It is now a couple of years since MCNews.com.au attended the world launch in a very cold and snowy Japan for the first ride on a new reinvention of a legend for Suzuki, the Katana.
Now, three years later, Suzuki have given the model a fairly thorough going over to see in the new year. We won’t see the 2022 Katana on Aussie shores until the middle of next year though, ‘mid-2022’ is the expected arrival date according to Suzuki Australia. You can have it any colour you like, as long as that is Metallic Matte Stellar Blue, and the price has been set at $21,990 Ride Away.
2022 Suzuki Katana
To satiate customers eager to get their hands on one but not happy about the wait time, Suzuki are offering pre-order customers free heated grips, which are normally a $641 optional accessory. Interested customers are encouraged to build and pre-order their new MY22 KATANA by visiting suzukimotorcycles.com.au and experiencing the ‘Build Your Bike’ feature.
2022 Suzuki Katana with optional larger screen
The grunty 999 cc four-stroke DOHC liquid-cooled inline-four engine underwent thorough review to meet Euro5 legislation requirements and has picked up a couple of ponies along the way.
Power has gone from 147 to an even 150 horsepower and that power peak is now 1000 rpm higher despite the new camshafts having less lift and over-lap.
2022 Suzuki Katana Dyno Charts
Conversely it has lost a couple of Nm peak torque, down from 108 Nm at 9500 rpm to 106 Nm at a lower 9250 rpm, but Suzuki claim significant gains through the mid-range that should translate to more urge at your fingertips. The broader, smoother torque curve has fewer peaks and valleys than before, it also achieves greater overall cumulative torque production across the engine’s operating range.
The new air cleaner box introduces an internal structure that contributes to increasing power output by effectively reducing intake resistance. While the new design slightly reduces the box’s volumetric capacity from 8.9L to 8.2L, eliminating the separator improves serviceability and reduces weight.
New valve springs, a new clutch and new exhaust system help to achieve an overall better balance of performance, all while satisfying Euro 5 emissions standards.
2022 Suzuki Katana engine
Another development goal was to further enhance the durability of an already highly durable engine design. Attention to detail extends to a change from cut threads to rolled threads for the holes in the upper crankcase cover. Rolled threads are harder and less prone to cracking from wear, so help maximise holding strength for the journal bolts that support the crank.
The exhaust system was completely redesigned and tuned to help deliver maximum overall performance while satisfying Euro 5 emission standards. Structural changes include a new layout behind the collector, a new chamber structure, and the introduction of a new two-stage catalytic converter system that positions an elliptical converter inside the chamber to secure ample catalyst volume. In addition, the collector is now marginally longer and the Suzuki Exhaust Tuning (SET) system positioned a little differently. As an added benefit, Suzuki claim the exhaust note is greatly improved.
The new Katana adopts a collection of the advanced electronic systems that comprise the Suzuki Intelligent Ride System (S.I.R.S.). Included are the Suzuki Drive Mode Selector (SDMS), Suzuki Traction Control, Ride-by-Wire Electronic Throttle, Bi-directional Quick Shift, Suzuki Easy Start, and Low RPM Assist systems.
2022 Suzuki Katana
These enable the rider to optimise performance characteristics to best suit riding conditions and varying road surfaces, as well as their level of confidence and experience. By assisting the rider, they help make the bike more controllable, more predictable, and less tiring to operate, whether out for a sporty run or enjoying a ride on city streets. These attributes benefit the rider by instilling greater confidence and allowing them to concentrate on enjoying the riding experience.
2022 Suzuki Katana
SDMS is designed to offer the rider a choice between three different modes that change output characteristics to match riding conditions or preferences.
Equipped with an updated version of Suzuki Traction Control System (STCS) with a wider selection of 5 mode settings (+ OFF), as opposed to the 3 modes (+ OFF) of the first generation. The finer incremental control over settings allows the new 5-mode traction control system to better fit a more diverse variety of riding conditions and styles.
2022 Suzuki Katana
A ride-by-wire throttle system provides finer control also allows optimum settings to best match each of the SDMS modes. The overall result is linear power delivery that responds faithfully to the rider’s intentions, whether riding on the street or heading out to enjoy a spirited run, as well as improved controllability when opening the throttle while cornering.
2022 Suzuki Katana
The bi-directional quick shift system allows the rider to shift up or down more quickly and easily without the need to operate the clutch or throttle. When decelerating, the system automatically opens the throttle valves just enough to increase rpm and match engine speed to the next-lower gear ratio. The result of this hands-free automatic blipping function combines seamlessly with engine braking to create a highly satisfying experience when downshifting.
Two-way quick-shift
The compact, lightweight twin-spar aluminium chassis is engineered to provide agility, ease of control and a fun-to-ride character riders will appreciate and enjoy. It is also aimed to perform best in real world riding conditions on public roads, in city traffic, on the highway, or on rural and twisty roads.
2022 Suzuki Katana
New for MY22, rubber mounts have been introduced in the top bridge and handlebar brackets to reduce vibration transmitted to the rider’s hands, improving comfort and reducing fatigue.
43mm KYB inverted gold-coloured front forks give a ride that is sporty yet damped well enough to smooth out the bumps. They feature fully adjustable damping, rebound, compression and spring pre-load. A single KYB rear shock features adjustable rebound damping and spring pre-load. The rear spring colour has been changed from red to grey for MY22.
2022 Suzuki Katana
310 mm disc brakes are paired with Brembo radial mount Monobloc front brake calipers featuring four opposing Ø32mm pistons to provide powerful braking performance. The BOSCH Antilock Brake System (ABS) control unit is extremely compact and light weighing only 640g.
2022 Suzuki Katana
The lightweight 6-spoke cast aluminium wheels by ENKEI shod with Dunlop Roadsport 2 tyres provide nimble handling.
The vertically stacked LED headlight and LED front position lights accent the sharp lines of the cowling that covers the instrument panel.
2022 Suzuki Katana
An LCD brightness-adjustable instrument cluster packs a wide range of useful information into a relatively compact form factor. The panel features a custom display with amber backlighting exclusive to the 2022 Katana creating a unique contrast that clearly displays the lettering against the black background when riding at night, but that looks white when riding in daylight to maintain clear visibility of the displayed information. A brief custom animation plays when the ignition key is turned on, offering a playful presentation that is pleasing to the eye and heightens anticipation of the ride to follow.
Selectable orange back-lighting
Another nice touch is the replacement of the “SUZUKI” lettering featured at the bottom of the instrument cluster with the KATANA logo for MY22. What a lot of people would have really wanted was a fuel tank larger than 12 litres.
I have always found the Katana much nicer in the flesh than in the pictures, and this new blue looks really good in these images. The attention to detail on the Katana models I have spent time with are better than most would expect, leading me to admire and bond with the machine the more I spent time with it, it really does give the impression of being extremely well built and bullet-proof. And this new one promises to be better again.
2022 Suzuki Katana
2022 Suzuki Katana Specifications
2022 Suzuki Katana Specifications
Engine
999 cc Four-stroke, liquid-cooled, DOHC, in-line four
Suzuki Chief Engineer Saturo Terada, made it clear to the assembled press contingent at the world launch, staged amongst the bamboo forests that line Arashiyama-Takao Parkway, that the new Katana is not a ‘retro’ bike.
Suzuki Chief Engineer Saturo Terada
It is instead a thoroughly modern interpretation of what Suzuki feels a modern take on Katana should represent. That said, there are certainly plenty of nods to the heralded past of the original Katana machines. Not least of course the name, but also elsewhere throughout the design language employed, which has clearly translated from the script of the original Katana.
2020 Suzuki Katana
When the design proposal was first unveiled two years ago at EICMA it caused much excitement among enthusiasts. Once the necessities for a production machine were added, such as a number plate, along with legal sized indicators and mirrors, the gloss perhaps faded a little. It started to look a little more pedestrian, something I guess that is largely unavoidable when you have to add those mandatory items to achieve road-registration.Upon seeing the machine in the flesh for the first time at the Australian MotoGP event last year I was still not overly enthused by the styling. After spending some extended quality time with the Katana in the place of its birth, it gradually did start to win me over.
Suzuki Katana
I love the head-light. It is a bit retro but at the same time thoroughly modern. I reckon Suzuki could have even made it a bit larger, for an even more nostalgic look, but overall it is beautifully executed. The hue of the LED lighting and the way it is stacked, with a small separator in the middle, flanked by two more small LEDs, I find incredibly appealing.
2020 Suzuki Katana
Two more ‘position’ lights, situated below and to the side of the main headlight, add further distinctive appeal to the face of the Katana. The way the bodywork is layered around the head-light and then extends into the almost flat-front binnacle that hides the instruments is clever.
2020 Suzuki Katana
The frontal silhouette of the Katana is a clever piece of design. I can’t illuminate you as to how well that funky headlight works at night though as we never got the opportunity to put it to the test.
2020 Suzuki Katana
The fuel tank cover, with its prominent Suzuki lettering, is a clear homage to the original Katana.
2020 Suzuki Katana
The stepped black-grey seat also has a hint of yesteryear to its shape, but has a much firmer form and padding than the bike it took those cues from. It is slim between the knees which aids ingress/egress to/from the bike and at 825 mm from terra firma, it makes getting on and off the Katana a thoughtless process.
2020 Suzuki Katana
The rider triangle positions you quite upright, but also gives a sporting rider plenty of room to move around the machine, positioning their weight where they want it for any given corner.It left me with nothing to complain about. Pillion accommodations look not too bad, complete with an old-style seat mounted panic strap to hold on to.
2020 Suzuki Katana
As with any largely naked motorcycle, the engine also forms a highly significant part of the look. For a donk never designed to be seen without a fairing covering it, the well-proven long-stroke version of the highly successful engine from the K5-K8 generation of the GSX-R1000 not only pulls hard, but looks good doing it.
2020 Suzuki Katana
I am a little concerned as to how easy it will be for owners to keep the engine looking good in the long term. But the smooth matt black finish on the engine does look high quality, thus hopefully my consternation will prove misplaced.
2020 Suzuki Katana
The massive swing-arm also comes from the GSX-R1000 parts catalogue, sourced from the 2016 model. The way its sturdy bracing bends its support is almost reminiscent of the banana swing-arms of the RGV 250. Be nice if it was bigger again though, and somehow managed to hide that monstrosity of a pre-muffler and catalytic convertor that hangs in shame beneath the machine.
2020 Suzuki Katana
The short upswept muffler looks okay, and its end cap is actually detailed quite nicely, but if I took a Katana of my own home then that ugly expanse of steel under the bike would have to be destroyed in some sort of ceremonial burning. Perhaps I would even wear a Hakama while doing it.
Katana
A Katana sword could probably do the job too, but it would be sacrilege to touch that gleaming precision perfect slither of steel, one of the most achingly beautiful things ever constructed from metal, against that tasteless travesty that is the modern cat/pre-muffler, one of the ugliest things ever to be created from steel. The standard exhaust does sound okay though, and is stainless steel throughout so should stand the test of time, if you can stand it…
2020 Suzuki Katana
At the tail of the machine Suzuki have gone for a very clean look, an LED tail-light formed into an interesting shape that almost tucks under the seat. I actually quite like it, and the normally bland surfaces of the inner guard actually look to have come in for some serious attention to detail. Suzuki explained that this took some time to get right in regards to the air-flow over the bike, to ensure there were no adverse effects on stability.
2020 Suzuki Katana
A small hugger is mounted to the left side of the swing-arm and carries the number plate and indicators. A lot of owners will be junking that as soon as the first good under-tray kit hits the after-market, but I don’t mind it.
2020 Suzuki Katana
It is the first time Suzuki has fitted such a number plate hanger, and like so many parts of the Katana, there is some clever attention to detail employed to carry it off. The overall silhouette of the Katana is not the most handsome in motorcycling by any stretch, but there are numerous instances where you can see the design work that has gone into making the individual parts of the machine. These touches are quite endearing.
2020 Suzuki Katana
Suzuki’s latest buzzword about their brand, which they are now seeking to underline, is ‘monozukuri’, which loosely translates to craftsmanship. As much as my jaded, 20-years as a motorcycle reviewer bloodshot eyes glazed over when I first heard it mentioned, in the details of this machine that word actually fits just fine. In fact, it was seeing all the work that had obviously gone in to all these little fine details, that really started to charm the Katana in to my consciousness.
2020 Suzuki Katana
Just as the original Katana itself was spawned from the GS/GSX models of the early 1980s, this latest iteration is based on Suzuki’s current generation GSX-S1000.That means modern clever engineering with a sturdy, but light, twin-spar alloy frame, suspension that works quite well, radial-mount four-piston calipers and contemporary electronic aids such as ABS and traction control.
2020 Suzuki Katana
Braking power proved strong and progressive, but with ambient temperatures not far above zero throughout the test I did not get to judge their maximum outright stopping power. The Brembo hardware though is lifted from the current GSX-R1000 no less, thus I am sure they are more than up to the task. The ABS system is not quite current top-spec kit, its sample rate is fast enough to be unobtrusive, but it does lack lean angle data in its algorithms. You can even option red calipers if you so choose.
2020 Suzuki Katana
Likewise the traction control system is not of the lean-angle sensitive variety, but in real world use it caused me no bother. Those freezing conditions, I actually saw snowflakes falling outside my hotel room window earlier that morning, and patches of damp asphalt, saw me exercising a little more caution than normal.
2020 Suzuki Katana
With the traction control on level three the TCS light was going ballistic on every corner exit, although I felt no real intervention or significant dulling of the power. I switched to level two which saw the warning lights settle down and just got on with the job. The system retards the ignition to reduce power when it senses tiny amounts of wheel slip, and only becomes more intrusive to the point of clear ignition cut and throttle butterfly modulation when the situation has really become quite dire.
2020 Suzuki Katana
Charging proper hard on a good day would see you run the system at level one, but I fail to see any scenario, apart from extended wheelies, that would require the system to be turned off. The lead Japanese rider from Suzuki controlled the pace of the ride in the conditions, despite me giving him the hurry up.
Suzuki Katana Video
The attractive TPR built six-spoke cast alloy rims were shod with new Roadsport 2 Dunlop rubber. Concerned senior Dunlop techs were on hand to check on their performance in the chilling conditions. They not only constantly checked tyre temperatures, but also the hardness of the rubber with a type of instrument I had not seen before.
2020 Suzuki Katana
Even after our most spirited runs, tyre temperatures never registered more than 26-degrees celsius. They had the pressures set at 36 psi in the 120/70-17 front and 42 psi in the fat 190/50-17 rear, which many people would consider quite high, but the wonders of science that produce modern road rubber mean that these days we don’t have to run lower pressures to get grip. Of course, racing straight off tyre-warmers on super sticky compounds that are only good for a dozen laps are another kettle of fish.
2020 Suzuki Katana
This is a road bike on a public road, and it is a great testament to the tyres, along with the grip levels offered up by the Japanese bitumen throughout Arashiyama-Takao Parkway, that our group all remained upright in conditions sketchy enough to put the fear of god in to many motorcyclists. A rider had gone down in a previous group when experimenting with the traction control off, this was not an opportune moment to be playing silly buggers.
2020 Suzuki Katana
The composure of the fully-adjustable KYB suspension also played its part in keeping us safe. After my first run saw the front deflect a little more than I would have liked, over some changes in surface and bumps, I did firm up the rear a little. So often it is the tail that wags the dog in these cases, and for any front end concerns, at road speeds, the rear shock is always my first port of call, and almost always is what helps to give more precise and settled steering. With a little more pre-load and damping dialled in at the rear my complaint was cured and, at the moderate for us, but probably still quite decent public road pace for most, I was a happy camper.
2020 Suzuki Katana
The long-stroke engine from the K5-K8 has earned a well deserved place in motorcycling folklore, and for good reason. The Katana sees it in the same somewhat moderated, but still pretty bloody impressive, 150 horsepower and 108 Nm level of tune that we first sampled in the GSX-S1000. They have changed the throttle cam for the Katana to help smooth initial application, with the first part of the throttle turning at lower ramp rate, to help reduce any abruptness on pick-up from closed. However, I favour the more linear throttle roll of the GSX-S1000. That might surprise as many testers, and owners, maligned the sharpness of the GSX-S throttle, but I thought it precise and enjoyed feeling that level of accuracy at my fingertips. It proved accurate enough on the GSX-S to do countless five-gear wheel-stands, and that’s without the get-out-of-jail-free card of a rear brake due to my fused ankle, so clearly I had no issue with the GSX-S throttle.
2020 Suzuki Katana
I always find it refreshing when I get on a bike without a ride-by-wire throttle, more care is need to be taken at the right wrist, but I find that fuels a big part of the riding experience for me. I want to feel all of that horsepower when I want, and coming on at the rate I decide, not at a rate the computer dictates after deciding you are too stupid to operate a throttle effectively.
2020 Suzuki Katana
It does have that low-rpm assist mechanism though to help prevent stalling. When you select first gear it raises the idle to help cater for people who really should just instead suffer the embarrassment of stalling and falling over at a stand-still.If they are not competent enough to operate a clutch and a throttle from stand-still, they are certainly not qualified to control a 150 horsepower motorcycle that weighs in at only 215 kg wet.
2020 Suzuki Katana
The 999 cc engine is a gem with tight switchback hair-pins negotiated in as high as third gear, once you have some corner speed confidence happening. It then builds into what really is still quite a storming top end that peaks at 10,000rpm, but with still plenty of useful over-rev in reserve, should you wish to save a gear change between turns.
2020 Suzuki Katana
To be honest the bike doesn’t really need more grunt, but I really wish that Suzuki had made this bike just that little more special by stretching it towards that 1074cc of the original GSX1100SZ. Cost and development time are of course the reasons why, and at least in this well-proven spec’ you can be comfortable that this engine and gearbox will probably out-last some of its owners.
2020 Suzuki Katana
There is no quick-shifter nor any electronic engine braking control. It doesn’t need them, the gearbox is faultless and the slip-assist clutch is light and effective.
The instrumentation is reminiscent of the current generation GSX-R1000, but uses a font that is a little Super-Nintendo style retro.There is a lot going on, but it is all fairly clear and logical. The LCD tacho is naff, as they all are, but the rest of the display works well.
2020 Suzuki Katana
After the speed readout it will be the range to empty display that gains the next most attention as the new Katana only sports a 12-litre fuel-cell, 10-litres less than the original. The difference in range between the two though would not be quite as marked due to the efficiency of the modern oil-water-cooled and fuel-injected power-plant. Unless you are stretching the cable out of high-speed fourth and fifth gear corners all day, your range will still be over 200 kilometres in almost every scenario.
2020 Suzuki Katana
Suzuki Australia have confirmed that the new Katana will start arriving in September this year (2019), and will retail for $18,990 Ride Away. 70 per cent of the first shipment of sixty units are already pre-sold to customers. Suzuki expect to sell 100-120 Katana, of what is expected to be a global production run of around 4000.
2020 Suzuki Katana
As an added bonus, all customers who pre-order their new Katana online from the first shipment will also receive a bonus exclusive Katana themed Arai QV-Pro helmet, valued at $995.
