Tag Archives: Suzuki

2023 Suzuki V-Strom 800DE

2023 Suzuki V-Strom 800DE.

2023 Suzuki V-Strom 800DE. (Suzuki/)


  • Name aside, there’s nothing shared with the ancient V-Strom 650
  • New parallel-twin engine makes for a compact, competitive package
  • High-spec suspension, brakes, and electronics
  • DR Big-inspired styling is distinctive, if not universally loved


  • Less power than Honda’s new Transalp or BMW’s F 850 GS
  • Heavier than a Transalp or Ténéré 700
  • Still not as performance-minded as some of the competitors


For twenty years Suzuki has been churning out soft adventure bikes bearing the V-Strom name, but the V-Strom 800DE looks to push Suzuki down a new path. On paper it’s the most convincing bike yet to wear the V-Strom badge.

V-Strom 800DE Adventure models come standard with quick-release 37L aluminum panniers, and some adventure-focused hardware.

V-Strom 800DE Adventure models come standard with quick-release 37L aluminum panniers, and some adventure-focused hardware. (Suzuki/)


Sitting between the V-Strom 1050DE and the V-Strom 650XT in Suzuki’s adventure range, the 800DE ditches the V-twin format and alloy chassis in favor of a steel frame and an on-trend parallel-twin. Using the first all-new engine we’ve seen from Suzuki in years— and one that aims to be as ubiquitous as the V-twins used in the other V-Strom models—it’s hard to overstate how important the 800DE is to Suzuki’s future.

Suzuki proudly claims that the 800DE is “the most dirt- and travel-worthy V-Strom ever.” There’s more ground clearance than any V-Strom to date thanks to long-travel, fully adjustable suspension, and there’s plenty of technology baked into the package. For those with travel plans, 800DE models come standard with aluminum panniers.

The 800DE’s design is a welcomed departure from the outdated design used for Suzuki’s 650 platform.

The 800DE’s design is a welcomed departure from the outdated design used for Suzuki’s 650 platform. (Suzuki/)

Updates for 2023

Everything about the V-Strom 800DE is new, from the fully adjustable Showa suspension to the wire wheels (tubed, hinting at the bike’s off-road intention) and, of course, the engine and frame. Styling has a nod to the DR Big but isn’t retro, borrowing modern Suzuki cues like the stacked, rectangular lights that debuted on the latest GSX-S1000.

Pricing And Variants

The key decision to make is between the base V-Strom 800DE ($11,349) and the better-equipped 800DE Adventure ($12,999). Base model comes in yellow/blue and gray/yellow color schemes, while the Adventure is available in black with blue trim.

More importantly, upgrading to the 800DE Adventure gets you quick-release 37-liter aluminum panniers, an aluminum skid plate, and an “accessory bar,” which Suzuki won’t refer to as an engine guard.

With the 800DE, Suzuki looks to offer a more adventure-worthy option to the growing legion of adventure bike riders.

With the 800DE, Suzuki looks to offer a more adventure-worthy option to the growing legion of adventure bike riders. (Suzuki/)


The parallel-twin layout, semi-serious off-road stance, and ability of the V-Strom 800DE mean it’s up against a host of tough rivals. BMW’s F 850 GS ($12,595), Yamaha’s Ténéré 700 ($10,499), KTM’s 890 Adventure ($13,949), and Aprilia’s Tuareg 660 ($12,299) are all potential competitors, each sharing a similar steel-framed, parallel-twin-powered design, and even Honda’s larger Africa Twin ($14,499) could be cross-shopped against the Suzuki.

Powertrain: Engine, Transmission, and Performance

The engine is the key to the V-Strom 800DE’s appeal. The parallel-twin layout isn’t just a case of following trends—it makes sense in terms of having a lower component count than a V-twin, it’s easier to package in a bike’s frame, and it’s inevitably lighter. A 270-degree crankshaft means the power delivery still promises a characterful throb like that of a 90-degree V-twin, and Suzuki uses a patented dual-balancer-shaft arrangement that promises to make it smoother than most engines using this layout.

Tuned for midrange thrust rather than outright power, the Suzuki peaks at a claimed 83 hp and 8,500 rpm, which is around 11 hp more than the claim power output for Yamaha’s Ténéré 700, but less than the 90 hp BMW F 850 GS, or 105 hp KTM 890 Adventure. It drives through a six-speed transmission equipped with an up-and-down quickshifter that’s part of the 800DE’s surprisingly generous standard equipment.

Showa suspension is fully adjustable at front and rear.

Showa suspension is fully adjustable at front and rear. (Suzuki/)


Some might see Suzuki’s use of a steel frame as a retrograde step, given the use of aluminum on earlier V-Stroms, but again it’s in line with current trends. Steel copes well with the tough conditions that adventure bikes are aimed at, flexing when necessary but without fracturing; all the 800DE’s main rivals use a similar solution. The bolt-on, trellis-style subframe is also steel, but the swingarm is an alloy design. Unlike Honda’s Transalp 750, which borrows its frame from the Hornet street bike, the 800DE’s chassis is  quite different from the one used in the GSX-8S roadster that shares this engine.

The Suzuki also has higher-spec suspension than some rivals, with an inverted fork and a shock from Showa, both fully-adjustable for compression, rebound, and spring preload. Wheel travel is 8.7 in. at the front and rear.

Suzuki refers to the V-Strom 800DE as “the most dirt- and travel-worthy V-Strom ever.”

Suzuki refers to the V-Strom 800DE as “the most dirt- and travel-worthy V-Strom ever.” (Suzuki/)


Nissin provides the braking setup, with simple, axial-mounted 2-piston front calipers and a single-pot rear, using dual 310mm front discs and a 240mm one at the back. There’s two ABS modes, selectable along with the other rider aids, plus an option to turn off the rear antilock entirely when riding off-road.

Fuel Economy and Real-World MPG

The fuel tank is a large, 5.3 gallon design, and according to specs released for the European model (done using World Motorcycle Test Cycle conditions), fuel consumption is 53.4 mpg. That will equate to a range of around 280 miles if you can achieve the same efficiency in the real world.

Ergonomics: Comfort and Utility

The V-Strom 800DE’s more serious approach to off-road hasn’t led to a crazily high seat, which comes in at 33.7 inches—around the same as the Transalp and nearly an inch lower than a KTM 890 Adventure R or a Yamaha Ténéré 700. The tougher skid plate and side protection bars of the 800DE Adventure look like worthwhile additions for anyone venturing far from the beaten track, but even the base model has a plastic engine guard and hand protectors as standard. The quick-release black anodized alloy panniers of the Adventure have 37 liters (1.3 cu.-ft.) of space.

A 5-inch TFT display is a welcome addition to the V-Strom lineup.

A 5-inch TFT display is a welcome addition to the V-Strom lineup. (Suzuki/)


The V-Strom 800DE’s rider aids are in line with current expectations, but that means they’ll be a big leap forward for anyone swapping from a bike even just five years old. Three riding modes—A, B, or C—change the torque delivery from sharp to gentle, and four traction control settings match them, with an additional Gravel setting for dirt roads. Two ABS modes change the level of interference and the rear wheel ABS can be switched off, and it’s all accessed via a 5-inch TFT color dash that includes a programmable gearshift indicator and a built-in USB port. The quickshifter is standard and includes a blipper to automatically rev-match downshifts. Suzuki’s Low RPM assist helps prevent stalls, and all the lighting is LED.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

2023 Suzuki V-Strom 800DE Claimed Specs

MSRP: $11,349 / $12,999 (Adventure)
Engine: DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl.
Bore x Stroke: 84.0mm x 70.0mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: Electronic fuel injection w/42mm throttle bodies
Clutch: Wet, multiple disc
Engine Management/Ignition: Ride by wire with multiple modes
Frame: Steel tube frame with bolt-on trellis subframe
Front Suspension: Showa USD fork, fully adjustable, 8.7 in. travel
Rear Suspension: Showa shock, fully adjustable; 8.7 in. travel
Front Brake: 2-piston calipers, dual 310mm discs w/ ABS (2 modes)
Rear Brake: 1-piston caliper, 240mm disc w/ ABS (2 modes or disengaged)
Wheels, Front/Rear: Wire-spoked wheels w/ aluminum rims, 21 in. front / 17 in. rear
Tires, Front/Rear: 90/90-21 / 150/70-17
Rake/Trail: 28.0°/4.5 in.
Wheelbase: 61.8 in.
Ground Clearance: 8.7 in.
Seat Height: 33.7 in.
Fuel Capacity: 5.3 gal.
Wet Weight: 507 lb.
Contact: suzukicycles.com

Source: MotorCyclistOnline.com

2023 Suzuki GSX-8S

The GSX-8S is a stylish and modern entry into the midsize naked-bike category.

The GSX-8S is a stylish and modern entry into the midsize naked-bike category. (Suzuki/)


  • First new Suzuki engine in years
  • Engine and chassis designed in synchrony
  • Bidirectional quickshifter standard
  • Decent, name-brand suspension and brakes


  • Angular looks don’t appeal to all
  • Power figure won’t win many boasting matches
  • Strong competition from rivals in this part of the market
  • Parallel-twin engines tend to lack the visceral appeal of V-twins or inline-fours


No company’s range seems complete without a midsize, twin-cylinder naked bike that fulfills the essential idea of a motorcycle without being pigeonholed into subgenre. For Suzuki that machine is the GSX-8S, a technological quantum leap forward compared to the SV650 and GSX-S750 that have long filled the space. Strong styling and high equipment levels allied to a clean-sheet design for the engine and chassis make it one of the most anticipated Suzukis in years.

The GSX-8S is available in three color options: white with blue wheels and subframe (seen here), blue with blue wheels and subframe, and all black.

The GSX-8S is available in three color options: white with blue wheels and subframe (seen here), blue with blue wheels and subframe, and all black. (Suzuki/)


In 1999 Suzuki shook up the establishment with the SV650; a true do-anything bike that was simultaneously capable, fun, and incredibly affordable. It could commute or cross continents and was as happy on track as on tour. The GSX-8S looks to build on that success, as the modern-day naked for the next generation of Suzuki riders.

Suzuki is undoubtedly proud of the GSX-8S and the careful steps engineers took to ensure that the bike would appeal to a wide range of riders, regardless of age or experience. Performance is important, but so too is balance, and in the GSX-8S, Suzuki aimed to find the middle ground between engine and suspension performance, ergonomics, and features.

An aggressive, mass-forward look falls in line with Suzuki’s new-generation styling concept, while a modest, but full-featured electronic rider-aid suite includes all the technology you’ll need in a bike aimed at everything from daily commutes to weekend trips to your favorite canyon roads.

While the GSX-8S has a longer-than-expected wheelbase, chassis geometry was adjusted to ensure nimble handling.

While the GSX-8S has a longer-than-expected wheelbase, chassis geometry was adjusted to ensure nimble handling. (Suzuki/)

Updates for 2023

Entirely new for 2023, the GSX-8S is one of two bikes (the other is the V-Strom 800DE) debuting Suzuki’s 82 hp, 776cc parallel-twin engine, which is expected to become a mainstay across multiple models for many years to come.

The chassis is a new design as well, while Suzuki has turned to notable suppliers for suspension and brakes.

Pricing and Variants

Just one version of the GSX-8S is available, so your choices are simply between three color options: white with blue wheels and subframe, blue with blue wheels and subframe, and all black. Suzuki does offer a whole range of accessories to tailor the bike to personal taste.

The GSX-8S has one of the boldest designs of any Suzuki released in recent years.

The GSX-8S has one of the boldest designs of any Suzuki released in recent years. (Suzuki/)


There’s no shortage of competition in this part of the market, although few bikes exactly match the GSX-8S’s mix of power, torque, and weight.

Slightly below it, there are machines like the Yamaha MT-07 ($8,199), Suzuki’s own SV650 ($7,849), and the Kawasaki Z650 ($7,749). The Honda CB650R ($9,399), Triumph Trident 660 ($8,595), and Aprilia Tuono 660 ($10,499) are all worthy contenders, as is KTM’s 790 Duke ($9,199). The Ducati Monster Plus ($12,995) is much more expensive, but another example of a great naked bike that’s loads of fun around town.

Distinctive short muffler is used, with an exhaust note that’s intended to bring some personality to the all-new parallel twin.

Distinctive short muffler is used, with an exhaust note that’s intended to bring some personality to the all-new parallel twin. (Suzuki/)

Powertrain: Engine, Transmission, and Performance

Suzuki took its time to develop the GSX-8S’s engine. It features some now familiar ideas—a 270-degree crankshaft, for instance, to give a V-twin-style throb—and some more novel ones including a patented dual balancer shaft setup to limit vibes. The 84mm bore and 70mm stroke are pretty moderate, particularly compared to Honda’s recently announced (but not yet available) Hornet (87 x 63.5mm) and KTM’s 790 Duke (88 x 65.7mm). This contributes to a strong 57.5 lb.-ft. of torque that peaks at 6,800 rpm, but it hits nearly that number several thousand rpm lower. The 82 hp power peak arrives at 8,500 rpm.

The GSX-8S features all the tech you’d expect in 2023, including ride-by-wire throttles that allow multiple modes and torque maps. Uneven-length intakes in an underseat airbox boost torque, while the engine breathes out via an under-belly exhaust.

The six-speed transmission is fitted with a bidirectional quickshifter, with rev-matching auto-blipper, and assist-and-slipper clutch as standard.

KYB fork uses dedicated suspension settings, but is nonadjustable.

KYB fork uses dedicated suspension settings, but is nonadjustable. (Suzuki/)


Like the engine, the GSX-8S’s frame is an all-new design, but one that doesn’t set out to rewrite the rulebook. Two steel upper rails run above the engine, with a trellis-style section of chassis between the headstock and the upper engine mounts, and a pressed and welded steel section behind the motor to hold the aluminum swingarm.

At the back, the tubular steel subframe is a bolt-on design. The wheelbase is longer than you might expect, at 57.7 inches, and the 25-degree rake suggests a moderate balance between agility and stability.

KYB provides the nonadjustable USD fork and the rear monoshock. The cast alloy wheels are 17-inchers, with a surprisingly wide 180-section rear—substantially broader than the 160-section used on the more powerful Honda CB750 Hornet—to give a muscular look. The seat height is a modest 31.9 inches.

Nissin brakes are used front and rear, with four-piston front caliper biting on 310mm discs.

Nissin brakes are used front and rear, with four-piston front caliper biting on 310mm discs. (Suzuki/)


Radial Nissin four-pot calipers on the front clamp a pair of 310mm discs, with the usual single-piston sliding caliper at the rear on a smaller 240mm rotor. ABS comes standard.

Fuel Economy and Real-World MPG

Suzuki’s claimed economy figures, tested under WMTC conditions, are 56 mpg (US). With a 3.7-gallon tank that suggests a range of 207 miles is theoretically possible.

Ergonomics: Comfort and Utility

The parallel-twin engine isn’t just simpler and more compact than a V-twin, it also helps improve the riding position, allowing the rider to sit further forward. A wide and relatively tall bar is paired to low pegs mounted almost directly beneath the seat for a riding position that’s both comfortable and gives plenty of control. Accessories including a small screen, soft luggage, and heated grips should all help boost the GSX-8S’s longer-range prospects.

A 5-inch TFT display offers a look at important information. The GSX-8S has three ride modes, and three traction control settings, plus off.

A 5-inch TFT display offers a look at important information. The GSX-8S has three ride modes, and three traction control settings, plus off. (Suzuki/)


Three riding modes are on offer—A, B, and C (for “Active,” “Basic,” and “Comfort”)—each with a different throttle map to alter the power delivery. There’s also a trio of traction control settings with different levels of intervention, and standard ABS, although these systems don’t have the IMU needed to make them lean-angle sensitive. There’s full LED lighting, as you’d expect in 2023, and a 5-inch, color TFT dash with a choice of modes.

Additional technologies include Suzuki’s Easy Start System and Low RPM Assist System, which increases engine speed to smooth the power delivery when leaving from a standing start or riding at low speeds. As previously mentioned, a bidirectional quickshifter comes standard.

Warranty and Maintenance Coverage

There’s a 12-month, unlimited-mileage, limited warranty with the option to extend to longer cover periods via Suzuki Extended Protection.

2023 Suzuki GSX-8S Claimed Specs

MSRP: $8,849
Engine: DOHC, 776cc, liquid-cooled parallel twin, 4 valves/cyl.
Bore x Stroke: 84.0mm x 70.0mm
Transmission/Final Drive: 6-speed/chain
Fuel Delivery: Electronic fuel injection w/ 42mm throttle bodies
Clutch: Wet, multiple disc
Engine Management/Ignition: Ride-by-wire with multiple modes
Frame: Steel tube frame with bolt-on trellis subframe
Front Suspension: KYB inverted fork; 5.1 in. travel
Rear Suspension: KYB shock, preload adjustable
Front Brake: Nissin radial-mount 4-piston calipers, 310mm discs w/ ABS
Rear Brake: Nissin 1-piston caliper, 240mm disc w/ ABS
Wheels, Front/Rear: Cast-aluminum alloy; 17 in./17 in.
Tires, Front/Rear: 120/70-17 / 180/55-17
Rake/Trail: 25.0°/4.1 in.
Wheelbase: 57.7 in.
Ground Clearance: 5.7 in.
Seat Height: 31.9 in.
Fuel Capacity: 3.7 gal.
Wet Weight: 445 lb.
Contact: suzukicycles.com

Source: MotorCyclistOnline.com

2022 Suzuki Katana Dyno charts, specifications and Aussie delivery details/pricing

2022 Suzuki Katana

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
Bore x stroke 73.4 mm x 59.0 mm
Compression ratio 12.2:1
Power 112 kw at 11,000 rpm
Torque 106 Nm at 9250 rpm
Fuel system Fuel injection
Starter system Electric
Lubrication system Wet-sump
Transmission 6-speed constant mesh
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Link type, coil spring, oil damped
Rake / trail 25° / 100mm
Brakes Front Disc brake, twin
Brake Rear Disc brake
Tyres Front 120/70ZR17M/C (58W), tubeless
Tyres Rear 190/50ZR17M/C (73W), tubeless
Ignition system Electronic ignition (transistorized)
Fuel tank capacity 12.0 L 
Overall Length 2,125 mm
Overall width 830 mm
Overall height 1,110 mm
Wheelbase 1,460 mm
Ground clearance 140 mm 
Seat height 825 mm
Kerb weight 215 kg
Available May, 2022
Price $21,990 Ride Away

2022 Suzuki Katana
2022 Suzuki Katana

Source: MCNews.com.au

New Suzuki 700cc Parallel-Twin Revealed in Patent Filing

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.

A patent image of the upcoming 700cc parallel-twin engine in a SV650-like motorcycle

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. 

A patent image of the upcoming 700cc parallel-twin engine in a SV650-like motorcycle

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. 

A patent image of the upcoming 700cc parallel-twin engine in a SV650-like motorcycle

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. 

An image of two riders on the SWM 125s

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 XE7 from 2015

Source: CycleWorld

Source: MotorbikeWriter.com

Suzuki introduce three-year warranty on motorcycles

Suzuki 3 year Warranty

Suzuki Australia has launched a 3 Year Warranty program on its rage of Boulevard, GSX-R, GSX-S, Hayabusa, SV and V-STROM models 250cc and above purchased after 1st October 2021*.

Suzuki is the first Japanese motorcycle manufacturer to extend the standard 2-year, unlimited kilometre warranty by an additional year on more than one range of road motorcycles sold in Australia.

We’re thrilled to support our dedicated and loyal customers by providing an additional 12 months of warranty on the majority of our road motorcycle range,” said, Lewis Croft, National Marketing Manager – Motorcycles.

The supplementary warranty period is a testament to Suzuki’s superior design, materials, components and development that goes into each product. Additionally, we have backdated the eligibility date to the 1st of July 2021 to ensure we included our Gen III Hayabusa customers. This new warranty program underscores our confidence in the latest-generation of Suzuki motorcycle product,” concluded Croft.

To qualify, owners simply need to ensure their applicable Suzuki motorcycle is serviced and maintained in accordance with the product service scheduled as outlined in their owner’s manual based on time or mileage, whichever occurs first.

Service inspections must also be performed exclusively by an authorised Suzuki Motorcycle dealer or appointed Suzuki Service agent using only genuine Suzuki parts and ECSTAR oil.

Interested customers are encouraged to visit suzukimotorcycles.com.au/owners/warranty/
for further information.

Full list of Suzuki applicable models as at 1/10/21

  • Boulevard S40
  • Boulevard C50T
  • Boulevard M109R
  • GSX-S750
  • GSX-S1000
  • GSX-S1000F
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Source: MCNews.com.au

Suzuki V-Strom 1050XT gets bonus luggage kit thrown in

V-Strom 1000XT gets free Voyager luggage for limited time

Suzuki’s great value sports-adventure machine, the V-Strom 1000XT is available in Australian dealers now, and there’s never been a better time to check one out, with a bonus Voyager luggage kit, valued at $2,599 now being offered with new bike purchases.

Suzuki's V-Strom 1050XT gets the full load-out with this special deal
Suzuki’s V-Strom 1050XT gets the full load-out with this special deal

That Voyager Pack is everything you need for a full set-up when it comes to touring or adventure, with a combined capacity of 112 litres, split between the top box and panniers.

The genuine Suzuki aluminium luggage includes a 38 L top box, made of 1.5 mm aluminium and with ribbed side-wall contours for strength, while the lid incorporates four tie-down points adding further utility.

The Voyager luggage kit includes 38 L top box and two 37 L panniers in aluminium
The Voyager luggage kit includes 38 L top box and two 37 L panniers in aluminium

The dual 37 L quick-release waterproof side-cases match and also run stainless steel latches, fibre-glass reinforced plastic corner covers and integrated tie-down points. That quick-release system also allows the whole lid to be removed, for access or cleaning.

All three pieces and mounting points are lockable by key, while lock sets and all required mounting bracketry are included in the kit, making for the all-in-one solution.

The 2021 V-Strom 1050XT retains the same thumping 1037cc, 90° V-twin, DOHC V-Twin engine from earlier iterations and delivers 79 kW (106 hp) at 8500 rpm and 100 Nm of torque at 6000 rpm.

Suzuki's V-Strom 1050XT gets the full load-out with this special deal
The Voyager luggage kit is worth $2,599 and includes everything needed for fitment on the Suzuki V-Strom 1050XT

The cross-tourer is also equipped with a host of electronic rider aids such as three selectable engine output maps, three-mode traction control, two-mode lean angle-sensitive ABS and combined brakes with slope-dependent, load-dependent, hill hold and cruise control systems.

It’s currently available in three colour options: Metallic Oort Grey/Glass Sparkle Black, a steely grey with blue decals, grey seat, and blue spoked wheels; Pearl Brilliant White/Glass Blaze Orange, paying tribute to the original DR-BIG and DR-Z Paris-Dakar racer; and finally the Glass Sparkle Black colour scheme sporting subtle grey and gold accents and gold spoked wheels.

Grab the deal now on the Suzuki Motorcycles Australia website
Grab the deal now on the Suzuki Motorcycles Australia website

The 2021 Suzuki V-Strom 1050XT is available now for a recommended retail price of $21,490 Ride Away including 12 months registration and if you’re interested you can head to the Suzuki Motorcycles Australia website (suzukimotorcycles.com.au) and used the ‘Build Your Bike’ feature.

Source: MCNews.com.au

Big Suzuki V-Strom set for long voyage

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.Suzuki V-Strom 1050XT

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.

2022 Ducati Multistrada V2S

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.

It is available now in three variants:

Source: MotorbikeWriter.com

2022 Suzuki GSX-S1000, GSX-S1000GT Prices Revealed

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.


Source: MotorbikeWriter.com

Alex Dumas Becomes Youngest-Ever CSBK Superbike Champion

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. 

Alex Dumas (left) and Trevor Daley secured the Constructors Championship for Suzuki.

“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.

Source: MotorbikeWriter.com

New GT variant takes the GSX-S1000 a bit more upmarket

Suzuki GSX-S1000GT

Suzuki have taken the covers off a slightly more luxurious version of their GSX-S1000 and have dubbed the new variant the GSX-S1000GT, reflecting its more grand touring role in the Suzuki line-up.

Suzuki GSX-S1000GT

Suzuki have not been in any rush to introduce the latest and greatest developments in rider aids and connectivity on their motorcycles but the GSX-S1000 GT sees them a get more serious in this area.

Suzuki GSX-S1000GT

A 6.5-inch full-colour TFT display includes smartphone and headset connectivity via Bluetooth and USB that can then add phone, music and navigation functionality, all driven from a new four-way pad on the left bar.

The most comprehensive functionality we have yet seen from Suzuki

A two-way quick-shifter, cruise control, switchable traction control and riding modes add to the tech quite but the machine lacks an IMU that would bring the electronics suite up to true contemporary levels. 

Suzuki durability/stability testing

With 150 horsepower from the 999 cc GSX-R1000 derived mill its sure to shift along more than okay.

GSX-R derived updated and improved to meet Euro5

New cams, valve springs, clutch, exhaust and plenty of other tweaks sees the bike meet Euro5 requirements and produce more torque from lower in the rev range than its predecessor.

Suzuki GSX-S1000GT

Four-piston Brembo monobloc stoppers grip 310 mm disc rotors and are backed up by an ABS system.

We will get two different hues of blue to choose from in Australia

The twin-spar chassis has a new sub-frame which helps lower the pillion rider a little while providing the opportunity to add more padding to the pillion seat itself, along with the added strength and mounting points for the optional side cases. The swing-arm is straight from the GSX-R1000.

Suzuki GSX-S1000GT

The bars are closer and wider than its siblings to facilitate better rider comfort while the front cowl, screen and mirrors have been designed to cheat the wind while protecting the rider and keeping them comfortable enough to use the full 19-litre full tank between stops when touring. Seat height is quite low at 810 mm. 

Suzuki GSX-S1000GT wind tunnel testing

The GT rides on KYB suspension that offers plenty of adjustment at both ends.

Kayaba suspenders and Brembo stoppers

LED lighting puts a fresh face on the GSX-S1000 and all lighting throughout the bike is LED.

Suzuki GSX-S1000GT

With a price tag of $19,090 Ride Away, it will pique the interest of many, but unfortunately the attractive matching side cases that give the GT its luggage amenity are not included as standard. Heated grips are also an optional extra.

The side cases, tank bag, and larger touring screen seen here are all optional accessories

We will be sure to get out and rip some wheelies on one as soon as they arrive, but unfortunately we are going to have to wait until March 2022 for that to happen.  There will be two blue colourways available in Australia but the black version will not be making its way Down Under.

Suzuki GSX-S1000GT

Suzuki GSX-S1000 GT Specifications

  • Engine – 999cc, In-line four-cylinder, liquid-cooled, DOHC
  • Trans – 6-Speed constant mesh with back-torque-limiting clutch
  • Front Suspension – 43mm KYB inverted forks with adjustable compression, rebound and spring preload
  • Rear Suspension – Link type, KYB shock with adjustable rebound damping and spring preload
  • Front Brakes – Brembo Monobloc Radial-mount 4-piston calipers, dual 310mm floating discs with ABS
  • Rear Brakes –  Nissin single-piston caliper, 220mm disc with ABS
  • L x W x H – 2140 x 825 x 1215 mm
  • Wheelbase – 1460mm
  • Seat Height – 810mm
  • Fuel Capacity – 19 Litres
  • Wet Weight – 226Kg
  • Warranty – Two years, unlimited kilometres
  • RRP – $19,090 Ride Away

New Suzuki GSX-S1000GT Image Gallery

Source: MCNews.com.au