Motorcycle Specs

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You have heard about the SUZUKI STRATOSPHERE right? Yes, it is a prototype but the 184 hp 1180cc in-line 6 is coming up this year. And you also know that it’s a decedent of the hallowed SUZUKI KATANA. What is that about the Katana that Suzuki has modeled their most ambitious project on it?
The Katana began its life in 1980 made it to world production in 1982 and was last produced in 2006. There were various models from 250cc, 400cc, 650cc, 750cc, 1000cc and 1100cc. However, it was the 750 and above bikes which gained prominence for it’s in line 6 cylinder engines. Not many production houses have history of 6 cylinder bikes, the ones that readily come in mind are of course Honda’s CBX and Goldwing and Benelli’s Sei. The first or let’s say, ‘original’ Katana was designed by a firm named Target Design. Target Design hails from Germany and is still active. They were approached by the native Suzuki firm to design a locale specific bike. There are lots of stories there as to who had actually designed the bike, all of them part of the team of Target Design at one time or another.
These were designed with the sports touring concept and critics were skeptical about its appearance although it turned out to be a huge success. Later it also was manufactured in America and it turned out to be a huge success story there too.

The word Katana means sword in Japanese and its distinctive appearance is the curved, slender, single edged blade with a long grip to accommodate two hands. This original design was a 650 cc model called the ED-1 (European Design 1) which featured a forward nose and a shaped, blended fuel tank with a merged fuel tank-to-seat arrangement. It was so out of style or to put it, so out of time. Norms at that time were of course the flat rectangular tanks with bolt-on accessory fairings so the new design was probably a risk the designers were willing to take and also deep down knew that it would stand out. The other thing was that the design was for a reason, to favour the aerodynamics and after various wind tunnel testing, it proved to aid stability during high-speed. If you search the net, you will find a similar design on a prototype MV Agusta which never got into production. Ironically, even that model was designed by Target Design. In fact when it was launched in Cologne in 1980, most people thought it was a concept motorcycle which would not make it to production. But Suzuki released the bike as per the showcased model with additional improvements and changes here and there. Target Design had apparently spent a lot of time on the bike finding the suitable position which is most essential for touring bikes. The large capacity tank blended with the small fairing blended together for the best airflow were not just for stunning appearance.But just being supremely aerodynamic doesn’t mean that Suzuki is going to revive the design after in their prototype Stratosphere. The Katana was the fastest mass-production motorcycle in the world when it was launched which meant that the new looks were matched by unprecedented performance levels.

In the same year of ED-1, came the ED-2 at the Cologne Motor show and this time it had a much bigger engine, the 1100 cc model which was based on the Suzuki GS1000. In 1981, came out the actual design which hailed the ‘Katana’ looks from there on. It had everything. And that was the start of a new definition in biking as the ’Katana’ became immensely popular all over. The offset petrol filler cap from the tank’s centerline, those overlapping dials on the instrument panel and literally everything became a style statement.
There were also other versions as mentioned, like the 750cc and a 1000cc, all were basically carrying the exact traits of the 650 or the 1100 version. The 1000 cc version was promoted as a racing motorcycle.
Actually it’s not just the Stratosphere that Suzuki has got the genes of the Katana incorporated to, the hallowed GSK-R series is also a descendent of the Katana. And of course indirect descendents too like the GSX-F and GSX-E series.
The various models of the series comprised of five basic models GSX600F and GSX750F that came out between 1988 – 1997 which were reincarnated in newer styles from 1998 – 2006 and between 1988 - 1993 came the GSX1100F. There models were mainly for the U.S market. The same GSX-F models were also running in Europe but without the ‘Katana’ moniker. Moreover the name Katana came into the existence of European customers of Suzuki in 1999 through a couple of 50cc scooters! Now the design has reappeared in the form of the Stratosphere which made its debut at the 2005 Tokyo Motorcycle Show with a new transversely-mounted narrow 6-cylinder engine.

The Katana series of bikes had round slide carburetors as opposed to the CV types and hotter camshaft timing to allow for a lack of cubic capacity. There came a special 1100 cc variant, the E27 that was denoted by the suffix SXZ which had variations on the brakes, clutch, camshafts, had spoked wire wheels and slide carburetors that have become a collector’s item now because it had even more power than the standard 1100 cc model. The smaller versions of 250cc and 400cc were released in 1990 but they catered to only the Japanese market as Japan still now has a huge market in sub 500cc naked street motorcycles. The thing was that Suzuki was always reinventing the Katana series with minor or effective changes and they did that to the entire bigger fleet of bikes. Even the 1100 cc was reintroduced with very minor differences from the originals, even running early 80s narrow tyres. There was a Special Edition 750 cc version, the Katana 750SE with a pop-up headlight. These bikes over time… and probably Suzuki wanted it that way… whatever the reason was, the engines stayed the same and all those variations were only physical. After the 650, came the 1100 and then came the 750 cc intermediate brother wearing all of big brother’s clothes.

The 1981 GSX750SX and 1982 GSX750SD were identical except for the colors. Again for Japan only, there was a GSX750S which was without a windscreen and the one with a screen was called SS. Then there was the GSX750S Katana Mark 2 model released in 1983 which was longer, wider and higher than the original but shared the same wheelbase. The 750 series has power outings of 69 bhp initially followed by 72 bhp in the 1983 model and later models had 77 bhp.But in 1985, GSX750SE got a completely new model, not just a facelift. It was designed by Suzuki engineers in Japan but it still kept the original ‘Katana’ lines. The air cooled engine had been replaced by the new oil-cooled 16-valve unit from the GSX750E/ES/EF, and developed 90 bhp. It had the Suzuki Full Floater suspension rear end and Positive Damping Forks at the front. 1985 was the last year of the GSX750S. Only cosmetic changes were made, the gold paint had been used only for the wheels. The model was very short-lived. For domestic market in Japan, the model code was GSX750S-4, GSX750SF in Europe. But the engine makeovers were minimal. So the hottest bike of the early 80s in terms of performance were slowly getting beaten by smaller bikes at we entered the 90s, but Suzuki was not perturbed as the Katana lovers adored it more for its radical styling which still today can be said as very different from what you see normally. But critics ripped apart Suzuki. And not only critics, there were many Katana lovers too.

You see, from the meaning of the work to the original motorbike, Katana represented a ‘fast lethal devastating’ kind of a bike which by the 90s became associated with slow heavy and dated sports tourer. And not to mention the scooter series in Europe. In terms of performance, the later models saw substantial rise in power to as much as 100hp in the 750 version from 84 hp but at the same time there were bikes in the 600 category which were running with 130 and more horses. If Suzuki kept up with the engine with the times, Katana might just have been one of the biggest names in Motorcycling history. But that was not to be and the ‘original’ Katana was lost forever… or probably not as speculations say that the Stratosphere will just have Busas for breakfast before moving on to ZX-14R and the likes.Katana for Suzuki became more of a styling icon. Many of the Katana styling cues have been visible in other brands since the 80s. Even today, you find features of the Katana in so many bikes, especially the sports touring category. The fact that modern sport motorcycles generally have fairing and seats that visually merge into a sloping-at-the-rear fuel tank is directly traceable to the original Katana ED1/ED2 design series.

The upcoming STRATOSPHERE and the original KATANA

The following pictures below have been sent by DOUBLE OH TWO, a fellow blogger who has a lot of beautiful collection of images of bikes and other stuff. Check it out! You will probably like it.The photos appear in the blog Diary of a Grey Ghost.

Suzuki Hayabusa simply is not for everyone. With reference to the performance that established it as the most exciting sport bike on the planet, it is designed for serious cyclists will accept nothing less than the best. If this is you, and if you choose to ride Hayabusa, you will be rewarded with a driving experience you will never forget. Its unmatched combination of power, crisp handling and aerodynamics of the bike creates a superb sports ultimate.

2012 Suzuki Hayabusa

suzuki gb 2012

suzuki gb 2012

suzuki gb 2012

suzuki gb 2012

This is new generation in cruiser segment from Suzuki’s. The name is 2013 Suzuki Boulevard M109R Limited Edition. This bike is the most powerful cruiser Suzuki has ever produced. It’s also combining sleek classic styling and unparalleled performance. The limited edition features a red body work, black-colored wheels and final gear case, and white lens taillight and turn signals. 

The heart packed in 1783 cc (108.8 cu. in) type 4-stroke, 2-cylinder, liquid-cooled, DOHC, 54-degree V-Twin and 5 speed of transmission constant mesh. The engine built to produce a massive tractable power and responsive torque. The big V-twin also produces a throaty, aggressive exhaust that identifies the M109R Limited Edition as a power cruiser beyond compare. The fuel injection used Suzuki Dual Throttle Valve system (SDTV) with 56mm throttle bodies, which maintains optimum air velocity for smooth low to mid-range throttle response. A dual spark plug per cyclinder ignition system is controlled by a powerful 32-bit ECM for improved combustion efficiency and reduced exhaust emissions.

Some special feature from Suzuki’s is pinned in Boulevard M109R Limited Edition such as Suzuki Dual Throttle Valve (SDTV) fuel injection system produces smooth throttle response even at low engine rpm, Suzuki Advanced Sump System (SASS), a compact dry-sump lubrication system, designed for reduced engine height, a lower crankshaft position and lower center of gravity. SCEM (Suzuki Composite Electrochemical Material) for optimum heat transfer, tighter piston-to-cylinder clearances and reduced weight.

For comfortable ridding, the Boulevard M109R Limited Edition used a high-tensile double cradle steel frame. It’s built to confortably handle all the power and torque while delivering agile handling and a plush, smooth ride. For front suspension used inverted front forks feature race-proven cartridge internals with 46mm stanchion tubes. In rear suspension used a cast aluminum alloy swingarm works with a progressive shock linkage and a preload-adjustable single rear shock delivering 4.6 inches of wheel travel.

The 2013 Suzuki Boulevard M109R Limited Edition released in US MSRP Price: $14,799 USD.

While the faired SV isn't to everyone's sensation - its sporty riding function can put a bit of a sweat on your wrists making it a somatesthesia through town - the overt variant comes with even bars and a comfier and overmuch author upright travel perspective. And suchlike the SV650, this makes it a some advisable townsfolk bike. Motion on the SV1000, having honorable spent the high period moving around on the unclothed 650, the supererogatory size of the 1000 is now ostensible. Where the 650 virtually doesn't perceive equal a victorian bike because it's so shrimpy and lightweight the 1000 has a lot writer corporeal presence nigh it. It exclusive weights an additional 18kg over the 650 but it feels bigger and chunkier in a reassuring forgiving of way, especially if you are quite long. The equitation business is slightly statesman pushful than the 650 because of the added situation of the bike. Your legs are pushed slightly advance isolated and the bars feel a bit wider than the 650's, which cooperative with the player weight makes it seem sturdy. Also the pegs are set change than the faired SV1000, swing you in a straight-backed, straight-armed athletics orientation which is actually quite comforted.

GSX1250FA Suzuki motorcycle wheel is the demanding, looking for the line-up is too specialized sport bikes or sturdy sport-tourer emphasizes the last part of the title material. In addition to standard anti-lock brakes, GSX1250FA is an element of its construction and built to go anywhere, any time the motor cyclist, who appreciate the versatility of more than an exaggeration.

Stripped of his nickname Bandit 400 Bandit used since the introduction of the United States in 1991, GSX1250FA also differs from its predecessor in terms of full-fairing cosmetics. Updates include less obvious heavier fork springs and rebound stronger, and radiator fan to compensate for the additional loss of air flow total body coverage.

 

Although the changes are minor, the new machine using the plastic profile to attract the interest of riders familiar with previous versions bare quarter fairing as well as those who have no knowledge of the nomenclature of the latest GSX. And when those who have already rejected the villain of the opportunity to test the GSX1250, they will be caught by the manners of the bike, universal performance.

GSX1250FA engine is undoubtedly one of the best qualities of the bike. With a maximum torque at a V-Twin (72.3 lb-ft at only 3500), GSX antics out of the corners with a force that contrasts with its modest 92.6 hp at 8800 rpm test figure. The abundance of energy increases low-end real world and ensures ease of use you were never left wanting when running a higher speed or the need to move urgently. Note, however, that the most pleasant and friendly as the fuel injected 1255cc inline-four is given its movement, it is expected that at least one three-digit horsepower numbers.

 

A striking feature is its ability GSX1250FA management, especially considering its low-tech steel frame and 567 pounds of weight. It is not Jenny Craig poster child, but the canyon GSX control weight and very easy to keep the rear wheel faster, lighter wheels driven by a smaller number of pilots. Competing models, including the new 1000 Kawasaki Ninja Yamaha FZ1 and handling are lighter and better, but these bikes do not play devils advocate, GSX1250FA operator is aware of the bliss to ride the wheel weight problems.

As capable as the GSX is the cannon, which is the road miles as comfortable as a summary or neighborhood long distance road trips. The ergonomic design is comfortable, with plenty of places to rest your legs and feet for a wide superbike handlebar moderate. The suspension is well balanced on the side of a seat comfort while luxurious. Only in the canyons, brakes and becomes aggressive when the weight of the bike at times exceeds the suspension, but otherwise the bike fork 43 mm and rear shock are only made GSX.

 

Suzuki Dual Throttle response throttle valve fuel injection system is flawless, the application also controlled to produce any regime of power and a rugged switch provides a broad commitment to a smooth start. GSX triple disc brakes provide good company and good feedback on the lever to slow the GSX trust. Brake and clutch levers adjustable for different size

GSX system is the latest ABS motorcycle component technology, but unless an emergency situation is a system that works quietly in the background. I made the pound a couple of times the brakes confirm the existence of the system was more than the front fender stickers. The system sends the familiar feeling pulses through the switches, when activated, but the authority of the wheel stops. Equipped with ABS as standard, GSX1250FA stands out in its category.

 

For those with a penchant for travel, new full fairing offers more protection from the elements than the previous quarter-faired Bandit. However, we feel that the style of the bike more as a spare cover in the lower back-ordered in late 1990 to a peak of 2011 model. From the front, the flagship GSX-R stacked derivatives is very fashionable. Blasts from the windshield I hit 5 foot 11 inch frame in the middle of the chest, in a clean, non-turbulent airflow. Suzuki also offers a tour through the windshield more focused and a box of 37 liters loud and clear, with key and removable saddlebags, which can become a major sports team sport-touring GSX.

Headquarters of the GSX1250FA gives a height adjustment in two positions, changing from 31.7 to 32.5 inches, but the changes on the seat pan to another level is the most complicated processes in the seat height adjustment we have ever met. You want to choose the most appropriate level and leave the seat in this position.

 

In addition, a safety seat, the GSX is not in possession of two rare future owners of a lot of aspects. The first is the main stand. Yes, it adds little weight and may limit the distance curve when the bike is equipped with a passenger and gear, but this device is necessary for adjusting and lubing the chain every time you are away from home.

Another subtlety is a pair of helmet locks are located under the seat. I do not know why the producers out of this simple addition to a lot of modern bikes, but I am tired of my helmet is a restaurant, when it would be completely safe, attached to the wheel. Thanks for Suzuki, use common sense, and this feature is also GSX1250FA.

The dashboard is clean and easy to read, and includes a handy digital gear indicator window, another feature absent in similar models.

 

Accountant to $ 11,599 MSRP, GSX1250FA is inexpensive, especially when considering the ABS is included. If youre launching a new bike that the departure between the dedicated sport-tourer and sports GSX1250FA standards should find a list of considerations. Its biggest selling point is its engine, which produces an engine such as energy when and where needed, the use of easily exceeded our expectations.

So if you can swing a test ride at your local retailer, give it a GSX. It is likely to be as pleasantly surprised as we.