Suzuki Katana - the story of a unique...

SUZUKI KATANA

The story of a unique style

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Acknowledgements

Many thanks to all the Katana Fans that run the dedicated websites and forums : without them such a document would never exist. Alas there is no reference in France, but the enthusiasts in Great Britain, Germany and Japan, as well as the in the USA, provided loads of information. In particular, thanks to Rob for Katanacentral, my absolute reference. Indeed it is through his forum that I bought my two 750s ! Thanks to Ralf from Katana-treff and Kerstin from Katana-berlin in Germany for their advice and enthusiasm. If only my German was better I could enjoy their sites better ! Thanks to Shiharata from the Katana Owner's Club and Hironobu "Pilonov" : domo arigato gozaimasu !-) Thanks to all whose sites are shown at the end of this file, and all the others I forgot. Last but not least, bravo to Jarmo Haapamäki whose site suzukicycles.org is a monument. By the way, if you see any mistake or missing information, have suggestions… don't hesitate to e-mail me at : [email protected] ! Enjoy the ride !

Alexandre Godard

September 2003

mailto:[email protected]

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The genesis of the Katana style

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A design for Europe

By the end of the Seventies, the Suzuki management panics with the way the GS and GSX are appreciated. Even if the press is enthusiastic (the GS 550/750 and the GSX 750/1100, 4 years later, are considered as the best in their category), the commercial success is… mild to say the least. The studies show that a conservative styling is their major default.

GS750 1976 GSX1100 1980

It is in Suzuki Germany that the Katana project sees the light. The sales manager, Otto de Crignis, and the Marketing Manager, Manfred Baecker, express their feelings to the Japanese management: "We had the most technically advanced bikes, but their design was uninteresting!". The two men hire Hans A. Muth, Hans Georg Kasten and Jan Olof Fellström, founders of Target Design, to create a "revolutionary European Motorbike, sporty and adapted to the Suzuki technical image".

The studio presents a draft in only three months! Suzuki Japan had already commissioned a Design Bureau before: in 1973, Ital Design drew the RE-5 with Wankel engine, but it amounted to a big flop for technical (nobody really trusted the rotary engine) and aesthetic reasons (the "atomic age" design was really awful). Meanwhile Hans Muth had already proved his talent in the motorcycle area at the head of the BMW style department where he drew among others the R90 and the R65.

ED-1 by Jan Fellstrom, 1979 ED-1 Prototype, october 1979

In 1979, Target Design studies the first projects for the ED-1 Suzuki (Euro-Design), that will give birth to the 550 and 650 Katanas. The prototype is very similar to the final product. Some details are worth noting though: the starter lever is integrated in the side panel and the instruments are disposed "à la 1100"; the seat has integrated handles and the tank is slightly different.

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The futuristic style

MV Agusta "Motorrad", 1979

While working on ED-1, the Target Design team makes a noted statement with a sensational prototype based on an MV Agusta, published in the German magazine "Motorrad" for a concours which subject is "the bike of the future". By the way the two other styling bureaus participating are Porsche and Ital Design. Enthusiastic, the Suzuki Management asks Target to give this design to the GSX1100.

ED-2 by Jan Fellstrom, 1980 ED-2 prototype, april 1980

The ED-2 prototype is then developed during the year 1980 and in three months Target Design manages to present a first model. Compared to ED-1, the bike is more radical: the purpose of what will become the 1100 Katana is to present revolutionary aerodynamics and optimal ergonomics…

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The Köln Salon of 1980 For their first public appearance at the September 1980 IFMA Exhibition in Köln, the 650 and 1100 Katana cause a stir. For the first time the pilot is incrusted in the bike to be a part of it. The fairing of the 1100 has an "outer space" look which is very modern (Star Wars syndrome…) and the 650 has a very German choice of colours (Aluminium grey – even on the engine covers – and "Safety orange" !).

Like the RE-5 the design create a controversy, but this time there are as many lovers as haters – and on the technical side, no one can complain! The bikes shown at the IFMA let us see the state of the projects. The 650 is in final guise, while ED-2 is still far from production. Its fairing is better integrated to the tank, and the seat is completely different. The pilot's part is higher than the pillion's, who has a very short space! We can also note that the anti-dive and windscreen are absent. The 4-into-1 exhaust will not be marketed either.

The other stars of the 1980 show:

BMW Futuro

BMW, already working on the K series, proposes a futuristic evolution of its flat-twin.

Honda CX 500 Turbo

Honda, presents THE star of the show with its CX500 turbo, entered in history as the most refined bike of the Turbo Era (in 650 guise...).

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The curiosity files

The Men

Tani-san and Yokouchi-san contracted Target Design in search of a style for Europe.

Hans A. Muth creator of Target Design.

Prototypes

Here the fairing is being studied. Note the silver stands, shape of the fairing sided and seat. A prototype at the Suzuki dealer !

Chromed airbox Sculpted seat Special fairing No lever on dampers Green "yin-yang" theme

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The 80's production

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GS550M 1981-1983

Derived from the normal GS550, the 550 Katana receives the ED-1 design with a duotone seat and shaped tank. It is delivered in Germany from June 1981.

GS550MZ Europe 1982 GS550MZ US version 1982 The well-known GS550 engine shows no innovation but is very efficient. 4 cylinders with double overhead camshaft, 2 valves per cylinder with electronic ignition. Power and torque are sufficient for the size and the 6-speed gearbox adds a touch of sportiness. The twin cradle tubular frame is also very conventional, so the weight is consequent with 234 kg with all levels. Damping is very firm (too much even) and the can be changed front and rear to justify the sporty image. By the way the first 1982 versions will not receive the ANDF anti-dive (lucky owners). The tank contains 24 litres of petrol and allows a 300 kilometres + range.

The seat makes the riding position sporty, but not too uncomfortable, thanks to the big handlebar. With 2 well-spaced mirrors, a good H4 headlight, complete controls and the traditional Gear Indicator the bike is really easy to live with – even if it is probably more comfortable for the tall guys. Those looking for a medium-sized motorcycle that was sporty and trouble-free could find their dream bike with the GS550M. But the bike was not sold after 1983 as she suffered tough competition from her bigger "nearly twin" sister 650 that had a shaft and was not much more expensive !

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GS550MZ/MD Types GS550M & GN73A

Top speed 175 kph (110 mph)Standing start ¼ mile 14.2 sec @ 93.2 mphMaximum power 50 bhp (37 Kw) @ 9,400 rpmMaximum torque 3,9 kgm (38 Nm) @ 8,400 rpmFuel economy 5 L – 8 L / 100 km

Dimensions and weight Length 2,170 mmWidth 730 mmHeigth 1,110 mmSeat Heigth 780 mmwheelbase 1,450 mmGround clearance 160 mmDry / Full weight 205 kg / 225 kg

Engine Type 4-stroke 4 cylinder 8-valves, air cooled, DOHC, TDCCBore 56.0 mmStroke 55.8 mmDisplacement 543 ccCompression ratio 9.7:1Redline 10,000 rpmCarburetors 4 Constant Velocity BS 32 MikuniAir Filter Polyurethane Foam ElementStarter ElectricLubricating system Wet Sump

Transmission Clutch Wet multi-plate typeGearbox 6-speed constant meshPrimary reduction 1.977:1 (87/44)Final reduction 3.400:1 (51/15 - GB) / 3.267:1 (49/15 - US) / 3.333:1 (50/15 – Italie)Gear ratios, 1st 2.666:1.........……....2nd 1.777:1.....…..…......3rd 1.380:1.....…....…....4th 1.173:1.....…..…......5th 1.045:1.....…..…......6th 0.956:1Final drive Daido or D.I.D 530 O-Ring Chain, 100 links

Chassis Front suspension Hydraulic telefork, 2 spring settingsRear suspension Oscillating, 2 shocks with 5 spring and 4 damping settingsSteering angle ??º

Caster 62º

Trail 116 mmSteering diameter ?.? mFront brake Two 275 mm cross-drilled discs with single-piston hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.25-19 54H 4PR (100/90-19 57H)Rear tire 4.00-18 64H 4PR (120/90-18 65H)Front fork stroke 120 mmRear wheel travel 100 mm

Electrical Ignition type TransistorisedSpark plugs NGK B8ES Battery 12 V 14 Ah - type YB14L-A2Generator 3-phase 200 W AlternatorFuses 10/10/10/10/15A

Capacities Fuel tank (total) 23 litresReserve 4 litresEngine oil 2,4 litres

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GS650G 1981-1984

The prototypes the bike are spotted in France at the beginning of 1981, and this roadster is launched in August.

GS650G 1981

To complete the innovative design from Target, engineers Morita and Nakamura offer a totally new engine built to receive a turbo (as seen on the XN85 in 1983). It receives a variation of the new Suzuki combustion chamber design called the TDCC (Twin Dome Combustion Chamber). The shaft drive is an evolution of the GS850G.

XN85 1983

The 650 is seen in roadster and custom guise with the GS650E et GS650L. The sports role is played by the Katana which receives a specific oil cooler as well as special cams that amount to a 73bhp @ 9.500 rpm against 65bhp to the GS650E. Even if the 650 Katana is the slowest of the original Katanas, (The 6-speed 550 is lighter), it receives a very economical shaft drive that many despatch riders enjoy. The Honda NTV 650 "Revere" will take this place in the 90s…

Honda NTV650 Revere

The perfect bike ? Alas! It suffer from oil thirst… Until frame Number 122708, the GS650 will get a weak oil pump. Even if the following models are cured of this, the 650 engine will always suffer from weak valve seats – even in Turbo form. Yet, if looked after the engine is very robust – keep checking the levels!

GS 650GD 1984

But think about the price! Suzuki was selling the 650 Katana in France for 23.149 francs in 1981. That was 4.449 F more than the direct competitor : the Yamaha XJ 650. Consequently the Katana had a slow start and the European importers tried reducing their prices… with little success. The mix of sport and shaft did not convince the French importer, and they did not consider a "German design" as a compliment then. This was one of the reasons that lead Suzuki to import directly in France from 1984…

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GS650GX/GZ/GD Types GS650G & GP71B/G

Top speed 196 Km/h (122 mph)Standing start ¼ mile 13"10 @ 100 mphMaximum power 73 bhp (53,7 kW) @ 9,500 rpmMaximum torque 5,85 kgm (57,4 Nm) @ 8,000 rpmFuel economy Town 8.2 L – Road 7.2 L – Motorway 9.0 L / 100 km (55 mpg)


Engine Type 4-stroke 4 cylinder 8-valves, air and oil cooled, DOHC, TDCCBore 62.0 mmStroke 55.8 mmDisplacement 673.8 ccCompression ratio 9.5:1Redline 9,500 rpmCarburetors 4 Constant Velocity BS 32 SS MikuniAir Filter Polyurethane Foam ElementStarter ElectricLubricating system Wet Sump

Transmission Clutch Wet multi-plate typeGearbox 5-speed constant meshPrimary reduction 1.956 (90/46)Secondary reduction 0.941 (16/17)Gear ratios, 1st 2.688 (36/14) x (25/24).........……....2nd 1.851 (32/18) x (25/24).....…..…......3rd 1.438 (29/21) x (25/24).....…....…....4th 1.171 (27/24) x (25/24).....…..…......5th 1.000 (Direct)Final Reduction 3.090 (34/11)Final drive Shaft drive

Chassis Front suspension Hydraulic telefork, 2 spring settingsRear suspension Oscillating, 2 shocks with 5 spring and 4 damping settingsSteering angle 40º

Caster 62 15"º

Trail 113 mmSteering diameter 2,6 mFront brake Two 275 mm cross-drilled discs with single-piston hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.25-19 H 4PR (100/90-17 54 H)Rear tire 4.25-17 H 4PR (120/90-17 64 H)Front fork stroke 150 mmRear wheel travel 113 mm

Electrical Ignition type TransistorisedSpark plugs NGK D8EA Battery 12 V 14 Ah - type YB14L-A2Generator 3-phase 250 W AlternatorFuses 10/10/10/10/15A

Capacitie Fuel tank (total) 23 litresReserve 5 litresEngine oil 2,5 litres

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GSX750S 1981-1984

The Hamamatsu engineers, facing the anger of the Japanese public who could not buy the 1100 Katana shown at the IFMA, decide to launch a 750 version of project ED-2. Indeed the Katana prototype flattered their national pride with its emblematical name – but its engine was just too big for the national laws!

Japanese GSX750S 1982

The engine is derived from the existing GSX750 considered as "the best engine of 1981". The 750 and 1100 Kats are very similar, the same way the Standard GSXs are. The biggest differences are found at the rear wheel (18 inches on the 750) and at the front, with funky raised clip-ons. It seems Suzuki was concerned with the capacity of the Japanese riders to handle the beast ! These first versions do not receive the windscreen and fins. To maintain the prototype design ? Notably, the Katana logo is forbidden because it is considered too aggressive – no Japanese market Katana will receive it until 1985 !

GSX750SS 1982

Anyway the 750 will soon get its screen back on the "SS" version.

Some European countries will receive a 750 too. Their model will differ from the 1100 mainly in the colour section: the seat is entirely dark blue while the front and rear fender are entirely silver.

European GSX750SZ 1982

The bike will be a nice success – quite normal if you consider that it cost ¾ of an 1100 and not much more than the 650.

GSX750S2 1983

In 1983, the Japanese 750 becomes GSX750S2: the lines are the same but the colour is darker and the new Suzuki wheels are fitted in modern dimensions (16" Front wheel). Power is also slightly increased. The export SD version with 1983 duotone paint (Silver with blue or red) maintains the original wheel size does not sell very much in Europe. It will be a bit more popular in North America but production will stop in 1984.

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GSX750SZ/SD - S1/SS - S2/S2-C Types GS75X & GR71A

Top speed 207 kph (129 mph)Standing start ¼ mile 12"8 Maximum power 82 bhp (60 kw) @ 9,200 rpm / S1 : 69 bhp @ 8,500 rpm / S2 : 72 bhp @ 9,000 rpmMaximum torque 6.7 kgm (65.2 Nm) @ 8,200 rpm / S1 : 6.2 kgm @ 7,000 rpm / S2 : 6.3 kgm @ 7,000 rpmFuel economy Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km (50 mpg)

Dimensions and weight Length 2,250 mm / S2 : 2,210 mmWidth 715 mm / S1 : 810 mm / S2 : 830 mmHeigth 1,195 mm / S1 : 1,215 mm / S2 : 1,160 mmSeat Heigth 775 mm / S1 & S2 : 770 mmwheelbase 1,520 mm / S1 & S2 : 1,515 mmGround clearance 175 mm / S1 & S2 : 165 mmDry / Full weight 228 kg / 249 kg / S2 : 223 kg / 243 kg

Engine Type 4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCCBore 67.0 mmStroke 53.0 mmDisplacement 747 ccCompression ratio 9.8:1Redline 9,500 rpmCarburetors 4 Constant Velocity BS 34 SS MikuniAir Filter Paper ElementStarter ElectricLubricating system Wet Sump

Transmission Clutch Wet multi-plate typeGearbox 5-speed constant meshPrimary reduction 2.162:1 (93/43)Final reduction 2.733:1 (41/15)Gear ratios, 1st 2.571:1 (36/14).........……....2nd 1.777:1 (32/18).....…..…......3rd 1.380:1 (29/21).....…....…....4th 1.125:1 (27/24).....…..…......5th 0.961:1 (25/26)Final drive Daido or D.I.D 630YL O-Ring Chain, 96 links

Chassis Front suspension Hydraulic telefork, 4 spring settings, ANDF Anti-diveRear suspension Oscillating, 2 shocks with 5 spring and 4 damping settingsSteering angle 30º

Caster 61 30"º

Trail 116 mmSteering diameter 3.5 mFront brake Two 275 mm cross-drilled discs with single-piston hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.25-19 54H 4PR (100/90–19 57 H)Rear tire 4.00-18 64H 4PR (120/90–18 65 H)Front fork stroke 150 mmRear wheel travel 108 mm


Capacitie Fuel tank (total) 21 litresReserve 4 litresEngine oil 3.2 litres

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GSX1000S / GS1000S and GSX1100SXZ 1982-1983

From 1982 some countries will receive batches of very special Katanas. The reason is simple : racing! To be received in the Superbike category, Suzuki had to offer a 1000cc bike on the market.

GS1000SZ USA 1982

That is why the GSX1100 was reduced to 998cc and installed in a racing frame. The bike is christened GSX1000SZ (GS1000SZ in the USA as the SX sound is not sweet to the ear of the puritans!-). The following year the Superbike switches to 750 and means the 1000 Katana is no longer needed. Rare and expensive, the bike is distinguished from the 1100 by its 32mm slide carburettors (yet the US version is slightly special: it gets the standard 1100's 34mm depression carbs and is deprived of the fins).

GSX1000SD 1983

The 1983 SD version receives the same modifications as the 1100 and dies after only 3000 bikes being sold.

For the 1982 "Castrol 6 Hours" in New Zealand, 20 very special 1100 Katanas are offered on the local market: the GSX1100SXZ "Bathurst".

GSX1100SXZ 1982

The clutch, cams and carbs are race-spec, the exhaust is freed, the 19" and 18" wire wheels get big brakes as well as aeroquip tubing. And you get the idea of the character of the beast! Power is around 120bhp…

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GS1000SZ/SD - GSX1000SZ types GS10X & GT72A

Top speed 227 kph (140.8 mph)Standing start ¼ mile 11"29Maximum power 108 bhp (73.5 kw) @ 8,500 rpmMaximum torque 8,89 kgm (87,2 Nm) @ 6,500 rpmFuel economy Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km

Dimensions and weight Length 2,260 mmWidth 715 mmHeigth 1,195 mmSeat Heigth 775 mmwheelbase 1.520 mmGround clearance 175 mmDry / Full weight 232 kg / 254 kg

Engine Type 4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCCBore 69.4 mmStroke 66 mmDisplacement 998 ccCompression ratio 9.5:1Redline 9,500 rpmCarburetors 4 VM 32 SS MikuniAir Filter Paper ElementStarter ElectricLubricating system Wet Sump



Caster 61 50"º

Trail 118 mmSteering diameter 3,5 mFront brake Two 275 mm cross-drilled discs with single-piston hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.50-19 57V 4PR (100/90-19 57V)Rear tire 4.50-17 67V 4PR (130/90-17 68V)Front fork stroke 150 mmRear wheel travel 108 mm



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GSX1100S 1981-1987

The GSX1100S goes on the market in the summer of 1981. Many believed the extreme styling would not go into production, but Suzuki shows great pride in daring originality.

GSX1100SZ 1982

Before going into production, the fairing goes in Pininfarina's wind tunnel and receives a windscreen. The laid riding position becomes part of the design to aid air penetration. Today it is admitted that Hans A. Muth and Suzuki anticipated the actual Sports Bike shape with this uncompromised design. Even if the real product is less extreme than the prototype, It remains highly uncomfortable for everyday use… It has to be ridden fast on good roads to be appreciated! Interestingly enough the engine gained 11bhp before going into production. By the end of 1981, the Katana is the fastest bike on the market!

GSX1100SD 1983

The GSX1100SD presented in July 1982 receives the new 6-spokes Suzuki wheels but their dimensions remain unchanged.

The engine is now painted black and the body colours change to silver with metallic blue and light blue/dark blue stripes or silver with metallic cherry and red/orange stripes. The seat is now covered with vinyl instead of "skin" of assorted colour. The front and rear springs are replace with more progressive ones, alternator becomes more powerful and the footrests are now made of cast aluminium.

GSX1100SE 1984

The 1984 model or GSX1100SE is identical to the SD version except for the colour scheme. Cherry red on silver or Metallic blue over silver with a fine stripping. These are the last models to be exported from Japan. There they will be sold with no change in 1985 and 1986. In 1987 the Katana receives its original silver livery with the GSX1100SAE, and a limited edition called GSX1100SBE is produced in 500 examples for Yokohama Racing. These bikes have a Red over Silver scheme with frame, front fender and Seat in red.

GSX1100SBE 1987

This is how The Katana line crossed the eighties, dying quietly with no fanfare…

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GSX1100SX/SZ/SD/SE/SAE/SBE/SL/SSL Types GS110XS & GU72A

Top speed 229 km/h (142 mph)Standing start ¼ mile 10"99Maximum power 111 bhp (73,5 kw) @ 8,500 rpm (Japan 108 bhp, Germany 100 bhp, proto 101 bhp)Maximum torque 8,89 kgm (87,2 Nm) @ 6,500 rpm (Japan 9.3 kgm, Ger. 89 Nm, proto 9.34 kgm)Fuel economy Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km

Dimensions and weight Length 2,260 mm (prototype 2,245 mm)Width 715 mm (prototype 870 mm)Heigth 1,195 mm (prototype 1,190 mm)Seat Heigth 775 mmwheelbase 1,520 mmGround clearance 175 mmDry / Full weight 232 kg / 254 kg (prototype 243 kg dry)

Engine Type 4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCCBore 72 mmStroke 66 mmDisplacement 1074 ccCompression ratio 9.5:1Redline 9,500 rpmCarburetors 4 Constant Velocity BS 34 SS MikuniAir Filter Paper ElementStarter ElectricLubricating system Wet Sump



Caster 61 50"º

Trail 118 mmSteering diameter 3.5 mFront brake Two 275 mm cross-drilled discs with single-piston hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.50-19 57V 4PR (100/90-19 57V)Rear tire 4.50-17 67V 4PR (130/90-17 68V)Front fork stroke 150 mmRear wheel travel 109 mm



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GSX750S "New Katana" 1984-1985

In 1984, Suzuki transforms the 750 in a radical way, trying to reproduce the original enthusiasm of ED-2. The GSX750SE is an entirely new model designed in Japan with the ED-2 philosophy: sport and show!

GSX750SE 1984 The engine is a new 16-valves GSX delivering 84bhp. The steel square tube frame (only where visible though) is very modern and receives the same wheels as the 750S2. But this time they come with a single rear shock absorber "Full Floater" system and "Positive Damping Fork". The more conservative GSX750ES and EF have the same characteristics but retain the ANDF and have a conventional clutch – the New Katana is gifted with an hydraulic system.

GSX750ES 1983

But obviously the big difference lies in the pop-up headlamp that sharpens the lines of the Katana blade. The side stickers are explicit: "Katana 750 Aero Dynamics Super Sport" ! This "S3" version created for the domestic market, but was also sold in Canada, Australia, New-Zealand and South Africa.

In Europe the British importer sold around 100 units – Japan or New-Zealand spec bikes. 80 of these were Japanese, with a kph speedometer (with an mph sticker) and a warning light that comes up over 80kph (Japanese speed limit). 33 other bikes were from New-Zealand and got a side stand warning light to replace the speed warning of the Japanese version. It seems that some bikes officially reached the Denmark shores? In Canada, only 200 1984 models were sold with a special "Numbered Red maple leaf sticker" that showed the "limited edition" spirit of bike. The 1985 and 1986 versions were sold in the regular range. Anyway you guessed that the bike is a very rare sight in Europe!

GSX750SF 1985

The 1985 GSX750SF only received a new colour scheme that will go on for 1986 on the SG model, which is the last version of the short-lived New Katana. According to the country they were sold to, the New Katanas could receive the traditional turn lamps of the 750ES/EF (the integrated ones not having been homologated in Europe or Canada). By the way, the SE and SF/SG are called S3 and S4 in Japan!

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GSX750SE/SF/SG – S3/S4 Type GR72A

Top speed 217 kph (135 mph)Standing start ¼ mile 11"95Maximum power 84 bhp @ 9,000 rpm (77 bhp S3/S4)Maximum torque 6.4 kgm @ 7,500 rpm Fuel economy 16 Km/L @ 180 km/h Dimensions et poids Length 2,190 mmWidth 760 mmHeigth 1,160 mmSeat Heigth 770 mmwheelbase 1,430 mmGround clearance 140 mmDry / Full weight 212 kg / 236 kgMoteur Type 4-stroke 4 cylinder 16-valves, air and oil cooled, DOHC, TDCCBore 67 mmStroke 53 mmDisplacement 747 ccCompression ratio 9.6:1Redline 9,500 rpmCarburetors 4 Constant Velocity BS 32 SS MikuniAir Filter Polyurethane Foam ElementStarter ElectricLubricating system Wet SumpTransmission Clutch Wet multi-plate typeGearbox 5-speed constant meshPrimary reduction 1,895:1 (91/48)Final reduction 3,071:1 (43/14) (3.214:1 (45/14) - E24)Gear ratios, 1st 2,500:1 (35/14).........……....2nd 1,750:1 (28/16).....…..…......3rd 1,368:1 (26/19).....…....…....4th 1,130:1 (26/23).....…..…......5th 0,956:1 (22/23)Final drive Daido or D.I.D 50V O-Ring Chain, 114 linksPartie cycle Front suspension Hydraulic telefork, 4 spring settings, PDF Anti-diveRear suspension Oscillating, 1 shock full-floater with 4 damping settingsSteering angle 30º

Caster 60 45"º

Trail 112 mmSteering diameter 3.5 mFront brake Two 275 mm cross-drilled discs with twin-piston hydraulic calipersRear brake One 260 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 100/90-16 54HRear tire 120/90-17 64HFront fork stroke 150 mmRear wheel travel 110 mmCircuit électrique Ignition type TransistorisedSpark plugs NGK D9EA Battery 12 V 14 Ah - type YB14L-A2Generator 3-phase 250 W AlternatorFuses 10/10/10/10/15ACapacités Fuel tank (total) 21 litresReserve 4 litresEngine oil 3,2 litres

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The 90's : Renaissance !

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GSX1100S "70th Anniversary" 1990-1991

The Suzuki Motor Company was born in 1920. To celebrate its 70th birthday, what better than offering the Japanese public the bike they could never have: the original Katana? The "70th Anniversary" is practically the 1981 produced in 1000 units. These will all be sold on the launch day!

Though the brakes receive asbestos-free pads, the brake lever becomes adjustable and the seat receives a band on its new 'blue-jean like" material. A "Seventieth Anniversary" sticker is displayed on the tank and the footrest are cast aluminium. And that's it for the differences with a GSX1100SZ! Except perhaps the codename: GSX1100SL. This highly successful formula – Which took Suzuki by surprise – or did it ? – demonstrates the potential of a second edition that will be launched in September 1990. The GSX1100SSL will receive the duotone scheme of the 1984 SE version.

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GSX250S 1991-1992

Considering the enthusiasm of the Japanese public, the Suzuki management goes on celebrating the Katana with a less elitist machine. Indeed the big motorcycle licence is very difficult and expensive in Japan, and the taxes make life difficult to bikes over 400cc.

GSX250SSM Katana 1991

So the 250 is a highly calculated bet: in a country where only the latest novelty is interesting, going for a 10-years old design can be crazy. But for 10 years the majority of the Japanese public could never gets its hand on a Katana… And now Suzuki offers the myth without the legal and finance troubles! And the 250 size is not a gamble: this is the biggest market share in Japan after mopeds (a 50cc Katana, anyone?). OK, so this is not the 1100. So what? In Japan it's the looks that matter. Suzuki launches the GSX250S with big noise in 1991. The replica is so faithful that it has the 4-into-1 exhaust of the 1980 IFMA prototype! And this time its size is perfect for the Japanese riders. No need for funky raised clip-ons!

The success is huge, even by the Japanese standards. Dealers are assaulted and one month after the first deliveries, the 250 Katana is the best-seller of Japan. It will remain at the top for 4 months!

GSX250SSN Katana 1992

The 250 differs from the original in having 3-spokes Bandit wheels with single front disc. The separate gas-bottle dampers are new and the water radiator is neatly integrated in the original fairing. Yet the engine retains the "air-cooled" style with replica fins. The 1991 gets the original silver treatment and in 1992 appears another "faithful to legacy" duotone. Ironically enough, The tyres of the 250 are as wide as the 1100s – and the 400 version will even have larger ones! (Imagine the reactions of the 750/1100 fanatics in Japan! And I did not mention the "real" brakes…). How to explain such a success? Maybe the design did not age, being so advanced event in 1980. "Timeless" might be the right word. This is probably the best definition for a historic motorcycle!

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GSX250SSM/SSN Type GJ76A

Top speed 174 kph (108.3 mph)Standing start ¼ mile 14"56Maximum power 40 bhp (29 kW) @ 13,500 rpmMaximum torque 26 Nm (2.7 kgm) @ 10,000 rpmFuel economy 3 L / 100km


Engine Type 4-stroke 4 cylinder 16-valves, liquid cooled, DOHCBore 49.0 mmStroke 33.0 mmDisplacement 248 ccCompression ratio 12.5:1Redline 15,500 rpmCarburetors 4 Constant Velocity 29 mm MikuniAir Filter ??Starter ElectricLubricating system Wet Sump

Transmission Clutch Wet multi-plate typeGearbox 6-speed constant meshPrimary reduction 2,285:1Final reduction 3,769:1Gear ratios, 1st 3,083:1.........……....2nd 2,200:1.....…..…......3rd 1,722:1.....…....…....4th 1,450:1.....…..…......5th 1,285:1.....…..…......6th 1,150:1Final drive Chain

Chassis Front suspension Hydraulic teleforkRear suspension Oscillating, 2 shocks with separate gas bottle and 4 damping settingsSteering angle ??º

Caster 25 40"º

Trail 99 mmSteering diameter 2.9 mFront brake One 282 mm cross-drilled disc with quad-pistons hydraulic caliperRear brake One 217 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 110/70-17 54HRear tire 140/70-17 66HFront fork stroke ??? mmRear wheel travel ??? mm

Electrical Ignition type DigitalSpark plugs NGK CR8E ou ND U24ESR-NBattery 12V 10 AhGenerator 3-phase 200 W AlternatorFuses ??

Capacities Fuel tank (total) 17 litresReserve ?? litresEngine oil 3.4 litres

SUZUKI

PAGE 24

GSX400S 1992-1993

Surfing on the success of the 250 Katana, Suzuki offers its domestic market a 400cc version which is even more faithful to the original.

GSX400SSN 1992

The GSX400S even receives the traditional 5-spokes wheels and a 4-into-2 black exhaust. And this time the big twin discs coupled to 4-pistons calipers show the ambitions of the little beast: redline is at 15,500rpm!

GSXR400SP 1990 The engine is again derived from the GSX400R, very common in Japan. We came to know it here when it was installed in the sexy Bandit GSX400N.

The 1992, with gunmetal body and black engine will not convince the fans – but help make a visual difference with the 250!

GSX400SP 1993

Anyway in 1993 the original colour is back and the engine receives a beautiful treatment with a faithful chrome decoration.

GSX400 Bandit 1991

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PAGE 25

GSX400SSN/SP Type GK77A

Top speed 174 kph (108.3 mph)Standing start ¼ mile 14.56 secMaximum power 53 bhp @ 10,500 rpmMaximum torque 3.8 kgm @ 9,500 rpmFuel economy 4 L / 100 km


Engine Type 4-stroke 4 cylinder 16-valves, liquid cooled, DOHCBore 52 mmStroke 47 mmDisplacement 399 ccCompression ratio 11.8:1Redline ??Carburetors 4 Constant Velocitry 32mm MikuniAir Filter ??Starter ElectricLubricating system Wet Sump

Transmission Clutch Wet multi-plate typeGearbox 6-speed constant meshPrimary reduction 1,750:1Final reduction 3,571:1Gear ratios, 1st 3,363:1.........……....2nd 2,307:1.....…..…......3rd 1,750:1.....…....…....4th 1,437:1.....…..…......5th 1,250:1.....…..…......6th 1,150:1Final drive Chain

Chassis Front suspension Hydraulic teleforkRear suspension Oscillating, 2 shocks with separate gas bottle and 4 damping settingsSteering angle 32º

Caster 25 40"º

Trail 101 mmSteering diameter 3,0 mFront brake Two 255 mm cross-drilled floating discs with quad-pistons hydraulic calipersRear brake One 217 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 100/80-18 53HRear tire 140/70-17 66HFront fork stroke ??? mmRear wheel travel ??? mm

Electrical Ignition type DigitalSpark plugs NGK CR8E OU ND U24ESR-NBattery 12V 10 AhGenerator 3-phase 200 W AlternatorFuses ??

Capacities Fuel tank (total) 17 litresReserve ?? litresEngine oil 4 litres

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GSX1100SR 1994

The bubble has bust: the 250 and 400 Katanas glory days are already past on the Japanese market. But the fans still demand the 1100 ! Suzuki satisfies them in 1994 with the first big evolution of the "Big Kat".

Behaviour is tamed with a power output limited to 95bhp. Torque is inferior too but available much lower in the revs, from 9.8kgm @ 6,500rpm to 8.6kgm @ 4,000rpm, still an impressive value! Even if the engine dimensions are not changed it gets new carburettors. Even if these are still 34mm Mikunis. Luckily Fuel Injection and catlytic converter are not mandatory yet! Oil capacity is increased from 4 to 4.2 litres and ignition is digital. The brakes are the original model rid of the anti-dive (at last !). Clutch is now electrically-assisted and the rear dampers are new Kayaba sets with external gas bottle. The ones who know quickly order 1984-1987 parts for their GSX1100SR: the less restrictive airbox, carb jets and silencers that give back the lost horses…

Another bad surprise is the 180kph speedo that really demonstrates the will of castration! Anyway many makers offer 300kph replacement ones ;-) The tank is also very disappointing: the electric clutch assistance ate some room and its capacity is reduced from 21 to 19 litres. But the Japaese public is happy and the bike sells fast once again. This is probably a realistic point of view from Suzuki: whatever the fanatics would pretend, the Katana is not a Supoersports bike as it was 20 years ago. So its position becomes more that of a less radical sports-GT. Deeper changes on the mythic machine were anyway not an option. In the meanwhile, the rest of world is kept iognorant of the phenomenon: if you speak of a Suzuki Katana to any American bloke today, he will believe you are dealing with the GSXF!

SUZUKI

PAGE 27

GSX1100SR/SY Type GU76A

Top speed 225 kph (140 mph)Standing start ¼ mile 11"4Maximum power 95 bhp (70 kw) @ 8,500 rpmMaximum torque 8,6 kgm (84 Nm) @ 4,000 rpmFuel economy Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 kmDimensions et poids Length 2,250 mmWidth 740 mmHeigth 1,195 mmSeat Heigth 775 mmwheelbase 1,515 mmGround clearance 165 mmDry / Full weight 232 kg / 254 kgMoteur Type 4-stroke 4 cylinder 16-valves, air and oil cooled, DOHC, TDCCBore 72 mmStroke 66 mmDisplacement 1.074 cm3

Compression ratio 9.5:1Redline 9,500 rpmCarburetors 4 Constant Velocity BS 34 SS MikuniAir Filter Paper ElementStarter ElectricLubricating system Wet SumpTransmission Clutch Wet multi-plate typeGearbox 5-speed constant meshPrimary reduction 1.775:1 (87/49)Final reduction 2.800:1 (42/15)Gear ratios, 1st 2.500:1 (35/15).........……....2nd 1.777:1 (32/18).....…..…......3rd 1.380:1 (29/21).....…....…....4th 1.125:1 (27/24).....…..…......5th 0.961:1 (25/26)Final drive Daido or D.I.D 630YL O-Ring Chain, 96 linksPartie cycle Front suspension Hydraulic telefork, 4 spring settingsRear suspension Oscillating, 2 shocks with 5 spring and 4 damping settingsSteering angle 30º

Caster 61 50"º

Trail 118 mmSteering diameter 3.5 mFront brake Two 275 (floating 300mm) cross-drilled discs with twin (quad) pistons hydraulic calipersRear brake One 275 mm cross-drilled disc with twin-pistons hydraulic caliperFront tire 3.50-19 57V 4PR (100/90-19 57V)Rear tire 4.50-17 67V 4PR (130/90-17 68V)Front fork stroke 150 mmRear wheel travel 109 mmCircuit électrique Ignition type TransistorisedSpark plugs NGK DR8EA ou ND X24ESR-UBattery 12V 14Ah - type YB14L-A2Generator 3-phase 280 W AlternatorFuses 10/10/10/10/15ACapacités Fuel tank (total) 19 litresReserve 4 litresEngine oil 4 litres

SUZUKI

PAGE 28

GSX1100SY "Final Edition" 2000

At the dawn on the century, there are still customers for the 1100 Katana – and Suzuki does not disappoint!

The Final Edition, sold in 1100 units of course, is the last Katana of the century. It is very similar technically to the 1994 version but you can recognise the new bike instantly. The paint receives a chromed-effect treatment (like the stickers), engine and wheels are killer black, and the last but not least the brakes are completely new! The front end receives a set of 4-piston Tokico callipers and 300mm floating discs. Rear is unchanged (but nobody ever complained about them anyway). The upper stem is anodised in black and is fitted with a "GSX1100S Final Edition" numbered plate. The handle swithes are new and get a warning command, and the frame is reinforced. The rumour has it that Suzuki built more than 1100 units by fiddling with the serial numbers… Whether it is true or not it should at least convince you of the popularity of the bike in Japan. The Katana, fastest bike on the market when it was launched, has been replaced by lighter, more powerful and faster machines. Ugly or

Beautiful? Everyone has an opinion on it. But undeniably this is a classic, an important step in motorcycle design that influenced all that come after it... Of course the incredible engines of the Katana were not enough to make them the best bikes on the market in 1981. Roadholding, comfort and practicality were neglected too much in favour of style. But this is probably the reason for the Katana cult today: Few Japanese bikes are as futile and personal. To ride a Katana today is to affirm one's taste for beautiful machines – and to show the concessions one is willing to make to possess one! Spare parts are not rare yet thanks to standardisation and the engines are unburstable (if cared for of course). The Katana still impresses the spectators in the street and are perfectly at ease in modern traffic, especially going fast on the German autobahn were the bike was planned… So collect them now! Prices are stable and reasonable (The 1100 is undeniably overpriced but it is THE Katana, so…) and will hardly lose any value now. You will have been advised!

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PAGE 29

About tuning With its unburstable engine, the Katana quickly became a dragracer's favourite. Long wheelbase, Turbocharger and "weightwatchers" cure have transformed numerous innocent GSX1100S! Today the tradition lives on, but rarer engines mean the market is now taken over by the GSXRs. Though in Japan, thanks to the reissues the market is going well. Here tuning is high-level with a "DIY" look that the Japanese love.

Yoshimura Katana 1135R

Among the recent products, the most striking one probably is the Yoshimura 1135 R or "Final Edition Evolution" – how the "Pop" Yoshimura garage reinvents the ultimate Katana.

196 kg, 150 bhp, titanium exhaust, totally rebuilt engine, 40mm Yoshimura-Mikuni carburetors, magnésium engine parts, reinforced frame, many hand-made parts like the aluminium tank, lightweight wheels and brakes, special electric circuits including a Stack digital meter, the whole lot being made in only 5 units for as many fortunate owners… Fortunate veing the right word as the retail price was 3.580.000 yen, about 35.800 € !

GSX1400S Kobe Unicorn

The Kobe Unicorn Works not wanting to limit itself to customising the "old" Katanas, they chose an alternative job: transforming the GSX1400 into a Katana! Here too, the noble materials appear on every part. Aluminium tank, Stack instruments, titanium exhaust and titanium coating on the 46 mm fork and windscreen, Fuel injection, lioghtweight eadlamp and even a practical luggage space under the seat! The big advantage of this bike is to be street legal – but the price is still high at 1.890.000 yen, about 18.900 €.

Suzuki GSX1400

If power is limited to 100 bhp, the max torque of 12.8 kgm at 5,000 rpm must compensate easily!

SUZUKI

PAGE 30

Identification and Spotter's Guide

SUZUKI

PAGE 31

Katana Frame numbers

Year Model Frame Country

1981 GS550MX GS550M-100001~ Europe 1981 GS650GX GS650G-100001~ Europe 1982 GS550MZ GS550M-105959~ Europe 1982 GS650GZ GS650G-109521~ Europe 1982 GSX750SZ GS75X-800001~ Europe 1982 GSX750SZ GR71A-100001~ Europe 1982 GSX1000SZ GS10X-500001~ Europe 1982 GSX1100SZ GS110X-522093~ Europe 1983 GS650GD GP71B-100001~ Europe 1983 GSX750SD GR71A-105386~ Europe 1983 GSX1100SD GS110X-535583~ Europe 1984 GSX1100SE GS110X-541309~ Europe

Year Model Frame Country 1981 GS650G-1 GS650-100001~ Japan 1982 GS650G-2 GS650-111120~ Japan 1982 GSX750S/SS GS75X-106815~ Japan 1983 GS650G-3 GP71B-100013~ Japan 1983 GSX750S-2/S-2C GS75X-114747~ Japan 1984 GSX750S-3 GR72A-115447~ Japan 1985 GSX750S-4 GR72A-119922~ Japan 1987 GSX1100SAE/SAB GS110X-101404 Japan 1990 GSX1100SM/SL GS110X-101841~ Japan 1991 GSX250SSN GJ76A-100026~ Japan 1992 GSX400SSN GK77A-100001~ Japan 1992 GSX1100SSL GS110X-104218~ Japan 1994 GSX1100SR GU76A-100001~ Japan 2000 GSX1100SY GU76A-102206~ Japan

Year Model Frame Country 1981 GS650GX GP71G-100001~ Australia 1982 GS550MZ GN73A-100001~ Australia 1982 GS750SZ GR71A-100001~ Australia 1982 GS1000SZ GT72A-100001~ Australia 1983 GS650G-3 GP71B-100001~ Australia 1983 GS1100SD GU72A-100001~ Australia

Year Model Frame Country 1984 GSX750SE JS1GR74A E2100001~ Canada 1985 GSX750SF JS1GR74A F2100001~ Canada 1986 GSX750SG JS1GR74A G2100001~ Canada

Year Model Frame Country 1982 GS550MZ JS1GN73A C100001~ USA 1982 GS1000SZ JS1GT72A C100001~ USA 1982 GS1100SD JS1GU72A C100001~ USA 1983 GS650MD JS1GP71G D100001~ USA 1983 GS750SD JS1GR71A D100001~ USA 1983 GS1100SD JS1GU72A D100001~ USA

SUZUKI

PAGE 32

Suzuki Colour Codes

Pure colours Colour combinations

019 Black X X 65H 05F+019 05F Sunday Orange (Tape) X 67U 742+05F+019 05L Candy Imperial Maroon X 67T 742+05F+742 064 Pure White X X 7FP 16D+019 07G Pure Red (Tape) X 7FR 05F+019+16D 08K Vivid Blue (Tape) X X 7FU 58L+58M 08L Light Blue (Tape) X X 7RC 4DV+58M 10V Rocky White X X 7RD 23W+019 12K Silver Metallic X X 7RE 23W+064 12U Dark Grey (Cast Wheel) X X 7RF 16D+765 12Z Casting Silver Metallic X 7RG 23W+05F+019 13L Bright Silver Metallic X X 79W 40P+45P 13M Gold No.2 (Cast Wheel) X X 80A 291+13L 13T Casting Gold No.2 X X 80Z 46W+46Y 13Y Dark Royal Blue X X 86Y 49T+49V 14M Shiny Red (Tape) X X 87A 13L+16L 15K Alien Silver Metallic X X 87U 15T+291 15T Black Semi-Gloss No.2 X X 87V 40P+50E 16D Pearl Shiny White 87W 019+064+07G+724 16L Marble Excellent Blue X X 92E 15K+291 19T Medium Gold X 94V 05F+019+15K 23W Coroners Silver Metallic 291 Black Semi-Gloss 4DV Black 40P Black 45P Red 46W Dark Royal Blue 46Y Royal Grey 49U Dark Royal Blue 49T Dark Royal Red 49V Light Royal Grey 50E Light Red 58L Dart Navy Blue 58M Illusion Grey 719 Orange (Tape) 724 Sky Blue (Tape) 737 Stardust Silver Metallic 742 Silver Metallic (Tape) 765 Dark Blue

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GSX250S and GSX400S

GSX250SSM 1991

GSX400SSN 1992

GSX250SSN 1992

GSX400SP 1993

Identification 250-400 cc GSX250SSM GSX250SSN GSX400SSM GSX400SP Suzuki / Katana / engine size emblems

05F /Modified/none 05F /Modified/none 05F /Modified/none 05F /Modified/none

Engine / carburetor colour

Gray/gray Gray/gray Black/gray Gray/gray

Wheels colour, type 12U/3 12U/3 291/5 12U/5 Frame colour 13L 13L 13L 13L Tank colour 13L 13L ? 13L+? Front/ rear fender Colour

13L+291/13Y 13L+291/13Y ?+291/13Y 13L+291/13Y

Seat colour / material / band

?/Fabric/Yes ?/Fabric/Yes ?/Fabric/Yes ?/Fabric/Yes

Fork colour Aluminium Black Black Alu Exhaust 4 into 1 4 into 1 4 into 2 4 into 2 Front brakes Single disc Single disc Double disc Double disc Remarks

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PAGE 34

GS550M and GS650G

GS550MZ 1982

GS550MZ USA 1982

GS650GX 1981

GS650GZ 1982

GS650G1 1981

GS650G3 1983

Identification 550-650 cc

GS550MX/MZ GS650GX/G1 GS650GZ/G2 GS650GD/G3 Fairing None None None Yes Oil cooler None Yes GX, None G1 Yes GZ, None G2 Yes GD, None G3 Suzuki / Katana / engine size emblems

05F /Classic/None 05F /Classic GX/G1 05F/Classic GZ/G2 05F,742/Class. GD/G3

Engine / carburetor colour Gray/gray Gray/gray Gray/gray Black/black Wheels colour, type 10V/5 10V/5 10V/5 291/6 Frame / swingarm colour 291/291 291/12K 291/12K 291/291 Tank colour 13L 13L 13L 13L+? GD, 15K G3 Front fender colour 13L+291 13L+291 13L+291 13L GD, 15K G3 +291 Seat colour / material / band 40P+45P / Vynil 40P+45P / Vynil 40P+45P / Vynil 40P+50E / Vynil Footrests Steel Steel Steel Aluminium Anti-dive None (MX),ANDF (MZ) None (GX), ANDF (G1) Black ANDF ANDF Handlebar High High Low Low Instruments Simplified on MX Simplified on GX Remark Chain, 6-speed box Rounded seat Lowered pillion seat

SUZUKI

PAGE 35

GSX750S

GSX750S Japon 1982

GSX750S-3 Prototype 1983

GSX750SZ Europe 1982

GSX750S-3 Japon (SE) 1984

GSX750SD USA 1983

GSX750SF Australie ? 1985

GSX750SD Europe 1983

GSX750SF Canada 1985

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PAGE 36

Identification 750 cc GSX750S/

SS GSX750SZ GSX750

S-2 GSX750 S-2C

GSX750SD GSX750S3 Prototype

GSX750S3 GSX750S4

Rear suspension Classic Classic Classic Classic Classic Full Floater Full Floater Full Floater Wings None According

to country None None Yes - - -

Suzuki / Katana / Engine size emblems

05F /None/ None

05F /Origin /None

05F /None/ None

05F /None/ None

05F /Origin /None

05F /-/- 05F /-/- 05F /-/-

Engine / carburetor colour

Gray/gray Gray/gray Gray/gray Gray/gray Black/Gray Black and gold/black

Black and gold/gray

Black and gold/gray

Wheels colour, type 12U/5 12U/5 291/6 12Z/6 291/6 13T/6 13T/6 19T/6 Frame colour 13L 13L 13L 13L 13L 13T 13T 13L Tank colour 13L 13L 15K 13L+16L 13L+16L or

05L 16D 16D 23W

Front/ rear fender Colour

13L+291/ 13Y

13L /13Y 15K+291/ 291

13L+291/ 13Y

13L+291/ 291

16D+13T+291/-

16D+13T+291/-

23W+291/-

Seat colour / material / band

46W+46Y/Suede style

46W/Skaï 46W+46Y/ Suede style

49T+49V/ Suede style

49V+49U, 49T/Vynil

58L+58M / Vynil

58L+58M / Vynil

4DV+58M / Vynil

Fork colour Aluminium Aluminium 15T 15T 15T 15T 15T 15T Front/rear footrests Steel/alumi

nium Steel Aluminium Aluminium Aluminium Black

Aluminium Black Aluminium

Aluminium

Anti-dive ANDF ANDF ANDF ANDF ANDF ANDF ? PDF PDF Windscreen On SS Yes Yes Yes Yes - - - Handlebar Super

raised Clip-ons Raised clip-

ons Raised clip-ons

Clip-ons Clip-ons High clip-ons

High clip-ons

Turn lamps Classic Classic Classic Classic Classic Integrated Integrated or ESD/EFE

Integrated or ESD/EFE

Instruments 180 kph 240 kph 180 kph 180 kph 240 kph S3 S3 S3 with watch and fuel gauge

Brakes Classic Classic Classic Classic Classic 650 gold S3 gold S3 gold Remarks 16" Front

wheel 16" Front wheel

17" Front wheel

White oil cooler grille

SUZUKI

PAGE 37

GSX1100S

GSX1100SX 1981

GSX1100SE 1984

GS1100SZ Europe 1982

GSX1100SM/SL/SSL 1990

GS1100SZ USA 1982

GSX1100SR 1994

GSX1100SD USA 1983

GSX1100SY 2000

SUZUKI

PAGE 38

Identification 1100 cc GSX1100

SX GSX1100 SZ Proto

GSX1100 SZ/SM /SL/SSL

GSX1100 SD/ SE/SAE

GSX1100 SBE

GSX1100 SR

GSX1100 SY

Rear suspension Classic with no levers

Classic with no levers

Classic Classic Classic Separate gas bottle

Separate gas bottle

Wings None According to country

Yes Yes Yes Yes Yes

Suzuki / Katana / Engine size emblems

O5F/Hand made/None

O5F/Origin/None

05F/Origin/Yes

?/Origin/Yes White border/ Modified/ Yes+Limited

05F Modified/ None

Chromed/ Modified Chrome/ None

Engine / carburetor colour Gray/gray Gray/gray Gray/gray Black/black Black/black Gray/gray Black/gray Wheels colour, type 12Z/5 12Z/5 12Z/5 291/6 291/6 12Z/5 291/5 Frame colour 13L 13L 13L 13L Red 13L YD8 Tank colour 13L 13L 13L,

13L+16L (SSL)

13L+16L or 05L, 13L (SAE)

13L+Red 13L YD8

Front/ rear fender Colour 13L/13Y 13L or 13L+291 according version/13Y

13L+291/ 13Y

13L+291/ 291

Red+291/ 291

13L+291/ 13Y

YD8+291/ 13Y

Seat colour / material / band 46W+46Y/ Suede/None

46W+46Y/ Suede style /None

46W+46Y / Suede style or Vynil /Yes

49V+49U ou 49T/ Vynil /Yes for export

49T/ Vynil/ Yes

?/Fabric/Yes ?/Fabric/Yes

Fork colour Aluminium Aluminium Aluminium 15T 15T Aluminium Aluminium Front/rear footrests Steel/Steel Steel/Steel Steel/steel

(SZ) Alu/alu Alu/alu Alu/alu Alu/alu Alu/alu

Anti-dive None According version

ANDF ANDF ANDF None None

Windscreen None Yes Yes Yes Yes Yes Yes Instruments Black/green Black/green Classic 240

or 180 kph Classic 240 or 180 kph

Classic 180 kph

Classic 180 kph

Classic 180 kph

Front brakes Classic, Transparent MC

Classic, Transparent MC

Classic Classic Classic Classic 4 pistons

Remarks Full-scale model

Chromed air box

70th Anniversary sticker on tank

Numbered plate on upper stem

SUZUKI

PAGE 39

Toys and scale models

SUZUKI

PAGE 40

Producer and reference Photos Tamiya GSX1100S Katana

1/6th Model kit Ref. 16025

Tamiya GSX1100S Katana


Tamiya GSX750S Katana


Tamiya GSX750S New Katana


Tamiya GSX1100S Custom tuned


SUZUKI

PAGE 41

Producer and reference Photos Testors Ref. 431

Nitto

GSX1100S Katana 1/8th kits This mould has been sold under at least 5 brands – identifying the original (Yodel or Nitto?) is difficult!

An "evident" copy is the sold under the Chinese Tong Xing brand with Ref. TX 1990. Its box is a copy of the

Doyusha (same 1990 SR photo!)…

Doyusha

Ref. Big Bike 2 – 4800

Yodel

Arii GSX750

"High Sense Deformed Model"

"Gal & Bike No2"

Deformed kit

Bandai GSX1100S

"High Sense Deformed Model"

Friction engine deformed kit

Red Baron Group

Tin metal model

"Motor Max" or "Red Box" or "Sammler Modelle" GSX1100S Katana

1/18th scale models Ref. 7601

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PAGE 42

Producer and reference Photos Aoshima

GSX1100X Katana "Concrete Western"

Friction engine model

Ref. Keisu-Seitatsu set N°3

Diapet

GSX1100X Black and

GSX1100S Police "Concrete Western"

Scale models

Banpresto GSX1100S Katana

1/18th scale models

(for "Big Entertainment" game centers prize machines)

Banpresto

Key ring

(for "Big Entertainment" game centers prize machines)

Bandai Ride Garage RC GSX1100S

Radio-controlled 1/18th scale model

Ref. 911984

Planned for may 2003, the product was never released. Very sad as it looked great!

SUZUKI

PAGE 43

Producer and reference Photos

Takara GSX750S Katana


Ref. Choro-Bike 01


"Gold" and Transparent Q-shop Specials

Friction engine models

Takara GSX750S Police


Takara Team Suzuki Set

Friction engine models

Ref. Suzuki Garage Set


Final Edition


Ref. Choro-Bike 15

Takara RC GSX1100S Katana

Radio-controlled deformed model

Ref. ChoroBike RC RB02

SUZUKI

PAGE 44

Bibliography

Suzuki GSX-S Katana File 1 (1999) and 2 (2001) Editor : Studio TAC Creative

ISBN 4-88393-000-9 and ISBN 4-88393-055-6 4000 Yen each

Suzuki GSX-S Katana File Special (2003) Editor : Studio TAC Creative

ISBN 4-88393-102-1 5800 Yen

Katana Enthusiastic Motorcycle Book Special edition of Clubman Magazine N°71?

Japan January 1992 2 editions, one without Clubman 71 number

Katana Enthusiastic Motorcycle Book

Update of previous book? (This one presents the GSX400S)

Suzuki Motorräder seit 1952 Joachim Kuch 1st edition 1994

Editor : Motorbuch Verlag ISBN 3-613-01625-7

26 Euros

Tous les modèles SUZUKI depuis 1970

Joachim Kuch 1st edition 27 juin 2000

Editor : ETAI ISBN 272688508X

22,95 Euros

SUZUKI

PAGE 45

Internet sites

General Suzuki sites http://www.suzukicycles.orgIncredible source of information on all Suzuki models in English http://ezwebz.com/gs-classicExcellent technical site on the GS generation (and the GSX Katana !-) in German http://www.gsresources.comA lot of technical information on the GS generation in English

Katana sites http://www.katanacentral.co.ukThe Katana Bible, very rich and big audience in English. Many ads and active forum. Media, toys… sections and beautiful design! http://www.katana-treff.deExcellent site dedicated to the Katana in German. Technique, ads, media, very rich. http://www.gsxkatana.deAnother big site in German, very complete with nice design!

Owners’ Clubs http://www.toyclub.com/katana/index.shtml Site dedicated to the extreme kats… Many press reviews (in English) http://www.katanaclub.nlThe Dutch club (in Dutch) http://www.katanaownersclub.deThe German club, many outings between katana lovers! (in German)

750S3/S4 sites http://www.katana-berlin.de A general Katana site with exellent S3 and history parts (in German and English) http://www22.big.or.jp/~xex/home.htm Japanese owner's club, forum and technical modifications (in Japanese) http://autos.groups.yahoo.com/group/flip_up_headlight_katana Nice Internet forum dedicated to the "Flip-up Headlight Katanas" in English

Tuning http://www.katana-phoenix.co.ukEnormous number of pictures on this site in English! http://www.netquest.co.uk/katweb/index.htmKatana Specials presents all the tuned Katana in English http://www.netmove.co.jp/yoshimura/complete_katana.html The Yoshimura Katana 1135… No comments! http://www5c.biglobe.ne.jp/~unicorn The Japanese tuner who transforms the GSX1400 into a Katana ;-)

http://www.suzukicycles.org/

http://ezwebz.com/gs-classic

http://www.gsresources.com/

http://www.katanacentral.co.uk/

http://www.katana-treff.de/

http://www.gsxkatana.de/

http://www.katanaclub.nl/

http://www.katanaownersclub.de/

http://www.katana-phoenix.co.uk/

http://www.netquest.co.uk/katweb/index.htm

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