Suzuki Motor USA has announced a limited run of the distinctive Katana sportbike for the 2024 model year. The 2024 Suzuki Katana is available for U.S. buyers to reserve via special order through the Suzuki dealer of their choice through Oct. 20, 2023. Availability is limited, and reservations are accepted on a first come, first served basis. Along with the bike, owners will receive two years of complimentary service and a collectible 24×24-inch digital lithograph reproduction of renowned Japanese artist Makoto Endo’s Katana illustration originally featured in Cycle World magazine.
Named for the legendary sword of the Samurai, the original Suzuki Katana was unveiled at the Cologne motorcycle show in 1980 and was officially launched in 1981. The original logo, which is still used today, is a stylized combination of the Japanese characters for “katana” and “edge.”
The Katana 3.0 Concept debuted at the 2017 EICMA show in Milan, Italy, and based on the response, development began on the new bike, which arrived for 2020 and was built upon the GSX-R1000 engine and the GSX-S1000 chassis with a twin-spar, aluminum alloy frame and Superbike-type braced swingarm.
We tested the 2020 model at a launch in Kyoto, Japan, and our reviewer said the 999cc inline-Four delivered “crisp throttle response and linear thrust.”
The 2024 Suzuki Katana still features the liquid-cooled inline-Four with DOHC, but Suzuki says the engine now has more peak power than that 2020 model, with strong torque in the low- to mid-range. New camshaft profiles and valve springs decrease lift and valve overlap to not only improve emissions but also balance the engine’s performance and drivability.
The Katana has a 6-speed gearbox, throttle-by-wire, the latest version of the Suzuki Clutch Assist System (SCAS), and a new bi-directional quickshifter. The bike also now has the Suzuki Intelligent Ride System (S.I.R.S.), which includes the three-mode Suzuki Drive Mode Selector – which can switch between Active, Basic, and Comfort modes on the fly – and the updated, five-mode Advanced Traction Control System (up from three modes on the 2020 mode), plus the Easy Start and Low RPM Assist systems.
The Katana still has the twin-spar aluminum alloy frame and the aluminum alloy swingarm from the GSX-R1000 and connected to link-type rear suspension with a single shock absorber that features spring preload, seven-position rebound damping force adjustment, and 5.1 inches of travel. The 43mm inverted KYB fork is fully adjustable and offers 4.7 inches of travel. For a new visual touch, the fork tubes are gold-anodized, matching the gold-painted TRP six-spoke lightweight cast aluminum wheels, wrapped in Dunlop Roadsport 2 radial tires (120/70ZR17 at the front and 190/50ZR17 at the rear). Stopping power comes from dual 4-piston Brembo monoblock calipers biting 310mm discs up front and a single-piston Nissin caliper and 240mm rear disc, with standard ABS.
A variety of Genuine Suzuki Accessories are available, such as a meter visor (acts as a sport screen), billet clutch and brake levers, axle-spools, fuel tank and engine cover protectors, clip-on tank bags, plus a selection of Katana logo apparel.
The 2024 Suzuki Katana will come in Metallic Matte Stellar Blue bodywork starting at $13,879. For more information, Suzuki has set up a 2024 Katana microsite with the full list of features.
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.
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.
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.
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.
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.
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 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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 Specifications
2022 Suzuki Katana Specifications
Engine
999 cc Four-stroke, liquid-cooled, DOHC, in-line four
Virtual launches look like becoming the new norm during the pandemic with Suzuki launching its cherry red Katana online instead of at the Tokyo Motorcycle Show which was cancelled.
The Suzuki Katana was launched last year in silver and black colours which are historically accurate if a little staid and boring.
Suzuki Katana
This cherry red version with matching wheels and gold handlebars instead of black looks much more exciting.
Virtual launch
It certainly matches the exhilarating yet easy-to-ride performance of the reborn Katana.
We reckon the Katana is great bike, but a little overpriced at$18,990 ride away.
MBW on the Suzuki Katana launch … a great bike that divided riders over its styling
There is no word yet from Suzuki Australia about when the cherry red version will arrive and whether it has a price premium.
If they keep the same price or maybe reduce the price the carry red katana may give it a sales boost.
Suzuki twin
Patent drawing
Meanwhile, Suzuki Motorcycles has filed a patent for a cleaner Euro5-compliant 250cc parallel-twin engine.
The new motor is expected to be fitted to their GSX-250R and V-Strom 250.
It features a single-overhead camshaft and new exhaust with two header pipes that join before the catalytic converter.
MV Agusta has now opened orders for all its motorcycles online in a trend that could send shivers down the spines of every motorcycle dealer.
Suzuki Australia recently offered online ordering for their new Katana model and declared it a success.
MV Agusta started their online ordering with the launch of the Superveloce 800 Serie Oro and the Brutale 1000 Serie Oro limited series.
Sales success
They also declared it a success and have now extended it to their entire range.
In both cases, customers are then referred to their nearest dealer to complete the order and handover.
MV Agusta CEO Timur Sardarov says the “digital ecosystem is a cornerstone for reaching worldwide growth and strengthen customer relationship”.
Suzuki Australiamarketing manager Lewis Croft says dealers were, at first, very nervous about selling online.
But he says they loved it because it did all the groundwork with customers and all they had to do was the final paperwork and handover.
But with dealers suffering in the third year of a sales slump, anything that takes them away from the process of selling could make them very nervous.
Online orders
Online ordering of cars has been happening in the US for more than a decade.
But cars are more modes of transport than motorcycles.
A 2015 US motorcycle industry study found that the availability of demo rides not only improves customer satisfaction of dealerships but also increases motorcycle sales.
You can’t do a demo ride over the internet.
We can understand the success of online orders for limited-edition motorcycles such as the MMV Agusta Superveloce 800 Serie Oro and Brutale 1000 Serie Oro as well as the Katana which is limited to 5000 worldwide.
Collectors would be more likely to buy a bike based on its collectibility, not its rideability.
But it may be difficult to extend that to mass-produced models.
Do you think online ordering is the future for motorcycle sales and will it destroy or promote dealerships? Leave your comments below.
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.
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
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!
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.
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.
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.
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.
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.
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.
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.
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.
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.
Conclusion
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 specs
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
The next month, a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.
Australia will get both colours.
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.
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.
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.
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.
Suzuki Chief Engineer Saturo Terada, made it clear to the assembled press contingent at the world launch, staged amongst the bamboo forests that line Arashiyama-Takao Parkway, that the new Katana is not a ‘retro’ bike.
It is instead a thoroughly modern interpretation of what Suzuki feels a modern take on Katana should represent. That said, there are certainly plenty of nods to the heralded past of the original Katana machines. Not least of course the name, but also elsewhere throughout the design language employed, which has clearly translated from the script of the original Katana.
When the design proposal was first unveiled two years ago at EICMA it caused much excitement among enthusiasts. Once the necessities for a production machine were added, such as a number plate, along with legal sized indicators and mirrors, the gloss perhaps faded a little. It started to look a little more pedestrian, something I guess that is largely unavoidable when you have to add those mandatory items to achieve road-registration.Upon seeing the machine in the flesh for the first time at the Australian MotoGP event last year I was still not overly enthused by the styling. After spending some extended quality time with the Katana in the place of its birth, it gradually did start to win me over.
I love the head-light. It is a bit retro but at the same time thoroughly modern. I reckon Suzuki could have even made it a bit larger, for an even more nostalgic look, but overall it is beautifully executed. The hue of the LED lighting and the way it is stacked, with a small separator in the middle, flanked by two more small LEDs, I find incredibly appealing.
Two more ‘position’ lights, situated below and to the side of the main headlight, add further distinctive appeal to the face of the Katana. The way the bodywork is layered around the head-light and then extends into the almost flat-front binnacle that hides the instruments is clever.
The frontal silhouette of the Katana is a clever piece of design. I can’t illuminate you as to how well that funky headlight works at night though as we never got the opportunity to put it to the test.
The fuel tank cover, with its prominent Suzuki lettering, is a clear homage to the original Katana.
The stepped black-grey seat also has a hint of yesteryear to its shape, but has a much firmer form and padding than the bike it took those cues from. It is slim between the knees which aids ingress/egress to/from the bike and at 825 mm from terra firma, it makes getting on and off the Katana a thoughtless process.
The rider triangle positions you quite upright, but also gives a sporting rider plenty of room to move around the machine, positioning their weight where they want it for any given corner.It left me with nothing to complain about. Pillion accommodations look not too bad, complete with an old-style seat mounted panic strap to hold on to.
As with any largely naked motorcycle, the engine also forms a highly significant part of the look. For a donk never designed to be seen without a fairing covering it, the well-proven long-stroke version of the highly successful engine from the K5-K8 generation of the GSX-R1000 not only pulls hard, but looks good doing it.
I am a little concerned as to how easy it will be for owners to keep the engine looking good in the long term. But the smooth matt black finish on the engine does look high quality, thus hopefully my consternation will prove misplaced.
The massive swing-arm also comes from the GSX-R1000 parts catalogue, sourced from the 2016 model. The way its sturdy bracing bends its support is almost reminiscent of the banana swing-arms of the RGV 250. Be nice if it was bigger again though, and somehow managed to hide that monstrosity of a pre-muffler and catalytic convertor that hangs in shame beneath the machine.
The short upswept muffler looks okay, and its end cap is actually detailed quite nicely, but if I took a Katana of my own home then that ugly expanse of steel under the bike would have to be destroyed in some sort of ceremonial burning. Perhaps I would even wear a Hakama while doing it.
A Katana sword could probably do the job too, but it would be sacrilege to touch that gleaming precision perfect slither of steel, one of the most achingly beautiful things ever constructed from metal, against that tasteless travesty that is the modern cat/pre-muffler, one of the ugliest things ever to be created from steel. The standard exhaust does sound okay though, and is stainless steel throughout so should stand the test of time, if you can stand it…
At the tail of the machine Suzuki have gone for a very clean look, an LED tail-light formed into an interesting shape that almost tucks under the seat. I actually quite like it, and the normally bland surfaces of the inner guard actually look to have come in for some serious attention to detail. Suzuki explained that this took some time to get right in regards to the air-flow over the bike, to ensure there were no adverse effects on stability.
A small hugger is mounted to the left side of the swing-arm and carries the number plate and indicators. A lot of owners will be junking that as soon as the first good under-tray kit hits the after-market, but I don’t mind it.
It is the first time Suzuki has fitted such a number plate hanger, and like so many parts of the Katana, there is some clever attention to detail employed to carry it off. The overall silhouette of the Katana is not the most handsome in motorcycling by any stretch, but there are numerous instances where you can see the design work that has gone into making the individual parts of the machine. These touches are quite endearing.
Suzuki’s latest buzzword about their brand, which they are now seeking to underline, is ‘monozukuri’, which loosely translates to craftsmanship. As much as my jaded, 20-years as a motorcycle reviewer bloodshot eyes glazed over when I first heard it mentioned, in the details of this machine that word actually fits just fine. In fact, it was seeing all the work that had obviously gone in to all these little fine details, that really started to charm the Katana in to my consciousness.
Just as the original Katana itself was spawned from the GS/GSX models of the early 1980s, this latest iteration is based on Suzuki’s current generation GSX-S1000.That means modern clever engineering with a sturdy, but light, twin-spar alloy frame, suspension that works quite well, radial-mount four-piston calipers and contemporary electronic aids such as ABS and traction control.
Braking power proved strong and progressive, but with ambient temperatures not far above zero throughout the test I did not get to judge their maximum outright stopping power. The Brembo hardware though is lifted from the current GSX-R1000 no less, thus I am sure they are more than up to the task. The ABS system is not quite current top-spec kit, its sample rate is fast enough to be unobtrusive, but it does lack lean angle data in its algorithms. You can even option red calipers if you so choose.
Likewise the traction control system is not of the lean-angle sensitive variety, but in real world use it caused me no bother. Those freezing conditions, I actually saw snowflakes falling outside my hotel room window earlier that morning, and patches of damp asphalt, saw me exercising a little more caution than normal.
With the traction control on level three the TCS light was going ballistic on every corner exit, although I felt no real intervention or significant dulling of the power. I switched to level two which saw the warning lights settle down and just got on with the job. The system retards the ignition to reduce power when it senses tiny amounts of wheel slip, and only becomes more intrusive to the point of clear ignition cut and throttle butterfly modulation when the situation has really become quite dire.
Charging proper hard on a good day would see you run the system at level one, but I fail to see any scenario, apart from extended wheelies, that would require the system to be turned off. The lead Japanese rider from Suzuki controlled the pace of the ride in the conditions, despite me giving him the hurry up.
Suzuki Katana Video
The attractive TPR built six-spoke cast alloy rims were shod with new Roadsport 2 Dunlop rubber. Concerned senior Dunlop techs were on hand to check on their performance in the chilling conditions. They not only constantly checked tyre temperatures, but also the hardness of the rubber with a type of instrument I had not seen before.
Even after our most spirited runs, tyre temperatures never registered more than 26-degrees celsius. They had the pressures set at 36 psi in the 120/70-17 front and 42 psi in the fat 190/50-17 rear, which many people would consider quite high, but the wonders of science that produce modern road rubber mean that these days we don’t have to run lower pressures to get grip. Of course, racing straight off tyre-warmers on super sticky compounds that are only good for a dozen laps are another kettle of fish.
This is a road bike on a public road, and it is a great testament to the tyres, along with the grip levels offered up by the Japanese bitumen throughout Arashiyama-Takao Parkway, that our group all remained upright in conditions sketchy enough to put the fear of god in to many motorcyclists. A rider had gone down in a previous group when experimenting with the traction control off, this was not an opportune moment to be playing silly buggers.
The composure of the fully-adjustable KYB suspension also played its part in keeping us safe. After my first run saw the front deflect a little more than I would have liked, over some changes in surface and bumps, I did firm up the rear a little. So often it is the tail that wags the dog in these cases, and for any front end concerns, at road speeds, the rear shock is always my first port of call, and almost always is what helps to give more precise and settled steering. With a little more pre-load and damping dialled in at the rear my complaint was cured and, at the moderate for us, but probably still quite decent public road pace for most, I was a happy camper.
The long-stroke engine from the K5-K8 has earned a well deserved place in motorcycling folklore, and for good reason. The Katana sees it in the same somewhat moderated, but still pretty bloody impressive, 150 horsepower and 108 Nm level of tune that we first sampled in the GSX-S1000. They have changed the throttle cam for the Katana to help smooth initial application, with the first part of the throttle turning at lower ramp rate, to help reduce any abruptness on pick-up from closed. However, I favour the more linear throttle roll of the GSX-S1000. That might surprise as many testers, and owners, maligned the sharpness of the GSX-S throttle, but I thought it precise and enjoyed feeling that level of accuracy at my fingertips. It proved accurate enough on the GSX-S to do countless five-gear wheel-stands, and that’s without the get-out-of-jail-free card of a rear brake due to my fused ankle, so clearly I had no issue with the GSX-S throttle.
I always find it refreshing when I get on a bike without a ride-by-wire throttle, more care is need to be taken at the right wrist, but I find that fuels a big part of the riding experience for me. I want to feel all of that horsepower when I want, and coming on at the rate I decide, not at a rate the computer dictates after deciding you are too stupid to operate a throttle effectively.
It does have that low-rpm assist mechanism though to help prevent stalling. When you select first gear it raises the idle to help cater for people who really should just instead suffer the embarrassment of stalling and falling over at a stand-still.If they are not competent enough to operate a clutch and a throttle from stand-still, they are certainly not qualified to control a 150 horsepower motorcycle that weighs in at only 215 kg wet.
The 999 cc engine is a gem with tight switchback hair-pins negotiated in as high as third gear, once you have some corner speed confidence happening. It then builds into what really is still quite a storming top end that peaks at 10,000rpm, but with still plenty of useful over-rev in reserve, should you wish to save a gear change between turns.
To be honest the bike doesn’t really need more grunt, but I really wish that Suzuki had made this bike just that little more special by stretching it towards that 1074cc of the original GSX1100SZ. Cost and development time are of course the reasons why, and at least in this well-proven spec’ you can be comfortable that this engine and gearbox will probably out-last some of its owners.
There is no quick-shifter nor any electronic engine braking control. It doesn’t need them, the gearbox is faultless and the slip-assist clutch is light and effective.
The instrumentation is reminiscent of the current generation GSX-R1000, but uses a font that is a little Super-Nintendo style retro.There is a lot going on, but it is all fairly clear and logical. The LCD tacho is naff, as they all are, but the rest of the display works well.
After the speed readout it will be the range to empty display that gains the next most attention as the new Katana only sports a 12-litre fuel-cell, 10-litres less than the original. The difference in range between the two though would not be quite as marked due to the efficiency of the modern oil-water-cooled and fuel-injected power-plant. Unless you are stretching the cable out of high-speed fourth and fifth gear corners all day, your range will still be over 200 kilometres in almost every scenario.
Suzuki Australia have confirmed that the new Katana will start arriving in September this year (2019), and will retail for $18,990 Ride Away. 70 per cent of the first shipment of sixty units are already pre-sold to customers. Suzuki expect to sell 100-120 Katana, of what is expected to be a global production run of around 4000.
As an added bonus, all customers who pre-order their new Katana online from the first shipment will also receive a bonus exclusive Katana themed Arai QV-Pro helmet, valued at $995.
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.
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.
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.
The next month, a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.
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”.
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.
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 Katana
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.
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.
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.
This week a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.
Online deposits
Suzuki Australia spokesman Matt Reilly says they will only take 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 will 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”.
The first 50 customers to order a Katana will 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.
Matt says online ordering was launched at the Australian MotoGP.
“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 Katana
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.
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.
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.