Over the next few weeks, I get on great with the Katana. On the other hand, the windblast once you get into triple figures is significant, so you’re not likely to stray too far over the limit without realising it, as you can do on a faired superbike. The lack of cruise control stands out a bit on a brand-new 2020 bike, and you’re on your own through the average speed camera zones. The test bike has the small optional windscreen so there’s a bit of wind protection, and the riding position is relaxed and comfy enough. On the motorway back to London from Suzuki’s Milton Keynes HQ, the Katana works well for an essentially-naked machine. It’s not got the silly peak power output of something like the Yamaha MT-10, and is certainly down on the bigger 1100cc lumps of the Ducati V4 Streetfighter or Aprilia Tuono 1100 – but all those bikes are much pricier beasties, aimed at a different sector. The GSX-R1000-derived engine is genuinely good – a strong, lusty lump with grunty, old-school power delivery and a lovely roar. I’ve spent a fair bit of time on the GSX-S, and had a long-term test bike for a season a few years back, so there’s plenty that’s familiar about the Katana. Why not also check out our own interpretation of the Suzuki Katana Concept bike in partnership with Kardesign back in 2016 and see how close we came. The engine, chassis and electronics are all straight from the GSX-S, with only the neu-Kat bodywork and tweaked riding position as the main differences. This modern take, parked up in front of me outside Suzuki HQ, is also based on an existing bike, this time the GSX-S1000 super naked. The original Kat was based on the Suzuki GSX1100 superbike, with a set of slick bodywork penned by a design house in Germany, Target Design. The similarities are more than skin-deep too. A fairly faithful remake of the original GSX1100 Katana from the 1980s, it’s aimed firmly at the nostalgia sector of the market – the guys and gals who lusted after the big air-cooled dinosaur from 1981. The obvious candidates are the Triumph modern classics – the Bonneville and Scrambler model ranges, plus the Royal Enfield 650 twins, BMW’s RnineT, Ducati’s Scrambler, Kawasaki’s Z900RS and Yamaha’s XSR900.Īnd this, the Suzuki Katana. People love the look and feel of a bike from the 1970s or 80s, but with the performance, reliability and capability of a modern machine. You’d need to have spent the past decade or so in a coma to have missed the popularity of modern retro bikes. If I want an SV I will buy one(no offense to the SV owners).The appearance of the bike is VERY appealing,they had nice color schemes both years.Overall the bike is great for a beginner and a track star.The Suzuki Katana: Retro, Iconic and Adrenaline Tonic Bike had 22500 miles when this started to happen.Other than that the bike has been bulletproof.Two gripes I have is that stock headlights do not illuminate enough at night and I feel that Suzuki could have put alittle more power into it.Im my opinion the 04 05 model is the best one yet,reason I say so is because all of the newer bikes have too much of the engine showing and this model does not. but the bike in stock form is definately no slouch.As far as mechanical,the only problem I have had is my secondary butterflies(code 28) are not opening up properly,supposedly this is a common GSXR problem. The handling is great,the bike makes me feel very confident going into turns and at high speeds.The power band feels ok,of course thier is always room for improvement(hence aftermarket) The K4 was ALOT lighter and felt more powerful. My 2004 GSXR 600 replaced my 2K GSXR 600 and boy did it NOT disappoint.
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