Tag Archives: Suzuki Motorcycles

Retrospective: 1983 Suzuki XN85 Turbo

1983 Suzuki XN85D Turbo
1983 Suzuki XN85D Turbo. Owner: Cliff Schoening, Bremerton, Washington.

It would be entertaining to find out how much this little turbo cost Suzuki, as in development and manufacturing expenses versus sales. Probably it was a heckuva lot. In the very early 1980s turbo-mania was in the air, and Honda and Yamaha were the first out, with the four Japanese manufacturers prone to following one another.

Remember the Universal Japanese Motorcycle? Four cylinders in line, preferably with an overhead camshaft or two. Well, this was the turbo version, and while Honda used the OHV V-twin CX500 for its turbo, the rest were UJMs. In 1981 Suzuki came out with two 650cc UJMs, the chain-driven sporty E and the shaft-drive commuter G. Similar, but different. And Suzuki realized that this two-valve (per cylinder) motor was rapidly becoming obsolete, replaced by the four-valver. So how could it get a little more use from the powerplant? Put it in the Turbo!

1983 Suzuki XN85D Turbo

For the Turbo the engineers took the G’s one-piece forged crankshaft running on plain bearings, instead of the E’s roller bearings. Apparently plain bearings are smoother running. But the three 650s all had those two-valve heads, and twin overhead camshafts, that are the pretty much the same. However, everything on the Turbo’s engine, from connecting rods to cylinder studs, was strengthened.

Amusingly, when looking at the magazine spec sheets for all three bikes one notes that they all have a bore and stroke of 65 x 55.8, but the E and G are said to have 674cc capacity, while the Turbo is 673cc. The wonders of finite numbers. And copy editing.

After Honda and Yamaha began working on their turbos, probably a little corporate spying was going on. I can see the Suzuki marketing types charging into the CEO’s office and demanding that a turbo be built. Maybe somebody ran it past the financial department, maybe not. The XN85 appeared less than a year after the others, but more work had gone into the project, as it was truly a semi-new machine, excepting the reworked motor.

1983 Suzuki XN85D Turbo

As anybody who wrote a Ph.D. thesis on Japanese turbocharged motorcycles knows, that funny XN85 alpha-numeration came from Suzuki’s claim that the turbo 673cc put out 85 horsepower – which it might have, at the crankshaft. Fair enough, but the real world was more interested in what happened at the rear wheel, where a dyno measured 71 horses at 8,000 rpm. And close to 50 lb-ft of torque at 6,500 rpm. Which was quite respectable, and a lightweight rider might sneak into the 11s in the popular quarter-mile drags. The flow of air and a big oil cooler, with more than three quarts of oil in the system, kept the engine heat under control. A new aspect of the cooling system was the forcible spray of oil on the bottom of the pistons, quite useful in keeping these little round things intact.

The IHI (Ishikawajima-Harima Industries) turbo was mounted close to the electronic fuel injectors, which were just beyond the butterfly valve, and the blast of pressurized air would jam that fuel right into those combustion chambers. Where, in the interests of longevity, the compression ratios had been drastically lowered, from the 9.5:1 of the E and G to 7.4:1. The turbo had a non-adjustable pressure gauge and when the boost went over 9.6 psi the waste gate would open. The electronic ignition also had an ability to read boost pressures, retarding timing as the boost mounted. And should that waste gate get stuck, the ignition could deal with that as well. Pretty smart device. When the turbo began to intrude around 5,000 rpm, the lag was noticeable, but less than on the competition.

1983 Suzuki XN85D Turbo

The real trick with this XN85 was not so much the engine, but the chassis. The main frame was a round-tube double-cradle affair, with a triangulated backbone running to the steering head. Up front was a 37mm Kayaba fork, with anti-dive and air-adjustability, providing 5.5 inches of travel. Rake was a conservative 27 degrees, with trail of 3.9 inches. The fork connected to a 16-inch front wheel – which surprised many. Sixteen inches?! That was racing stuff. But even with a pretty lengthy 58.7 inches between axles, the bike handled extremely well. Probably helped along by the Full-Floater rear suspension, using an aluminum swingarm with caged needle bearings, the single Kayaba shock having remote hydraulic preload adjustment. And 4.1 inches of travel.

1983 Suzuki XN85D Turbo

The front wheel was endowed with a pair of 10-inch discs and single-piston calipers, while the rear wheel, a 17-incher, had an 11-inch disc with a single-piston caliper. They sound a bit iffy when compared to today’s GSX-R650 with radially mounted monoblock brakes, but the XN85 is 36 years in the past.

The half fairing looked great, and did a good job of protecting the rider if he wished to exceed the government-mandated 55-mph speed limit. The seat, 30.5 inches above the ground, was comfy, and the flat handlebar allowed for a cheerful 200-mile range – which was about what the five-gallon tank allowed. The fairing did disguise the fact that a modified version of the Ram Air System served to help cool the cylinders; the new design did not look at all like the RAS on the two-stroke triples in the 1970s.

Somehow the Turbo’s curb weight had shot up 70 pounds over the previous E model, weighing in at 550 pounds.

According to numbers found on the Internet, the factory produced only 1,153 of these turbos from 1983 to 1985, of which 300 in the first batch came to the United States. And sold at $4,700. A good reason for that was the third iteration of Suzuki’s normally-aspirated 750 four, which also came out in 1983, now with four valves per cylinder and Full-Floater rear suspension. It put out 72 horsepower at the rear wheel, weighed 30 pounds less than the Turbo and cost a mere $3,500. Talk about trumping your own ace!

Obviously the remaining 853 turbos were sold in motorcycling hotspots like Mongolia and Libya, in case you are looking for a used one.

Source: RiderMagazine.com

Suzuki offer Katana-themed Arai helmet

Suzuki Australia must have over-estimated demand for its new Katana as they are now selling the themed Arai helmet that was included with advanced orders.

All customers who ordered the new Katana online before the delivery date of 8 September 2019 also received a Katana-themed Arai QV-Pro helmet, valued at $995, with their bike delivery.

They say about 60 Katanas were sold before the first delivery of about 90.

We are not sure how many of these limited-edition Katana themed helmets are available through the Suzuki dealer network, but it seems they fell short of their demand in orders for the bike.

Click here for our full Katana review and watch and listen to the bike in action in this video.

Katana Arai helmet specsSuzuki KATANA Arai helmet

  • Price: $995
  • Based on Arai QV-Pro helmet
  • Hand crafted in Japan and inspected five times by an Arai engineer
  • PB-CLC outer shell in multiple sizes
  • Optimised Free Flow System ventilation
  • Variable Axis System visor
  • PinLock insert includedKATANA Arai helmet
  • Shield latch visor lock system
  • Antimicrobial liner material
  • Replaceable, washable interior
  • 5mm “Peel Away” ear cups, cheek pads and temple pad
  • Speaker pockets
  • Breath guard and chin curtain included
  • Emergency Release SystemSuzuki KATANA Arai helmet
  • Double D ring closure
  • ECE 22.05 approved
  • Penetration tested
  • Available sizes: small, medium and large.

Source: MotorbikeWriter.com

2020 Suzuki Katana is a rider’s delight

No matter what you think of the rebirth of the venerable “Katana” name and the neo/retro styling, the 2020 Suzuki Katana is a highly polished rider’s delight.

It officially went on sale in Australia on Thursday at $18,990 (ride away with 12 months’ rego), but about 50 riders had already paid a $1000 deposit, mostly ageing former Katana owners or sons/daughters of Katana owners.

Now, Suzuki Australia has to encourage young riders and new Katana converts.

However, be quick as only 4000 will be made, says Suzuki Australia marketing manager Lewis Croft.

If customers are attracted to its origami styling, they may just find a highly enjoyable bike that is as easy to ride fast through the twisties as it is to sedately filter through traffic.

That’s no mean feat for engine architecture derived from the GSX.

But Suzuki has done it with a superbly sophisticated and refined engine, transmission and MotoGP-inspired chassis.

Styling

Suzuki Katana is a rider’s delight
Silver and Glass Sparkle Black

This is the controversial aspect.

When the silver Katana was unveiled at the 2018 Intermot show in October and then the “Glass Sparkle Black” version at EICMA in November, opinions were sharply divided.

Katana devotees both loved and hated it as did those who weren’t Katana fans. Reminds me of the reception the original Katana experienced!Suzuki Katana is a rider’s delight

In the “flesh” this new Katana looks a lot better with high-quality fitment.

I prefer the silver as it looks more original and highlights the original’s lines and angles better.

There are a lot of faithful Katana lines such as the cut in the tank, the shark nose, two-toned seat, rectangular headlight and even the half-moon front fender.

But Katana devotees will find points to criticise.Suzuki Katana is a rider’s delight

To me, it seems the designers were trying too hard and made the design too complex.

But it certainly stands out and includes some neat modern features such as full LED lighting and a remote rear fender.

The biggest change is straight bars instead of clip-ons that make it much less ergonomically painful to ride than the original.

In fact, with its narrow seat and upright stance, it is extremely comfortable in the saddle, although the wide tank does splay your knees, so it could be painful for some people with hip problems.

At 825mm, the seat is much taller than the original, but I’m 183cm tall and I was able to plant both feet flat on the ground, still with a slight knee bend.

Motivation delight

The real delight of this bike is in the motivation: the engine and transmission.

Here is an interesting tech specs comparison to the original.

Suzuki Katana is a rider’s delight

But tech specs do not tell the real story of this bike’s motivation.

It’s simply so silky smooth with thick, creamy torque and a super-slick foolproof gearbox.

This combination virtually makes it like an automatic; just slip through to sixth gear by 60km/h and twist the throttle.

No need to shift gears. It will pull from 2500 revs in sixth at 60km/h to 4500 revs at 100km/h and on to dizzying revs and go-straight-to-jail speeds.

On the media launch through the border ranges of NSW and Queensland, most of the riders stopped changing gears after a while and just used fifth or sixth for everything.Suzuki Katana is a rider’s delight

Yet it delivered electrifying throttle response and rapid acceleration when you started tap-dancing on the gear shift.

It’s so smooth there is little character to the feel of the engine, but there is a lovely aural harmony of induction “woof” and exhaust growl.

Back into the heaving traffic on the Gold Coast, this maniac machine was suddenly docile, tame and so controllable as we filtered slowly through the traffic.

Lewis describes it as both “a city bike and a show-off bike”.

It certainly is with only about 200km maximum range from the 12-litre tank.Suzuki Katana is a rider’s delight

The engine is Euro4 compliant and no doubt will be updated for Euro5 within the next couple of years. It burns lean and blows a fair bit of heart on to your right foot in heavy traffic.

There are no engine modes, but three-strange traction control that can also be switched off, all on the fly.

My only concern is the heavy cable clutch which is non-adjustable. Although, it does have a clever low-rev assist feature which adds 500 revs as you let the clutch lever out.

This prevents embarrassing and potentially dangerous stalls if you’ve filtered to the front of the traffic! It’s a delight to use in stop-start traffic.

There is also an easy-start function where you just hit the ignition and it starts on its own.Suzuki Katana is a rider’s delight

The comprehensive instrument screen is big, like a max-sized phone, but some of the letters and figures are small and difficult to read.

You can operate all functions via a handy controller on the left switchblock and they are easy to use.

Suzuki Katana is a rider’s delight
Traction and instrument controls

Town and country

In town, the Katana is light and nimble and easy to slice through traffic with its tight turning circle and wide bars.

That also makes it great for twisting roads, although you don’t need to manhandle the bike to change direction.Suzuki Katana is a rider’s delight

It feels very light and the fully adjustable suspension (except for rear compression adjustment) is firm, but fair.

I backed off half a turn on the front compression to sort out some of the bumps on the backroads and it ploughed through without any headshake.

The big 310mm dual disc brakes have plenty of bite with good feel through the controls, although the ABS was a little jerky.

Lewis says the Dunlop RoadSport 2 tyres are specially made for the bike.Suzuki Katana is a rider’s delight

They feature a tread pattern that looks like it has been cut with slashes from a katana. The tyres heat up quickly and have excellent grip even on damp roads.

The combination of capable suspension and strong brakes make it a delight to whip through the bumpy and twisting roads of the Gold Coast hinterland.

Lewis says they have a long list of accessories including carbon bits, a black and red seat, protection, heated grips, smoked windscreen and red Brembo calipers.

He says buyers so far have spent an average of $1300 on the accessories.

There are also a Katana keyring, scale model and branded clothing.

ConclusionSuzuki Katana is a rider’s delight

I’m no Katana devotee and the looks don’t really appeal to me, yet I was won over by the ease of riding this bike hard as well as slow.

There may be more appealing neo/retro bikes on the market, but this is by far the rider’s delight of the pack!

Suzuki Katana GSX-S1000SM0 tech specsSuzuki Katana is a rider’s delight

PRICE $18,990 RIDE AWAY
ENGINE IN-LINE 4 CYLINDER, LIQUID-COOLED, DOHC
TRANSMISSION 6-SPEED WITH BACK-TORQUE LIMITING CLUTCH
FRONT SUSPENSION 43MM KYB FULLY ADJUSTABLE INVERTED FORKS
REAR SUSPENSION LINK TYPE SHOCK WITH ADJUSTABLE REBOUND & SPRING PRELOAD
FRONT BRAKES BREMBO RADIAL-MOUNT MONOBLOC CALIPERS, 310MM DICS WITH ABS
REAR BRAKES NISSIN SINGLE PISTON CALIPER WITH ABS
POWER 110kW @ 10,000RPM 
TORQUE 2180NM @ 9500RPM
COLOURS METALLIC MYSTIC SILVER / GLASS SPARKLE BLACK
SEAT 825MM
LENGTH 2130MM
WIDTH 835MM
HEIGHT 1110MM
WET WEIGHT 215KG
WHEELBASE 1460MM
FUEL CAPACITY 12 LITRES

Source: MotorbikeWriter.com

2020 Guide to New Street Motorcycles

This handy guide includes all new or significantly updated street-legal motorcycles for the 2020 model year. Organized in alphabetical order by manufacturer, it includes photos and links to details or, when available, first rides and road test reviews about each bike. This guide is updated regularly as more new/updated models are announced, and when we’ve had a chance to ride them and report our impressions.

Want to see all of the new/updated motorcycles for 2019?
Check out Rider’s 2019 Guide to New Street Motorcycles

2020 BMW R 1250 R

2019 BMW R 1250 R. Image courtesy BMW Motorrad.
2020 BMW R 1250 R

Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. It also gets a mild style refresh with a TFT display,
a DRL option for the halogen headlight and new color options. Although originally
announced as a 2019 model, the R 1250 R didn’t make it to the U.S. in time. BMW
says it will be available as a 2020 model with an MSRP starting at $14,995.

Read our 2020 BMW R 1250 R First Look Review

2020 BMW R 1250 RS

2019 BMW R 1250 RS. Image courtesy BMW Motorrad.
2020 BMW R 1250 RS

Receiving updates similar to those that other models in the
R family received for 2019, the BMW R 1250 R roadster gets a larger 1,254cc
boxer twin with ShiftCam variable valve timing and valve stroke and updates to
its electronics package. The RS also gets a style refresh that drops the
asymmetrical, winking look of the S 1000 RR in favor of a sporty twin-LED
headlight assembly, and an LED DRL (daytime running light) is an option.
Although announced as a 2019 model, the R 1250 RS didn’t make it to the U.S. in
time. BMW says it will be available as a 2020 model with an MSRP starting at
$15,695.

Read our 2020 BMW R 1250 RS First Look Review

2020 BMW S 1000 RR

2019 BMW S 1000 RR in Motorsport livery. Images courtesy BMW Motorrad.
2020 BMW S 1000 RR

More power (205 hp), less weight (434 lbs), updated
technology and a new up-spec Motorsport version. The 2020 BMW S 1000 RR is at
the pointy end of the sportbike spear. Pricing starts at $16,995 and bikes will
be in dealerships in summer 2019.

Read our 2020 BMW S 1000 RR First Look Review

2020 Harley-Davidson LiveWire

2020 Harley-Davidson LiveWire action
2020 Harley-Davidson LiveWire (Photo courtesy Harley-Davidson)

Harley-Davidson’s new LiveWire electric motorcycle is seriously sporty, shockingly fast and whisper-quiet–everything a typical Harley isn’t. And that’s just the way Milwaukee wants it. It’s propelled by a liquid-cooled electric motor that makes a claimed 105 horsepower and 86 lb-ft of torque, drawing power from a 15.5 kWh battery that offers, according to H-D, a range of 146 miles in the city and 95 miles of combined stop-and-go and highway riding. Single-speed transmission offers twist-and-go convenience, and styling, ergonomics and components are the sportiest offered on any Harley-Davidson. MSRP starts at $29,799.

Read our 2020 Harley-Davidson LiveWire First Ride Review

2020 Suzuki Katana

2020 Suzuki Katana
2020 Suzuki Katana (Photo courtesy Suzuki)

The 2020 Suzuki Katana features styling cues that pay direct homage to the 1981 original, and it’s built around the potent GSX-S1000 999cc inline-four. It features ABS, traction control, Easy Start and Low RPM Assist, as well as a twin-spar aluminum frame, braced superbike-style swingarm, KYB suspension, dual front Brembo monoblock four-piston calipers, 310mm floating rotors and a model-specific LCD panel. We got a chance to ride the new Katana in Japan last March, but pricing and availability are TBD.

Read our 2020 Suzuki Katana First Ride Review

2021 Yamaha Ténéré 700

The Ténéré 700 will be coming to the U.S. in the second half of 2020. Images courtesy Yamaha Europe.
2021 Yamaha Ténéré 700

Announced in the fall of 2018, we’re still waiting to see the
new Ténéré 700 (T7, for short) in the flesh–Yamaha says it will be coming to
the U.S. in the second half of 2020 as a 2021 model. We know it will be
powered by the 689cc CP2 parallel twin used in the MT-07, housed in a new
tubular steel double-cradle frame. Other details include a 62.6-inch wheelbase,
9.5 inches of ground clearance, a fully adjustable USD 43mm fork with 8.3
inches of travel and a remote preload-adjustable rear shock with 7.9 inches of
travel.

Read our 2021 Yamaha Ténéré 700 First Look Review

2020 Yamaha YZF-R1 and YZF-R1M

2020 Yamaha YZF-R1M and YZF-R1
2020 Yamaha YZF-R1M (left) and YZF-R1 (right)

Yamaha has updated its flagship sportbikes, the YZF-R1 and the track-ready YZF-R1M, for 2020, with both featuring refinements to their CP4 crossplane crankshaft engines, an augmented electronic rider aids package, enhanced suspension and redesigned bodywork. MSRP is $17,300 for the YZF-R1 and $26,099 for the YZF-R1M (the latter is available in limited quantities through Yamaha’s online reservation system).

Read our 2020 Yamaha YZF-R1 and YZF-R1M First Ride Review

2020 Zero SR/F

2020 Zero SR/F
2020 Zero SR/F

The first new model from Zero Motorcycles since 2016, the 2020 SR/F’s streetfighter look and steel trellis frame blur the styling lines between gas and electric motorcycles. Powered by a new ZF75-10 IPM (Interior Permanent Magnet) motor and ZF14.4 lithium-ion battery, it delivers a claimed 140 lb-ft of torque and 110 horsepower. It also features Bosch’s Motorcycle Stability Control System and Zero’s new Cypher III operating system. Pricing starts at $18,995.

Read our 2020 Zero SR/F First Look Review

Source: RiderMagazine.com

Long-Term Ride Report: 2018 Suzuki V-Strom 1000XT

2018 Suzuki V-Strom 1000XT. Photo by Kevin Wing.
2018 Suzuki V-Strom 1000XT. Photo by Kevin Wing.

MSRP: $15,712 (as tested)
Odometer: 4,253 mi.

Last August we took delivery of a 2018 Suzuki V-Strom 1000XT ($13,299), with the XT identifying it as slightly tarted up with tubeless spoked wheels and a Renthal Fat Bar handlebar, for just $300 over the base model. We put it into a comparison test with its ’lil brother, the V-Strom 650XT, and the decision was very close, but the 1000’s extra power and superior suspension and brakes (including cornering ABS) beat out the 650’s lower weight and seat height and more agile handling (see Rider, November 2018 or ridermagazine.com).

Our 1000XT was outfitted with some useful Suzuki accessories, including side cases (29-liter left, 26-liter right), a 55-liter top case, a 15-liter ring lock tank bag, an accessory bar and a centerstand, for an as-tested price of $15,712. For 2019, the XT has been replaced by the XT Adventure ($15,299), which includes the accessory bar, centerstand, heated grips and 37-liter aluminum panniers, and it comes in a sweet Pearl Vigor Blue/Pearl Glacier White paint scheme with matching blue rims.

After our comparison test, contributor Ken Lee loaded up the Strom and did a 1,400-mile, two-up tour with his wife around California’s Sierra Nevada (see Rider, May 2019 or ridermagazine.com). Then he did a solo 800-mile freeway blast up to Oregon and back. Since then we’ve used the Strom primarily for commuting and day rides. We’ve logged  4,253 miles and averaged 38.4 mpg (low 32.3, high 47.6), for an estimated range of 204 miles.

The V-Strom has been a solid workhorse and our complaints are few. The accessory tank bag doesn’t snap into its ring lock like it should, so we have to open the bag, put our hand on top of the ring and push hard to make it lock—a hassle when the bag is full of gear. And on long trips we’ve wished for cruise control, which ought to be standard on touring motorcycles in this price range. Otherwise, though, the V-Strom gets high marks for competence, dependability, value and versatility, whether it’s used as a commuter, sport-touring bike or 80/20 adventure tourer. 

Source: RiderMagazine.com

2020 Suzuki Katana | Video Review

The 2020 Suzuki Katana is a modern interpretation of the Hans Muth-designed 1981 GSX1100S Katana, an icon of late 20th century motorcycle aesthetics. The new version has edgier lines and is built on the GSX-S1000 naked sportbike platform. We traveled to Japan to ride the new Katana on Kyoto’s Arashiyama-Takao Parkway, and you can watch our video review below. Or click the link at the bottom to read our complete First Ride Review report.

Read our complete First Ride Review of the 2020 Suzuki Katana here!

Source: RiderMagazine.com

Long-Term Ride Report: 2018 Suzuki Burgman 400

2018 Suzuki Burgman
A stiffer chassis and larger 15-inch front wheel increase the Burgman 400’s stability at freeway speeds. Photo by Julia Lapalme.

Odometer: 619 miles
MSRP (as tested): $8,099

OK, you long-time Suzuki Burgman owners are probably thinking that 619 miles isn’t much for a long-term report, but try to finish reading this before you bombard our email inbox with tales of your cross-country trips and high-mileage Burgmen. The 400 was all-new for 2018, and it’s a testament to how good it’s become that we put more than 500 miles on our test bike in just a few short weeks.

The styling is updated, comfort and wind protection upgrades make it more pleasant to ride and a stiffer chassis and larger 15-inch front wheel increase stability at freeway speeds. Power output is similar to before but the liquid-cooled, 399cc single with four valves and twist-and-go CVT transmission have been refreshed for more torque down low, better power delivery off idle and a throatier growl from the airbox (which some us felt was a bit loud).

2018 Suzuki Burgman 400
Underseat storage holds 42 liters, or one full-face and one open-face helmet.

Despite the updates it weighs a claimed 15 pounds less and gets 12-percent better fuel efficiency–our test bike averaged 50.2 mpg over three fill-ups, with a high of 61.4 and low of 45.1, and an average range of more than 180 miles from its 3.6-gallon tank.

The windscreen is smaller than before but said to be more aerodynamic, and though it’s been some time since we last rode an earlier 400 it does seem like wind protection is up and noise down. Nevertheless Suzuki offers a larger screen for the Burgman 400, as well as a top trunk, which would be a welcome addition to its 42 liters of storage under the seat.

2018 Suzuki Burgman 400
Large storage pockets flank the Burgman’s parking brake and ignition console. One includes a 12V power outlet, but neither pocket locks.

With its nimble but stable handling, excellent ABS brakes, spry power and linked single rear shock that provides a firm but complaint ride, we found little fault with the 2018 Burgman 400, and with 619 miles on the clock almost everything in our initial reports in the June 2018 issue and here still stands, with the exception of the new fuel economy figures above. We’d also like the lumbar support to adjust farther back for the taller among us, since it can’t be removed entirely without modifications.

At a $2,950 savings over the larger Burgman 650, the 400 may be the Goldilocks just-right maxi-scoot for a lot of riders who want a lot of luxury and performance in a smaller, more maneuverable size. 

Source: RiderMagazine.com

Suzuki announces Australian Katana price

Suzuki Australia has announced that the reincarnated Katana will arrive in September at $18,990 ride away.

That’s more than $1000 more than the similar retro-inspired Kawasaki Z900RS.

It’s a hefty price to pay for a bike that looks very little like its predecessor, but is packed with modern tech.

The Katana price includes 12 months registration and is backed by Suzuki’s 24 month, unlimited kilometre warranty.

2019 Katana deposits gp

Suzuki Australia is only taking pre-orders online with a $1000 deposit.

If you pay the deposit and change your mind after three business days, Suzuki Australia told us they would only refund $450.

The remaining $550 would take into account the “reasonable administrative costs Suzuki will incur as a result of your cancellation”.

All customers who order the Katana online also receive a Katana-themed Arai QV-Pro helmet, valued at $995, with their bike delivery.

Reincarnated Katana

2019 Suzuki atana deposits gp

The reincarnated Katana was unveiled at the Intermot show in October 2018 in traditional silver and black.

The next month, a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.

Australia will get both colours.

2019 Suzuki atana deposits gp

The 2019 Katana has several styling cues from the old Katana including sharp lines, sports screen, half-fairing, stepped two-tone seat, stubby black exhaust and rectangular headlight.

Modern styling changes and features include full LED lighting, a remote rear fender and a massive catalytic convertor underneath.

The biggest change is straight bars instead of clip-ons, so it might be ergonomically less painful to ride.

2019 Suzuki atana deposits gp

Power comes from a long-stroke version of the fuel-injected 999cc inline-four engine with 110kW at 10,000rpm and 108Nm of torque at 9500rpm.

Features include a back-torque-limiting clutch, Suzuki’s three-mode Traction Control System, Fujico disc brakes with Brembo front brake calipers and ABS, and new tyres with a tubeless inner structure designed exclusively for the Katana.

Suzuki makes a point of saying the seat is comfortable, probably because the old Katana was notoriously uncomfortable. However, the seat is fairly high at 825mm.

2019 Katana deposits gp

Former two-stroke GP racer Nobuatsu Aoki who raced against Mick Doohan features in this video riding the upcoming Suzuki Katana, claiming it delivers power in a similar way.

Interestingly, Nobuatsu who finished third in the 500cc GP championship in 1997 to Mick, says the bike reminds him of his GP machines. Or at least we think so. It’s a little confusing, or may simply be lost in translation.

This is what he has to say about the power delivery:

The power at full throttle is important, but very little time is spent full power.

Much more of your time is spent just easing open the throttle from the fully closed position.I ’d rather feel the smooth pickup you’d expect from a two-stroke or GP machine.

When the engine kicks in and the chain tenses, it’s important to have a mechanism that gradually increases the load to the rear tyre.

The Katana seems to have such a system, but it hides it.Katana GP Nobuatsu Aoki

Nobuatsu is filmed riding the bike on a slippery, wet, Japanese road strewn with leaves so he comments on the traction control and ABS and says it gives “great confidence”.

For a racer who spent his career with his head down and bum up, Nobatsu says he enjoys the upright stance of the Katana which is far removed from the original.

I like the riding position built into the Katana … the positioning of the handlebars feels natural the first time out, testifying to the value of the Suzuki tradition.

A proper engine in a proper chassis. And the riding position is fantastic. I was surprised how easy to ride it is.

Source: MotorbikeWriter.com

Suzuki Motorcycle patent radar reflector

Suzuki Motorcycles have developed a radar reflector, not to detect or jam a police speed radar, but to make motorcycles easier for hi-tech cars to detect them.

In fact, the radar reflector could make motorcycles easier for police to detect with radar guns!

Suzuki have filed a patent in Japan for the radar reflector.

There is no word yet from Suzuki about whether they will make or fit the reflectors to their motorcycles.

The reflectors would react with various automotive collision avoidance systems such as blind spot alert, as well as the coming wave of autonomous vehicles.

Suzuki patents radar reflector
Drawing from Suzuki’s patent application

Radar reflector

The Suzuki patent might help address the valid concern that autonomous vehicles and various collision avoidance systems have difficulty detecting vulnerable road users such as motorcyclists, cyclists and pedestrians.

While cyclists and pedestrians may not be able to carry radar reflectors, they could easily be included on a motorcycle.

But it’s yet another piece of technology that creates extra expense and puts the emphasis on motorists trusting technology rather than their own crash-avoidance skills.

BMW, KTM and Ducati are also working on various systems that communicate with other vehicles on the road to provide crash avoidance alerts.

Bosch radar warns riders of traffic autonomous 5g reflector
Bosch radar warns riders of traffic

This is a first step toward motorcycles that take over from the rider in emergency situations such as automatic emergency braking.

And once the systems are developed, the next step is for legislators to make them mandatory.

Source: MotorbikeWriter.com

Former GP racer rides new Suzuki Katana

Former two-stroke GP racer Nobuatsu Aoki who raced against Mick Doohan features in a video riding the upcoming Suzuki Katana, claiming it delivers power in a similar way.

The remake of the ‘80s icon will arrive in Australia in the third quarter with pricing yet to be announced. However, Suzuki Australia is currently taking $1000 deposits for the limited-edition model.

GP racer rides Katana

Interestingly, Nobuatsu who finished third in the 500cc GP championship in 1997 to Mick, says the bike reminds him of his GP machines. Or at least we think so. It’s a little confusing, or may simply be lost in translation.

This is what he has to say about the power delivery:

The power at full throttle is important, but very little time is spent full power.

Much more of your time is spent just easing open the throttle from the fully closed position.I ’d rather feel the smooth pickup you’d expect from a two-stroke or GP machine.

When the engine kicks in and the chain tenses, it’s important to have a mechanism that gradually increases the load to the rear tyre.

The Katana seems to have such a system, but it hides it.Katana GP Nobuatsu Aoki

Nobuatsu is filmed riding the bike on a slippery, wet, Japanese road strewn with leaves so he comments on the traction control and ABS and says it gives “great confidence”.

For a racer who spent his career with his head down and bum up, Nobatsu says he enjoys the upright stance of the Katana which is far removed from the original.

I like the riding position built into the Katana … the positioning of the handlebars feels natural the first time out, testifying to the value of the Suzuki tradition.

A proper engine in a proper chassis. And the riding position is fantastic. I was surprised how easy to ride it is.

Reincarnated Katana

The reincarnated Katana was unveiled at the Intermot show in October 2018 in traditional silver and black.2019 Katana deposits gp

The next month, a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.2019 Suzuki atana deposits gp

Online deposits

Suzuki Australia spokesman Matt Reilly says they are only taking orders for the bike online, “offering customers a premium buying experience along the way in the lead up to arrival in the third quarter of next year”.

“Australian pricing is not yet 100% confirmed and difficult to accurately forecast given the timeframe to the Katana’s Q3 2019 arrival,” he says.

“However, we have been advising customers that we are working very hard to secure the bike for under $20K ride away with 12 months’ registration.”

Deposits cost $1000 and if you change your mind after three business days, Suzuki Australia will only refund $450.

The remaining $550 takes into account the “reasonable administrative costs Suzuki will incur as a result of your cancellation”.2019 Suzuki atana deposits gp

The first 50 customers to order a Katana also receive a Katana-themed Arai QV-Pro helmet, valued at $995, with their bike delivery.

Online customers can nominate their preferred authorised Suzuki motorcycle dealer for delivery as well as arrange finance and insurance quotes and trade-in valuations.

Printed brochures are also available at Suzuki dealers.

If you can’t complete the online order, you can do it at the dealership.2019 Suzuki atana deposits gp

Matt says online ordering was launched at the Australian MotoGP in October.

“We have had a fantastic response to the online ordering system, receiving a greater number of orders than we originally expected within the first week of it being live,” he says.

“To say customers are excited about this new bike is a massive understatement.”

Suzuki Katana2019 Suzuki atana deposits gp

The 2019 Katana has several styling cues from the old Katana including sharp lines, sports screen, half-fairing, stepped two-tone seat, stubby black exhaust and rectangular headlight.

Modern styling changes and features include full LED lighting, a remote rear fender and a massive catalytic convertor underneath.

2019 Suzuki atana deposits gp

The biggest change is straight bars instead of clip-ons, so it might be ergonomically less painful to ride.

Power comes from a long-stroke version of the fuel-injected 999cc inline-four engine from the GSX-R1000 with 110kW at 10,000rpm and 108Nm of torque at 9500rpm.

That’s significantly tuned down from the GSX-R1000 which has 150kW at 13200rpm and 117.6Nm at 10,800rpm. It’s porkier too at 215kg compared with 202kg.

2019 Katana deposits gp

Features include a back-torque-limiting clutch, Suzuki’s three-mode Traction Control System, Fujico disc brakes with Brembo front brake calipers and ABS, and new tyres with a tubeless inner structure designed exclusively for the Katana.

Suzuki makes a point of saying the seat is comfortable, probably because the old Katana was notoriously uncomfortable. However, the seat is fairly high at 825mm.

Source: MotorbikeWriter.com