Suzuki Katana review and Special Features
The sound. It’s that engaging sound of an inline- four cylinder machine that envelopes your senses. Roll on the throttle as hard as you’d dare and said noise intensifies, with a corresponding rise in your heart rate. In that moment, you realise that there are veritably many’ motorcycle sounds’ that leave you thrilled and satisfied in equal measure. Which explains why the inline- four machine is conceivably the most loved and asked format in India. The Suzuki Katana, hence, manages to check an important criteria for some people, when it comes to motorcycle buying opinions. But that sweet, sweet machine note does not paint the entire picture of what’s a lovely motorcycle.
nearly every manufacturer these days is coming up with aneo-retro motorcycle, given their rising fashionability. Suzuki has done so by seeking alleviation from one of its most iconic motorcycles, the GSX- 1100 S Katana from the ‘ 80s. Back also, the Katana not only had a important, four- cylinder machine and competent lattice, its styling advanced it a distinct identity. The same can be said about the 2022 Katana as well.
Suzuki introduced the new Katana in 2019 and also showcased it in India at the 2020 bus exhibit to gauge interest. The BS6 emigration morals, still, were imminent which is why we had to stay till Suzuki streamlined the machine. Now, in its BS6 icon , the bike has not only entered mechanical but ornamental updates as well and, my word, does it look striking.
The design platoon has substantiated the 1981 Katana and in numerous ways the new bike looks like an elaboration of the original, while retaining the charm of that defunct period. This is easily apparent from the shape of the bodywork that largely comprises flat shells and brand-sharp lines running from nose to tail. The blockish headlight with a bitsy windscreen above it, the fang- suchlike LED position lights and the flawless- looking admixture of thesemi-fairing and energy tank are design rudiments that snare attention
In discrepancy to the frontal end, the medial and tail section is minimum yet superbly executed. For 2022, Suzuki has also introduced new colourways, with colour- coordinated Enkei amalgamation bus that look neat.
Continuing with the antique theme, the TV instrument cluster appears enough old academy, especially when you see the sources that feel to be inspired by Nintendo Gameboy. You’ve got all the information you’d want on the cluster, still, it’s hard to read when the sun is above. Suzuki has tried to remedy the problem by introducing an orange red backlight with malleable intensities in this model. While that helps to some extent, I still suppose the backlight could have been brighter.
In totality, the bike looks as sharp as the Katana, the Japanese brand, therefore befitting the name. More importantly, you get this megahit of nostalgia, the moment you look atit.However, you would relate to what I am saying, If you’re an ‘ 80s or ‘ 90s sprat.
From the defile
The Katana’s design is not entirely a case of form over function moreover. Once seated on the 825 mm perch, the riding position feels dégagé yet relaxed. You could fluently swap to work or attack corners on your favourite mountain road or a race track. In fact, the position makes for a comfortable traveling machine. The caveat is the Lilliputian 12- litre energy tank which equates to around 120- 140 km range or lower if you ride pertly. The number of energy stops one would have to make over a long trip could be a major inconvenience. Also, there is not enough steering cinch by road naked norms, so tightU-turns would end up being a three- point turn.
Also there are a many other minor issues we noticed. The black makeup on the hinder boscage switch as well as the heel plates had begun to wear off. Also, an malleable clutch switch would’ve been nice considering the boscage switch can be acclimated.
But, we’re willing to look past all of this, for the machine in the Katana is conceivably one of the topmost ever made.
A phenomenon of engineering
At the core of the new Katana is the fabulous Suzuki K5, inline- four cylinder machine. It is, basically, over 15 times old and timely updates have assured that it continues to live in an period where emigration morals are tighter than ever.
For 2022, it gets new cam biographies, new stopcock springs, electronic throttle bodies, new clutch and exhaust system. Power has gone up from 150hp to 152hp along with a shift in the redline from,000 rpm to,000 rpm. The machine also produces stronger nethermost end necklace and a wider as well as smoother necklace wind.
All of these changes come together to offer an experience so special, it makes it apparent why Suzuki hasn’t pulled the draw on this machine yet.
First of all, it has plenitude of nethermost end grunt, so high- gear, low- speed, lazy riding is not going to be a bother. In fact, the Suzuki’s low rpm help lets you crawl at slow pets without the need to crack open the throttle. First of all, it has plenitude of nethermost end grunt, so high- gear, low- speed, lazy riding is not going to be a bother. In fact, the Suzuki’s low rpm help lets you crawl at slow pets without the need to crack open the throttle.
The midrange is also relatively punchy and responsive, but it’s only when you take it once,000 rpm that all hell breaks loose. Everything from the input howl, the screaming exhaust and the sight of the horizon coming towards you at an eye- popping pace is an experience that’ll leave you absolutely thrilled. The standard up/ down quickshifter also ensures there is slightly a pause in the bike’s grim acceleration.
To be honest, you will have to be stalwart to let the tacho bar race to the,000 rpm redline in each gear because the rate at which the pets rise is so quick you will fluently find yourself far into the wrong side of road legal pets.
Three lift modes – A, B, C – and a commutable 5- step traction control system keep you from tossing yourself into a tree. The three lift modes temper the power delivery without altering peak power labors. Mode C, for case, has the gentlest throttle response and proved to be handy on the wet roads I was riding on.
The traction control system, on the other hand, works well. Although it did intermediate too suddenly in Level 5, when it’s at outside alert, it’s much more transparent in the lower settings.
Read Also >>> Top 10 best electric cars and bikes
Sense of balance
Completing that beautiful machine is a nice lattice with malleable suspense, that again is the same as on the GSX- S1000 road naked. It’s well- balanced and you do not really feel the 217 kg kerb weight once you are rolling.
Also, out of the box, the suspense offers a good balance between lift and running. The thunderstorm destroyed roads in Maharashtra, as is the case each time, are in downright pathetic shape. Considering the conditions, the Katana’s lift quality is authentically emotional for a litre- class sportbike.
The running, too, is relatively predictable and the motorcycle feels planted around corners. still, the Dunlop Sportmax RoadSport 2 tyres that this bike vessels with are a let down. They simply do not offer the grip and feedback you’d need while riding at a quick pace, especially in the wet. Thankfully, the 140 mm of ground concurrence did n’t prove to be an issue.
On to the thickets and the radially mounted Brembos at the front and the Nissin at the hinder offer strong retardation, hauling the bike down to a halt relatively effectively. My only grouch is with the rustic sense of the boscage switch, which could be down to the choice of boscage pads and the use of an axial master cylinder rather of a radial unit. Also, Suzuki continues to persist with rubber boscage lines on its dégagé motorcycles, and you ’ll want to replace them with sword pleated lines if repeated aggressive retardation is a part of your riding style.
There are veritably manyneo-retro motorcycles that elicit a strong feeling of nostalgia in a way that this motorcycle does. The Katana’s design is largely responsible for that and to me it’s its big USP. Couple that with a gem of an machine as well as a sweet lattice and what you have is a truly desirable litre- class motorcycle. Although it costs close to Rs 2 lakh further than its nearest,000 cc competition from Japan, the Kawasaki Ninja 1000 SX, the plutocrat spent is worth it for the fresh power, character and excitement.