Every motorcycle manufacturer on the planet employs the occasional sleight of hand (in the form of cosmetic adornments) to distinguish its models (and to justify the price shifts between various trims). Suzuki’s no different, and when the company rolled out its next generation M109R – the M109R2 – for the 2008 model year, it didn’t take long for anyone to figure out that this was the same bike with fresh paint. Still, we remembered having so much fun on the first M109R, we couldn’t wait to take a spin on the newest 120 hp beast.

We last tested that first beefy Boulevard several years ago on a long distance tour, and it was out of its element. Not so much because of any power concerns - it’s just that it’s not really cut out for touring duty. What this variant of the M109R is cut out for is power cruising.

Upon arrival, it took only one super-spirited blast on the R2 to drive that point home again. This latest Boulevard shares the same 1,783cc, fuel-injected powerplant as the standard model, and it had lost not one ounce of kick in this latest version. The R2’s styling and flowing bodywork likewise mimics that of the standard R. The only traditional styling cues - a broad, scooped seat and classically shaped fuel tank – remain, though both are surrounded by swoops of plastic.

From afar, the R2 still looks unique - the flowing lines, integrated side covers and radiator cowl can’t be missed - but a closer inspection reveals lots of plastic stuffed into empty spaces. The cast aluminum wheels get fat radial Dunlops; a 130/70R18 front and a beefy 240/40R18 in back.

The R2 is called “a variation of the original”, but really, the only change is the headlight. The sleek, aerodynamic configuration here features a less bulky nacelle than the M109R's – on the R2, it’s sliced at an angle, much like a hunk of sausage. The effect is sportier, but we’re relieved Suzuki didn’t mess with the dyno –chart-busting performance of the original model.

The R2’s fuel-injected, 54-degree V-twin still likes to be revved and the biggest pistons of any gasoline-burning motor can still be found here. It all translates into impressive performance numbers (we’ve heard 108hp and 101 pound-feet of torque measured on a dyno).

If you reach the ignition lock below the seat and hit the starter, you might find the rich whomp emanating from the stainless steel exhaust to be a nice change from the neutered whine on some other big cruisers. The R2 comes with both a passenger saddle and a seat cowling, and you can switch in either one with the twist of a few Allen bolts. The reach to the bars set you at a forward cant, with slightly forward footpegs that bend your knees a bit. The nicest surprise is the unexpectedly comfy seat. It’s not plush, but it’s wide and dished just right. I had no trouble reaching the ground, but shorter riders may have problems getting around the stacked pipes on the right side.

On the road, the R2’s enthusiastic throttle response and never-ending torque allow for blasts of acceleration in every gear. Just get the M109R2 to an open lane and let ‘er rip: the thrill ain’t gone. The power hits immediately, and builds all the way to the redline. The five-speed gearbox and hydraulic clutch manage to handle the considerable horsepower adequately, though control lever pull is somewhat heavy. Snicking through the gears is a generally smooth and predictable affair, though once the clutch heats up, neutral can be hard to find. With this shaft drive, there is also noticeable drivetrain lash from the back. And there can be issues with the power delivery.

It starts with imperfect fueling; when you apply or release the throttle at low speed, you’ll usually experience some harshness. To make for a transition smooth, you have to roll on slowly or brace for an initial jerk, and things can get really iffy if you decide to crank the throttle in a corner. Thankfully, this Suzuki is less of a handful than other wide-tired cruisers in the turns, though you still feel some resistance from the R2’s specially designed Dunlops. Nevertheless, the R2 is more responsive than its weight would have you believe - and it has the stability of a tank.

The R2’s suspension does what it can to keep the M109R compliant but the factory settings are pretty firm, and the hidden preload-adjustable rear shock can’t be easily adjusted. We were happy to find that the dual disc brakes up front do the job nicely, though there is a wooden feel at the lever. Thankfully this lever can be position-adjusted, though the clutch cannot - which is a shame, as the pull here was heavy.

On a smooth road, the R2 generally delivers a nice ride. Engine vibration isn’t annoying at freeway speeds in top gear, and the seat stays comfy. The placement of the tachometer and headlight does a decent of deflecting the wind.

If you’re checking info en route, the LCD tachometer set atop the handlebar readily comes into view. Below that, an easy to read analog speedometer rides on the front of the fuel tank. With this much power and tonnage, you might expect the M109R2’s fuel economy to be pathetic, but our low-to-mid 30’s mpg averages were better than expected.

The point of this bike though, is not practicality; it’s for getting attention. Yours, your neighbor’s, the innocent passersby. The R2 goes like stink, turns smoothly and stops adequately. On anything less than smooth asphalt, the ride can be jarring, but you can't fault the Suzuki’s manners, brakes or motor, and it manages to come in at a reasonable price for its features. Our biggest beef is the finish - we were hoping Suzuki would step up the level of detail on the R2 . Maybe next year.