzuki for what it is today.”

Blackwell gives a lot of

credit to his boss at the time, American Suzuki president Mr. T. Shigenoya, for his efforts in helping to establish Suzuki’s market dominance. Because they were generating results, the Japanese headquarters allowed them develop and fine tune models for the American market,

Blackwell says. These efforts helped firmly cement Suzuki’s place in the U.S. market.

The Suzuki LT125 – First on 4 Wheels – revolutionized off-road transportation for work and play when introduced in 1983.

“4x6” meant it had four wheels and six speeds, including reverse.

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Family Matters As the general manager of her family’s dealership, Arkport Suzuki in Arkport, N.Y., Jennifer Swarts says she can recall the Suzuki models that sold like gangbusters through the 41-year-old store. It’s always been more of a rural dealership, but has had stretches where sportbikes like the GSX-R line sold big. “In that age, honestly, we were a huge Cavalcade dealer, one of the biggest in the country,” she says. “We still get people calling us today for parts. I think my father was a big proponent of them. We still have customers who own and ride them.”

Swarts’ parents, John and Rose Jamison, first opened Arkport back in 1971 as an Arctic Cat dealer, and took on Suzuki the following year. The 41-year-old Suzuki connection means that there’s not only a dedicated following in the store’s customer base in Western New York state, but in the family that still runs the dealership. “Everybody who owns something, owns a Suzuki, and we offer Yamaha and Honda, too,” she says. “My parents have Suzukis. We have a Suzuki. My sister has a Suzuki.

My husband’s an ATV safety instructor and he rides a Suzuki when he does that. When it comes to buying something, we always buy Suzuki.”

Swarts explains that the relationship between dealer and OEM has remained strong over the years because Suzuki has always been very easy to work with. Not only that, the company was always there when it came to listening to the store’s concerns. “Suzuki is a company that listened a little bit better than most of the other metric companies,” she says.

“They always had key people in the U.S. who you could build a

relationship with.”

In a passion-driven business like the motorcycle industry, relationships are key — whether they’re between man (or woman) and machine or dealer and manufacturer. There’s one

longtime dealer who knows this lesson well.

Dave MacQuarrie first signed on as a Suzuki dealer back in 1972. He’d come out of the pharmaceutical business and into the motorcycle world to

open New Haven Suzuki in New Haven, Conn. He didn’t have a racing background. He just thought it was a good business opportunity. “I thought I was going to make a lot of money.

Of course I almost went out of business the first year,” MacQuarrie recalls with a laugh.

But he didn’t, and his business flourished. Now called New Haven Powersports, MacQuarrie’s dealership has always done well with the fast stuff going back to those GS models. Anything in the GSX-R line? He’d sell them all. “I even have a Wes Cooley replica on display in here,” he says.

And about those relationships? MacQuarrie has a good story going back a few years that involves Mel Harris, his district sales manager at the time, and later vice president of American Suzuki Motor Corp., before retiring in 2008. “I’ll tell you a nice story. Everybody knew I collected bikes. So Mel Harris called me one day, this was when he was running the business. He goes, ‘I know you like those little Trailhoppers. The president of Suzuki gave one to his secretary when she retired. It’s in her garage … I think it’s like brand new. Would you like to buy it?’”

MacQuarrie tells him yes, calls the former secretary to inquire about it, and ends up buying an almost brand new, low mileage Trailhopper. “Mel sent somebody to the house, got it, packaged it up and shipped it to me at no charge,” he says. “Isn’t that kind of cool? The leader of the company giving it as a gift and for Mel to go out of his way to do that for me?”

A Wes Cooley replica. A Trailhopper for the collection.

A business built on bikes and relationships. MacQuarrie says it’s been like being part of one big family.

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FROM THE FACTORY

The Color Wheel

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lothing designers might say it this way: “Fashion for Fall 2013 broke color barriers. Black from hat to toes kicked kooky prints aside. Meanwhile, pink, orange, and ...,” blah blah.

Suzuki motorcycle designers, however, say it this way: “Smoky burnouts, mirrorcrisp chrome and horsepower-drenched metal. Color this.”

Okay, those aren’t real quotes. But neither is far from reality of design workrooms.

Ever wonder how and why certain motorcycle colors are chosen? We did.

2013 Suzuki Boulevard M109R Limited

2007 Suzuki Boulevard M109R Limited

Spinning The Color Wheel

We learned from the source Suzuki Motor Company in Japan.

You can imagine the influences, including the prompting of sales and marketing, the weight of customer surveys, the tradition of brand colors, and more. Those factors all help decide the hue of your GSX-R, your V-Strom, your Suzuki Boulevard cruiser.

But the Limited Edition models. Who paints those? And why do they get such shades?

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Design Dreams

Look at the Suzuki Boulevard M109R. Introduced in 2006 as the most muscular cruiser on the market, the M109R changed cruiser-dom with its mighty engine, fat rear tire, and Suzuki-strong performance. It was a cruiser made for Americans who want the strongest machine made. A similar attitude makes someone want a Camaro or Mustang – real muscle cars.

For the 2007 model year, Suzuki introduced the first M109R Limited. This boldly blue bike featured a thick white stripe down the center. The design inspiration for this look?

Muscle cars. The team of designers at Suzuki headquarters, lead by Takeshi Kawaguchi, are big fans of American muscle cars. Not so much the cars themselves – a 1969 Camaro might be tough to find in Japan – but the imagery, the attitude and the character around the design and look of this classic and uniquely American iron. The similarities to Suzuki’s baddest muscle cruiser are clear – clear as the colorful slate of Limited edition M109Rs. Designers create “image boards” that show what a certain color represents, and why they think that color would be perfect for an M109R Limited muscle cruiser. These boards help designers convey the overall message of why a color should be chosen.

Real Color

These designers aren’t just sitting in front of computer screens dreaming and watching YouTube videos of classic muscle car drags.

Kawaguchi and Suzuki designers visit America regularly to meet with Suzuki Motor of America Inc.’s own design team. They attend bike rallies, meet with Suzuki dealers and visit with customers, too.

Colors chosen from image boards are then sketched onto bikes. Those making the next cut are painted onto actual bikes, often in split sections where the left half of a motorcycle is painted one color and the right half another.

Colors look different when shown on real curves of metal and when surrounded by shimmery chrome. Finally, all paint is tested, for several months, because different paint colors can have unique reactions to climate.

Still, all that starts with the visualization of classic muscle cars. That’s how Suzuki creates the stunning Suzuki Boulevard M109R Limited motorcycles you love.

2008 Suzuki Boulevard M109R Limited

Muscle car images via Creative Commons.

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FROM THE FACTORY

Suzuki Returns to MotoGP!

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UZUKI MOTOR CORPORATION (SMC) RECENTLY ANNOUNCED THAT IT WILL RETURN TO FIM ROAD RACING GRAND PRIX MOTOGP IN 2015. After two years out of MotoGP competition, SMC has organized its test team to conduct running tests while the race bikes are in advanced development stage. The team participated in the official joint testing held at Spain’s Catalunya circuit in June. During this test, French racer Randy de Puniet turned the eighth fastest time among all entrants, with a fastest lap of 1:42.676.

In a press release, Suzuki stated, “Through continuing running tests at race circuits inside and outside Japan for further development and refinement, Suzuki Motor Corporation will participate again in MotoGP racing from 2015. Suzuki Motor Corporation will feed back advanced technology to be derived through MotoGP racing activity to develop further attractive production models.

Chief members of Europe testing team in 2013 Team manager: Davide Brivio Development rider: Randy De Puniet MotoGP machine to be developed - 1000cc In-line four GP racer

Randy de Puniet consults with Nobu Aoki during testing. The 32-year-old French racer began competing at the World Championships level in 1999 in the 125cc class.

Nobuatsu “Nobu” Aoki was a member of the Suzuki Grand Prix race team and the Telefonica MoviStar Suzuki team.

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Suzuki Genuine Parts Don’t Settle for Anything Less!

All Suzuki Genuine Parts...

Are tested and guaranteed by Suzuki (Non-genuine parts are not tested.)

Meet rigorous levels of standards set by Suzuki for performance, quality, durability, etc.

Are used when Suzuki motorcycles and ATVs are manufactured at Suzuki factories

Suzuki Parts ad V1.indd 1

Are available at all authorized Suzuki dealers, which offer genuine service Are covered by Suzuki Warranty (Ask authorized Suzuki dealers for details)

8/5/13 4:37 PM

TECH Q&A

CLUTCH ADJUSTMENT No Playing Around

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f you’ve been around motorcycling for a bit, you know about “free play” in the clutch cable and lever. If not, free play is exhibited by that bit of movement in the clutch lever that exists before you feel the resistance of clutch engagement.

You need a bit of free play; the exact amount depends on the model of machine.

We’re not talking about much movement. Measured at the ball end of the clutch lever, this free play should give lever movement between 0.4 and 0.6 inches; this is for many Suzukis, like the GSX-R1000, the M109R, the DL650. On a QuadSport Z400 ATV, the free play should be just 0.2 to 0.4 inches. You need to know what is recommended for your bike. Look in your Owner’s Manual.

Check your bike’s clutch free play, and make adjustments if there is too much or not enough lever play. You have some flexibility in how you set-up the clutch free play, but it’s not completely about what’s comfortable for you. Why not? Too much free play and you won’t get enough clutch movement to use all of your

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clutch. Too little free play and it’s like you’re always using your clutch, which leads to early clutch wear, and this costs you money.

Minor adjustments to the clutch cable can be made easily and quickly at the round barrel adjuster near the lever’s pivot point.

Using this adjuster is fine, that’s why it’s there. But it’s not the sole adjustment point. Major adjustments to free play can be made on most Suzuki motorcycles almost as easily. On our M109R, for example, the major adjustment point is accessible behind a left-side cover – again, see your Owner’s Manual.

Measured at the lever, the free play should be adjusted to specification for best performance of the clutch, not simply for best comfort of the rider.

That play will change as the clutch wears.

Why is there play in the cable anyway? Look at the M109R again, for example.

It has a rubber-mounted engine. Torque from revving the engine causes the clutch cable to move a bit, and that movement takes up a bit of that free play. If you remove the recommended free play, and the engine torques, the clutch engages a little. That means the clutch will wear more quickly than it should.

Minor Adjustment

Major Adjustment

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TECH Q&A

Batteries: Is Your Glass Full?

Our motorcycles and ATVs are becoming like our homes and offices; they increasingly carry a load of electronic gadgets.

You pop breakers at home, then unplug some stuff and simply reset the breaker. But on a bike, too many e-gizmos can lead to a dead battery, perhaps stranding you somewhere unsafe.

Imagine your vehicle’s battery is a glass of water. Start and run the machine, and it’s like water is running out of a glass. When the bike is running, the charging system tries to refill the glass. However, if the water pours out of the glass faster than it is replenished, the glass will eventually be empty. If the e-accessories you

want to add – highpower replacement headlamps, radios or other accessories – will require more wattage than the generator puts out, then the battery runs dry.

Before adding those grip heaters, Before adding any electronic accessories, you need to accessory lights and know what your vehicle's a GPS, determine battery can handle. how much juice is available from your add up the wattage required by vehicle’s battery. standard electric components – Starting with your vehicle’s headlights, taillight, brake lights, service manual, you can learn turn signals, etc. – subtract that the generator’s maximum output. total from the total (400 watts) Let’s say, for example, the output output, and let’s say you get is 400 watts at 5,000 rpm. Then

about 200 watts left over. (Many gauges use LED lights which require little from your charging system.) You can’t use all the available juice; some is needed to start and run the bike, too.

Key-Off Draw If you do add electronics, make sure they don’t draw excessive current when your bike or ATV is turned off; that can kill a battery even when the key is “off.” Some vehicles have clocks, for example, that draw minimal current when the vehicle is off. A common cause of battery failure occurs when a new rider turns the ignition switch to the “P” or “parking” position instead of the “off” position, causing the battery to go dead overnight.

You can test for “key-off current draw” with an ammeter tool. This tool, set for milliamps in series with the negative cable of the battery, should read no more than 10 milliamps; less is actually normal unless you’re working with a big

touring bike with lots of memory to sustain. 500 milliamps is half an amp and will drain a 10 amp-hour battery in 20 hours.

The easiest way to power an electrical accessory is to connect it to the battery. This method presents problems, too. First, that accessory will always draw power from the battery, even when the vehicle is off. Second, you can only attach so many leads to the battery before you make a real mess of wires If you don’t have – and don’t want to buy – electronics test tools like an ammeter, don’t worry. If you want to find a good solution to connecting multiple accessories to your motorcycle or ATV, your Suzuki dealer can help with all this.

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TECH Q&A

Feed Your Fuel Injectors Your Suzuki’s fuel-injection system is made to deliver the right amount of fuel at the right time for optimum performance. Deposits can form on fuel injectors, interfering with this well-designed system.

Don’t worry, the government is on your side here, well, a little. As part of the Federal Clean Air Act, the U.S. Environmental Protection Agency (EPA) requires that essentially all gasoline sold in the country contain detergents – additives that help limit those performance-robbing deposits on fuel injectors.

All gasoline has some detergent. “Top Tier” certified gasoline has more, often beyond the basic EPAregulation standard. But this premium gas costs more, too. And it can be difficult to tell, as you travel from one gas station and brand to the next, if you’re getting high-quality gas that can help keep your fuel injectors clean.

Plus, if your motorcycle,

ATV or scooter sits idle for longer periods, deposits are more likely to build up on the injectors.

A fuel-injector cleaning additive can help keep your injectors clean and deposit-free. Your Suzuki dealer can sell you either a Suzuki FuelInjector Cleaner, or a Suzuki Fuel Conditioner. The latter is used for those times when your bike or ATV will sit idle for long periods, like winter storage. The Cleaner is an additive that can be used more regularly during riding season to help keep the fuel system performing well.

Note that these products won’t necessarily solve a machine’s running problem.

If your vehicle exhibits rough idle or power loss, visit your Suzuki dealer.

The Suzuki Fuel Injector Cleaner is meant to help prevent such problems.

Using the recommended mix of fuel-injector cleaning in your vehicle’s fuel tank can help keep it running in good condition.

Old Wives’ Tale

You probably heard this one when you first started riding a street bike, or when you learned to drive a manualtranny car. “Sitting at a stop light with the clutch lever disengaged (pulled in completely) will wear the clutch.”

That’s an “Old Wives’ Tale.”

Keeping the clutch disengaged while you sit at a red light intersection will not harm or wear the clutch.

No big deal. Slipping the clutch – letting it out toward engagement as you anticipate the light change – will cause it premature wear.

Air Filter on your ATV, of Off-road bike

When doing a maintenance inspection, and you remove your air filter for cleaning, look downstream – into the airbox. If you see dirt or dust, you are too late with the cleaning or filter change. Or you could have an air-filter sealing problem.

When you see dirt downstream of the filter, stop and ask WHY? If the filter was not properly installed last time, intake air could have snuck past the filter. And if air can go around the filter, so can dirt. Make sure you install the filter properly, getting it seated well to force air through, not around, the filter.

Tech Tip

Does your Suzuki have a hydraulic clutch? Have you checked the fluid lately?

You need to keep these fuel injectors clean.

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You can, and should, perform periodic visual inspections of fluids. That’s why master cylinders have sight windows. Compare the brake fluid color to the clutch fluid color. Because the clutch fluid can run hotter, that fluid can degrade faster than brake fluid. Look at that fluid in the sight glass; it should have a light oil color, like mild tea perhaps.

If it looks like Starbucks coffee, it’s time to change the hydraulic clutch fluid. It can be a messy job, and you don’t want that fluid dripping on chrome or painted parts. Unless you’re sure of your skills, take it to a Suzuki dealer.

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PROTECT YOUR INVESTMENT WE HAVE YOU COVERED NOW AND DOWN THE ROAD...

ESTIMATED REPAIR COSTS:

Instrumentation $600* Cables $300*

Frame $2,200* Seals & Gaskets $480*

Steering $440*

Rear Suspension $360*

Electrical $550* Fuel Injection $1,200*

Transmission $2,400*

Front Suspension $700*

Engine $3,800*

Brake Components $230*

are based on average repair costs. Your repair cost may vary.

WHAT YOU PAY WHEN COVERED BY

**

**Zero Deductible: You will face no out-of-pocket expenses. Suzuki Extended Protection will take care of the entire cost of covered parts and repairs using genuine Suzuki parts

ZERO DEDUCTIBLE

You will face no out-of-pocket expenses. Suzuki will take care of the entire cost of covered parts and repairs using Genuine Suzuki Parts.

COVERAGE

Suzuki Extended Protection covers all major components, parts, and systems on your new Suzuki.

Normal wear or maintenance items, such as tires, break pads, clutch plates, oil filters and batteries, are not covered.

NO MILEAGE LIMITATION

Your Suzuki was built to be ridden, and we encourage you to do just that. Like the Suzuki Limited Warranty, there is no mileage limitation.

TOWING & RENTAL REIMBURSEMENT

In the event of a covered breakdown, Suzuki Extended Protection will repay the costs of transporting your Suzuki to your nearest dealer nationwide up to $50 per occurrence.

See Your Suzuki dealer for details.

ZERO $0

TRANSFERABILITY

Your Suzuki Extended Protection plan is transferable one time to the next owner during the life of the plan (except in New Hampshire), increasing your Suzuki’s resale value.

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