Suzuki has been working on a middle-weight parallel-twin platform for a while now. The first glimpse we got of the Japanese manufacturer’s efforts was in 2013 at the Tokyo Motor Show, when it revealed the Recursion prototype. Little was heard of it since, but CycleWorld has now dug up information on new patents for an SV650-like motorcycle built around a 700cc engine.
This new platform will likely replace the now-dated SV650 and V-Strom 650 in a quickly developing middle-weight platform. In fact, over the last few years, there’s be an influx in parallel-twins in the segment; Yamaha has the MT-07, Tracer 7, Ténéré 700, and the new R7, while Italian manufacturers like Aprilia have added the RS 660, Tuono 660, and Tuareg 660 to their portfolio. Kawasaki, too, manufactures multiple motorcycles that employ the format, like Ninja 650, Z650, Versys 650, and the recently launched Z650RS.
CycleWorld reports that Suzuki may be opting to develop parallel-twins as they are more affordable to create and more compact than the V-twin layout currently employed by the SV650. Fewer components are involved, and the absence of a rear cylinder that extends towards the back of a motorcycle (like on a V-twin layout) allows for easier exhaust routing, cooling, and rear suspension design.
On the flip side, a parallel-twin engine typically has downsides like a flat power curve and an exhaust note that aren’t as exciting.
The Recursion concept bike that we mentioned earlier used a turbocharged 588cc parallel-twin engine. However, more recent patent filings have only showcased a naturally aspirated engine. This latest patent also shows an airbox mounted under the seat, which acts as a platform for the bike’s battery.
While this layout eliminates any potential “ram air” effect, it allows for a much larger airbox that could result in more performance than ram air would enable. An airbox that’s present under the seat also makes it easier to swap out the air filter.
We also noticed that the patent bike employs a bolt-on subframe, indicating that the platform will spawn motorcycles in different categories.
As always, a patent filing is no indication that a motorcycle will see the light of day. However, the middle-weight Suzuki SV650 and V-Strom 650 are long overdue for an update, and this could be the platform that replaces them.
Suzuki’s big adventure-touring V-Strom 1050XT is now set for even bigger treks with the addition of a free Voyager luggage kit.
I think the bike is one of the best tools available for exploring Australia’s vast and angry terrain.
It’s been around since 2002 as the DL1000 and now the proven and bulletproof engine has been upgraded to Euro 5 spec with fly-by-wire throttle, more power, and more techno.
For Aussies looking to go even further it now comes standard with a Voyager luggage aluminium kit, valued at $2599, but included in the ride-away price of $21,490 with 12 months registration.
The luggage consists of a tough 38L top box made from 1.5mm aluminium, further strengthened with lid and side-wall ribbed contours. The lid also features four large tie-down points integrated into the design so you can tie down your swag or tent on top.
It sits on a rear rack which comes with the kit.
The two 37L side panniers fit to discrete mounts that are built into the bike, so they are quick to fit and remove and when they are off the bike, it doesn’t have ugly framework.
This matching luggage system features stainless steel latches, glass-fibre reinforced plastic corner covers, integrated tie-down points and are claimed to be waterproof.
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable with the same key.
It comes in black or aluminium.
The V-Strom 1050XT is powered by a 1037cc, 90° V-twin, DOHC V-Twin engine, delivering 79kW (106hp) at 8500rpm and 100Nm of torque at 6000rpm.
There is also a host of electronic rider aids such as cruise control, hill hold, slope and load-dependent braking, three ride modes, traction control, leaning two-stage ABS and LED lighting.
Just last week, Suzuki announced the addition of a new sport-tourer, the GSX-S1000GT, to its line-up. However, the Japanese manufacturer didn’t reveal a rather crucial bit of information – its price in the United States. Asphalt and Rubber have now reported on the 2022 Suzuki GSX-S1000 pricing, along with that of the recently launched 2022 Suzuki GSX-S1000.
Suzuki has revealed that the 2022 Suzuki GSX-S1000 is priced at $11,299, while the 2022 Suzuki GSX-S1000GT and GSX-S1000GT+ will set you back $13,149 and $13,799, respectively. The additional $650 that you pay for the GT+ trim will get you hard saddlebags. The prices above are “introductory,” so a minor increase is expected over the next few weeks.
The way they’re currently priced, the GSX-S1000 and Suzuki GSX-S1000GT models are aggressively priced and act as excellent options for someone looking at a new liter-class street-naked or sport-tourer. A&R points out that the Suzuki GSX-S1000 is more affordable than its most direct rivals – the Honda CB1000R, priced at $12,999, and the Yamaha MT-10 that also wears a $12,999 price tag.
The Suzuki GSX-S1000GT, meanwhile, takes on the likes of the Yamaha Tracer 9 GT, which costs over $1,000 more than the Suzuki. This segment also houses the Ninja 1000 SX, which offers a more comprehensive electronics package, and undercuts the GT+ trim by about $300. On the flip side, the Suzuki offers 10hp more than the Ninja’s 140hp and weighs marginally less – 16lbs less than the 514lbs Kawasaki.
We’re certainly excited about the arrival of both these models, and they should spice things up in their segments when they arrive at dealerships across the U.S.
This past weekend, 19-year-old Alex Dumas made history when he became the youngest champion in the Pro Superbike class of the Canadian Superbike Championship (CSBK) with a clean sweep at Calabogie Motorsports Park.
The youngster, racing for the Liqui Moly MPG/FAST School Suzuki team, only needed a top-four finish to clinch the title after finishing on the top spot on Race 1 of the weekend. However, he left nothing to chance and sealed it with back-to-back wins to become the first-ever rookie champion in the class’ history.
Race 2 saw its fair share of drama after title-contender Ben Young grabbed the holeshot and began to build a gap. However, a red flag forced a restart, where Dumas got the better start and held onto his lead until the finish line.
“It was an awesome day and another awesome weekend to end the year. To clinch it with a pole and two wins, it feels amazing,” Dumas said. “I have to give a huge thanks to Suzuki and my team for putting this year together. Everyone was such a good help, and I couldn’t do it without them.”
After a very successful debut season at CSBK, there’s speculation as to whether he’ll make a return to MotoAmerica, where he enjoyed a pretty good season in 2020. Roadracing World reports that he placed 6th in the Stock 1000 Championship (with 3 podium finishes), despite missing 4 of 12 races due to injury. That said, Dumas seems quite content with where he is and may choose to defend his title in his home country.
“I would really, really love to do it all again next year. Personally, I would like to be back, but I’m not thinking too much about it now.”, he said.
Ben Young was denied his second career Superbike title but was his typical optimistic self on the podium and turned his focus to claiming the title in 2022.
“I gave it everything, but Alex just rode so well all year,” Young admitted. “I was able to fight back after the tough start and fix a few of the issues we had, but in the end, it wasn’t meant to be. But we’ll be back to fight again next year.”
Dumas and his team also took home the Team of the Year Award, another testament to a very successful debut season in 2021.
The moto culture is rich with a diversity of people from all walks of life, and it leans on some of the strongest industrial backs of the automobile world. Giants like Suzuki, Honda, Kawasaki, and Yamaha strive to provide improved alternatives to riders that still maintain respect for the tradition of how things have always been done.
But the future of motorcycle culture requires an ever-flowing give-and-take of balance – and who better to push the bill than the newer generation?
Enter Dutch Racing Team, Electric Superbike Twente (EST): a group of university students dedicated to creating sustainable electric superbikes with MotoGP track times.
These kids aren’t playing when it comes to bringing energy-compliant superbikes to the track – and when you’re a student, the sky (and the parents’ wallet) is the limit.
The youth have just revealed the completion of their fourth – yes, fourth – superbike, dubbed the Delta-XE.
If you’re looking for a sneak peek, check out the video reveal at the top of this article – and boy, is she juicy.
Unafraid to build from scratch and ever-adapting to the enclosing restrictions of the motorcycle industry, EST has provided this alternative beauty with a custom PMAC electric motor capable of punching the Delta-XE over 300km/h.
Not only is the motor custom-made, but the battery’s power management system is also hand-tuned to allow the 576 battery cells – 150kw of power, or 200hp – to speak easily to the asphalt.
According to a report from RideApart, the Delta-XE boasts 0-100 km/h in less than three seconds and 0-200km/h in nine seconds.
Lean, mean, and green. I like it.
Further steps for EST would involve entering their bike to events sanctioned by the Electric Road Racing Association.
Looking forward to what this unorthodox – and entirely intriguing – team brings next to the table.
Satoshi Uchida, the previous Deputy Executive General Manager of Motorcycle Operations at Suzuki Motorcycles Operations in Japan, has just been appointed the new Company Head of Suzuki Motorcycle India – replacing the previous Koichiro Hirao, and setting new standards for the company.
Uchida has a long history with Suzuki Motorcycles, having put over 30 years of work experience into their global market in India, Japan, and most recently, the USA. With the Indian Company Branch boasting assembly of all of Suzuki’s two-wheeler products, Uchida has large plans for the company that involve the growing demand in oversea markets.
“I am delighted to join Suzuki Motorcycle India again after a gap of just two years of my earlier assignment here in India. This company has always been very close to my heart. In fact, India is one of the largest manufacturers of two-wheelers in the world. For us at Suzuki, it offers immense opportunities for growth, and it will be my endeavour once again to further consolidate our base here in India,” Uchida says.
“Today”, he adds, “we manufacture or assemble the entire Suzuki two-wheeler product portfolio available in the Indian market. Our Gurugram plant makes all these products to cater not only to the domestic demand but also to cater to the demand of our overseas markets. I would like to further strengthen our commitment to the Make-in-India programme in our efforts towards gaining a much higher market share in the premium segment.”
Suzuki Motorcycles experienced a new all-time record in their monthly sales back in April of 2021, with 77,849 units sold – 63,879 of which were sold on the domestic market, and 13,970 internationally.
Uchida’s new position as Company Head was in effect as of May 1, with previous operations in the US passed on in favour of the prodigal return to India.
And with such a long line of experience under the company’s influence – domestically and internationally – I look forward to great things that Uchida will do for Suzuki Motorcycles India.
King Kong has returned. Despite the premature rumours of the big fella’s death, the ‘Busa is back. I managed to snag a bit of saddle time to get some impressions – and even rode it back to back with the Gen 2 machine it replaces.
First up, lets talk the big news. Yes the spec sheet has a couple of numbers moving in the opposite direction to what we normally see. And of course, social media has lit up. Peak power and Torque are down by seven ponies and five Nm respectively compared to Gen 2, to 187 hp and 150 Nm. Weight is down by a couple of pies to 264 kg. But we all know that stat sheets can lie. In this case, the updated Euro 5 compliant donk has had a raft of changes from Gen 2 which is now what, 13 years old?
Numbers aside, I know from experience that many high-power engines that are fitted with new cylinder heads that boast latest generation combustion chamber design combined with more sophisticated electronic management systems are generally way better than their predecessors, as you would hope and expect!
Anyway, what you need to know is that the focus has been on low to mid-range power and torque which is where you spend most of your time anyway. We didn’t get a chance to do roll-ons due to some drizzly Phillip Island weather, but my ass-ometer backs up the supplied power curve comparisons that say the new bike is comfortably up on torque from low to just past midrange where its back to line ball for a bit before falling slightly behind in the top 20 per cent. A much more usable, linear curve too. I know which one I prefer. Suzuki claim the new bike is faster to both 100 km/h (3.2 s v 3.4 s) and 200 km/h (6.8 s v 6.9 s) compared to the Gen 2, with quarter-mile times the same apparently. So, yeah. It goes alright…
Suzuki GSX1300R Hayabusa Generational Comparison
Bore x Stroke
81.0mm x 63.0mm
81.0mm x 65.0mm
0-100 km/h time
Top speed (km/h)
The second thing most people will talk about is the styling. In the metal, it looks great – somehow smaller than you expect. Sleeker lines do well to hide the bulk compared to the slightly chunkier lines of old. Unanimous opinion from all who checked it out at the track today agreed that it looked the biz. The Suzuki stylists have done well. It’s cleaner, more streamlined and less bulbous compared to the old bike and the headlight treatment brings it closer to the GSX-R family. I could personally go with something other than the chrome highlight on the side fairing.. but must admit, that it grew on me too.
Like Trev I’m a big fan of the analogue clocks. Initial impressions are that the electronics menu which appears in the centre TFT screen is not the most intuitive to use in the world, but it’s easy enough to swap between the three pre-set maps (A, B and C), and then scroll through three custom modes where you have full control over settings for power, TC, Anti Lift, Engine Breaking and Quick-shift settings. In the dry, I preferred a custom map with full power, TC and anti-lift set to around five, Engine Breaking off and the quick shift set to two (the more road oriented setting that’s a little smoother than one).
So what’s it like to ride? One word – Surprising. I’d probably prefer two words really, but I’m trying to cut down on expletives.
I’d not been lucky enough to ride a Hayabusa before the Aussie launch event. I’d only had the pleasure of following Trev as he painted lines in front of me on our annual high country run in the hills a few years back. I now know why he was grinning so much and wouldn’t give me the keys.
Within a kilometre of setting off on my first road ride, I actually said ‘holy shit it steers pretty well’ out loud, to myself. I dunno why I do that either, just go with it. It really does though. Anyone who hasn’t ridden one before will not believe how happily it changes direction and how eagerly it tips in. Somehow it hides its 264 kg very well. Just ignore that number. Comfortable reach and riding position, plenty of room to move – its more than pleasant to ride. And the suspension is super communicative (I’ll get back to that later)
But that engine. Faaaaaaaaaaaaaarmer Jones’s tractor doesn’t pull like that. It’s like a turbine. Spooling up cleanly from as low as 2000 revs in top gear and just piling on the speed. There’s no ignoring it. It’s a monster. Exhaust note is nice and refined, with the dominant sound of gases getting the hell out of dodge. It’s almost turbo whoosh. Without the turbo.
We were lucky enough to run some laps at the Phillip Island circuit. The weather gods weren’t entirely cooperating, but I did get one ‘almost’ dry session in…
We started on the outgoing Gen 2 in the morning. On a fully wet track. In B mode. And I admit it was a little nerve wracking. Compared to the MY22 that I’d ridden the night before it felt stiff and heavy. And the suspension wasn’t nearly as communicative.
Then session 2 was on the new bike, also in B mode. On a track that was just starting to dry. The difference in feedback and confidence was chalk and cheese, not just because of the new six-axis Bosch IMU which seems to be the ducks nuts when it comes to TC and ABS control, but the suspension package as a whole was light years ahead. It’s running 43 mm KYB USD forks with 120 mm of travel up front and a fully adjustable KYB shock out the back. They’re both excellent. The stability was expected. The level of feedback wasn’t, considering there’s a fair amount of metal to keep under control…
Brake-wise, the Brembo Stylemas that bite into 10 mm larger 320 mm discs up front are impressive too. Heaps and heaps of feel. And the bike positively sheds speed. While not really a benchmark, without trying too hard, I was out-braking plenty of track day punters on slick shod race bikes coming into turn-four. While giggling…
Session 3 was almost dry. Time to try the A mode. Gradually wicking things up to the point that I was getting the knee down…On a track that wasn’t fully dry.On road tyres. On 264 kg of Hayabusa…
Confidence? You bet. We weren’t out there to set lap times, we were out there to see how the bike went. With it being the only one in the country, I was very, very, veryconscious not to throw it down the road… which is why I pulled into the pits in the fourth session. The rain had started coming down again and I caught myself playing around and sliding in the wet out of Southern Loop.. and Siberia.. and turn 11. Don’t be that guy Wayne… So I brought it back into the pits just before the rain started getting serious. And that was where our day ended as the rain kept coming down so we pulled the pin.
Overall impressions in what was a relatively short introduction ride? The new Busa is a missile. Forget the power stats. If big power is your thing, team Suzuki have a bike ready for you. It’s positively a torque monster, so smooth and composed. But it utterly surprises in terms of how well it can steer and stop for a big heavy bike. I was prepared for the engine. I wasn’t prepared for the rest of the package. Phenomenal.
While it will be on sale in July 2021, it is referred to as a 2022 model by Suzuki, and is priced at $27,690 ride away.
Suzuki have released some information on a new GSX-S1000 that is scheduled to arrive in Australia in the first-quarter of 2022.
In the transition to Euro5 the 999 cc GSX-S has picked up a couple more ponies with a new claimed maximum of 150 horsepower at 11,000 rpm but with claims of much improved mid-range torque, which is something it wasn’t exactly lacking before.
Euro5 has also required the move to ride-by-wire along with the milder new cams, valve springs while the slipper clutch is now of the assisted engagement type for a lighter action at the lever while providing more clamping force under throttle.
Bore x Stroke
73.4mm x 59.0mm
73.4mm x 59.0mm
12.2 : 1
12.2 : 1
* Suzuki’s internal test results
The electronic throttle also add a swag of improved electronics with a two-way quick-shifter and auto-blipper added into the package along with a more integrated five-mode traction control system.
The LCD instrumentation now comes straight from the GSX-R1000 while at 19-litres the fuel tank is two-litres more generous than before.
The 23 mm wider bars and now positioned 20 mm closer to the rider for an even more upright riding position than before.
KYB provide the fully-adjustable suspension at both ends which now runs different settings from its predecessor while Brembo supply the monobloc calipers and 310 mm rotors.
The stacked hexagonal LED headlights give the new GSX-S a more modern face while new bodywork complete with integrated winglets present a sharper side profile and overall the bike is more streetfighter than before. The indicators and tail-lights are now also LED.
The original GSX-S was a wheelie monster par excellence and no doubt so will the new model thus we look forward to ripping some monos and skids when they arrive next year.
Suzuki Motor America just announced that the two divisions (motorsport and marine) will be facing official separation come April of 2021. Rather than sharing dealerships and other assets, the two subsets will be fully separating and operating 100% independently moving forwards. What does this mean? Suzuki is looking to divorce the brands in hopes that they can succeed on their own without the other propping them up.
Suzuki’s official statement has some words about the separation, “This new organization is designed to give both new companies the best opportunity to optimize their success in their respective industries.”
“Both the Motorcycle/ATV and Marine Divisions are enjoying solid success in their respective businesses. As we proceed in reorganizing into two separate companies, we look forward to the Suzuki brand continuing to thrive in the United States.” it continued.
Not only are they just separating business practices, but also HQ’s as well. This is a much bigger move than we initially anticipated as the Motorsport brand will stay at their current headquarters locates in the San Francisco Bay area while the Marine division will be packing their bags and heading to – a much more fitting area for their sort of business – Tampa, Florida. This also means that Suzuki will have complete coast-to-coast ruling which can be a valued asset in the business world despite the fact that the brands will be pretty much independent going forwards.
Hopefully, this will allow the respective divisions to focus on their true goals without the other interfering, and I look forward to Suzuki (and their customers) reaping the benefits from this bold strategy.
2021 V-Strom 650 XT models are now available in Australian Suzuki dealerships.
The V-Strom 650XT is an adventure bike that truly is greater than the sum of its parts, offering versatility and reliability like no other bike in its class.
The flexible well proven 645 cc DOHC V-twin pumps out 70 horsepower at 8,800 rpm and 62 Nm of torque at 6500 rpm.
A Learner Approved version is also available in the Metallic Oort Grey colour scheme with its maximum output restricted to 47 horsepower to meet the Learner Approved Motorcycle Scheme (LAMS) requirements.
Equipped with a switchable multi-mode traction control system that continuously monitors the front and rear wheel speeds, throttle position, crank position, and gear position with various sensors, and controls the engine output by managing the ignition timing and air delivery. The modes differ in terms of sensitivity. Mode one allows modest rear wheel spin for more advanced, exhilarating riding, while mode two activates traction control at the slightest loss of rear-wheel grip to give greater confidence on slippery surfaces or in the rain.
A lightweight aluminium twin spar frame offers great rigidity and balance providing steady handling and manoeuvrability whilst keeping the chassis slim enabling the rider to reach the ground easily.
An ever important feature on an adventure touring motorcycle is a comfortable seat, the V-Strom 650XT’s seat design works in unison with the front cowling and will continue living up to its reputation for being an ultra-comfortable touring machine.
For controllable and dependable stopping performance the 650XT is equipped with 310 mm twin discs with twin-piston calipers up front and a 260 mm single disc with a single piston caliper on the rear backed up by ABS.
Wire-spoked aluminium-alloy rims as standard on the V-Strom 650XT absorb shock effectively at low speeds to promote friendly handling character and are shod with Bridgestone Battlax Adventure A40 tyres.
Genuine Suzuki hand guards and protective engine under cowling are fitted as standard equipment to support harsh riding conditions.
The instrument cluster incorporates a large analogue tachometer and digital readouts for the gear position and speedometer. The digital section below displays the odometer, twin-trip meter, clock, fuel level, coolant temperature, ambient temperature, battery voltage, range on remaining fuel, average and instantaneous fuel consumption, and traction control modes. The remaining fuel range continues to display after the fuel gauge shows empty, offering the rider with accurate and comforting information.
For user convenience a 12V DC outlet is positioned directly below the instruments as standard equipment.
The Suzuki Low RPM assist system reduces the chances of an unexpected engine stall by automatically raising the idle speed when releasing the clutch or when riding at very low rpms. Proving particularity helpful in frequent clutch work situations such as navigating through congested city traffic.
The Suzuki Easy Start System fires the thumping V-Twin to life at one touch of the starter button.
The MY21 V-Strom 650XT and V-Strom 650XT Learner Approved are available now for a Manufacturer’s suggested retail price of $13,490 Ride Away.
Coinciding with the MY21 release is the addition of two new Genuine Accessory luggage kits.
The ‘Voyager Pack’ comprises a full set of Genuine Suzuki aluminium luggage; consisting of an extremely tough 38L top box, constructed from 1.5mm aluminium, further strengthened by featuring lid and side wall ribbed contours. The lid also features four large tie-down points integrated into the design.
The top case is accompanied by a set of tough 37L quick-release, waterproof aluminium side cases. As a matching system, many features are shared across all three pieces including construction material, stainless steel latches, glass-fibre reinforced plastic corner covers for additional protection and integrated tie-down points. The side case lids are also completely removable via a quick release fastener system for superior access and easy cleaning.
Combined, the luggage set offers users 112 litres of usable storage. All three pieces and mounting points are lockable by key, lock sets and all required mounting bracketry are included in the kit.
Available now in both powder-coated black and anodised silver finishes for $2,599 plus fitting.
Interested customers are encouraged to build their own dream V-Strom 650XT by visiting suzukimotorcycles.com.au and experiencing the ‘Build Your Bike’ feature.