Suzuki Katana 750

Suzuki Katana 750

CYCLE WORLD TEST

More than a makeover

RACETRACK SUCCESSES AND CUTTING-EDGE STYLING HAVE EARNED SUZUKI'S GSX-Rs plenty of glory, but in terms of units sold, it's the Katana 600 and 750 that really deserve the credit. This is due, in part, to the Katanas' lower sticker prices and more affordable insurance premiums. But the bikes' popularity can also be attributed to their excellent combination of comfort, styling and all-around sporting performance, all of which are aimed right at the heart of a very broad audience.

This year, Suzuki has re-skinned both Kats and made a host of mechanical changes to the 750 that have significantly improved the bike's power delivery and handling. The good news is that none of the previous Katana 750's attributes were lost in the process. In fact, the bike has only gotten better, lead ing to what is arguably one of the best buys of the year.

Changes to the old-style, GSX-R-based, 749cc, air/oil-cooled inline-Four have improved low-end and midrange acceleration and reduced mechanical noise. Heading the list of modifications are a 3mm reduction in bore and a 4mm increase in stroke for a less-oversquare 70.0 x 48.7mm bore and stroke. A 16 percent increase in crankshaft mass along with revised valve timing and lift help smooth low-rpm operation. Modified intake ports are now fed by 36mm Mikuni carburetors that use the same slides as the GSX-R600 and ’97 GSX-R750, and a new stainless-steel 4-into-2-into-1 exhaust replaces the previous 4-into-2 system. Other notable additions include a digitally mapped ignition with a carbmounted throttle-position sensor, a revised clutch and a taller final-drive ratio for improved fuel economy.

To deliver power to the road, Suzuki sharpened the Kat’s claws by fitting wider wheels shod with Dunlop D205 Sportmax Touring radials. Rear-wheel width was increased a full inch to 4.5 inches, and is complemented by a half inch wider front rim. The box-section steel frame was altered slightly to accept a new, wider swingarm, but remains otherwise unchanged. Up front, a conventional 41mm fork offers four-way adjustable rebound damping, while an allnew, fully adjustable, remotereservoir shock carries the load at the rear. The front-brake rotors have a different hole pattern and carrier design along with new twin-piston, pin-slide calipers replacing the four-pot units of old.

Completing the package is a sleek, wind-tunnel-developed fairing that Suzuki says improves comfort by deflecting the airstream and routing engine heat away from the rider. While the bodywork is certainly unique, other aesthetic aspects may appear rather familiar. Most obvious are the sculpted front tumsignals and chromed “Katana” emblems, both of which strongly resemble those found on Kawasaki’s ZX-11. The lower fairing’s chip-resistant matte finish is another Ninja cue, while the seat’s textured cover resembles that of an aftermarket Corbin saddle. And not to be caught out-of-step > with the latest trend in designer headlight lenses, the new Katana sports dual halogen headlamps that should appeal to the Black Flys crowd. But, hey, a bit of imitation isn’t such a bad thing, particularly when it’s done in good taste. Besides, as far as we know, the lipstickshaped taillight bringing up the Kat’s back end is a Suzuki original.

While the Katana’s new look is open to personal preference, there’s no questioning the bike’s splendid road manners. Power builds effortlessly as the revs climb. Throttle response is crisp without being abrupt, and the engine produces enough low-end growl so that a long stretch of twisties or a quick pass at highway speeds needn’t be accompanied by a downshift. Should you choose to toe the transmission, the slick-shifting gearbox and taught drivetrain are up to the task.

At first glance, the Katana’s dyno numbers are nothing to get too worked up about. Look closely, though, and you’ll discover a broad, flat torque curve. This is backed by excellent topgear roll-ons. In fact, the Kat’s 40-60 mph and 60-80 mph roll-on numbers are slightly better than those posted by the Honda VFR800 tested last month. This is surprising, considering the Honda holds a displacement/bhp advantage.

Riders will quickly gain confidence in the Katana’s solid-handling chassis. It delivers a very good sense of stability, and does so without suffering from heavy handling. Steering is fairly light and very neutral, allowing the bike to hold its line through corners without undue effort. Even at a frenzied pace through the canyons, cornering clearance and tire grip are exceptional. Suspension calibration is firm enough to provide good feedback and chassis control, yet compliant enough to serve well for daily use. The brakes, too, are quite capable, remaining strong and consistent with a firm feel at the lever.

While sporting, the riding position doesn’t tie you into knots, and the thickly padded one-piece seat carries two people in comfort. There’s even a sturdy passenger grab handle that also comes in handy when moving the bike about the garage. A centerstand is standard equipment, and the oversized fuel petcock knob is easy to locate on the fly. The attractively laidout instrumentation is easy to read, and boasts an LCD odometer with dual tripmeters. Large, folding mirrors provide a clear view of your “six.” All this adds up to one of the more user-friendly and easy-to-ride sportbikes on the market.

If the bike does have an Achilles heel, it would have to be the level of engine vibration that sneaks through the frame.

At lower speeds, an audible buzz can be heard in the dash area. Suzuki has taken substantial measures to isolate the rider, fitting the handlebars with massive end weights and rubber-mounting the footpegs. There’s even vibration-damping weights attached to the bottom side of the rubber-covered pegs. All this effort is lost, however, if you ride with your heels tucked in against the peg mounting brackets. Doing so sends a highpitched buzz right through your boots. Keep your heels clear, though, and the sensation is quite different. Indeed, even at freeway speeds, the Kat purrs like a kitten.

Overall, then, Suzuki has done a marvelous job breathing new life into the Katana 750. Its multi-role mission assignment is not unlike that of Honda’s VFR800, but at $7199, it’s priced $2300 less than the new Interceptor. Fast, comfortable, versatile and a bonafide bargain. What’s not to like? □ >

EDITORS' NOTES

WHEN SuzuKi SAYS A LOT OF BIKE FOR the money, they're not kidding. The big Kat's bulbous bodywork gives it a substantial presence, enough to run with BMW's K-bikes in a cab-forward contest. From the saddle, most of the bike stretches way out ahead of you. But the mirrors-as-antennae work great, the seating position is comfort ably upright, and the prow-like fairing

gives excellent wind protection The Droopy Dog cosmetics aren't hiding anything avant-garde in terms of equipment. but what do you care?-it looks great from the sidewalk, giving no clue that you're really riding a sporting UJM. The weight you notice picking it off the stand disappears once underway. and it's a light and neutral steerer, making it easy to hustle. This is a sharp-looking, sporty, nice-han dung bike with enough grunt for nearly any street duty. How much less than a VFR? -Paul Seredynski, Associate Editor

BACK IN THE DAYS WHEN I WASN'T QUITE so gray, I raced a Katana 600 in WERA National Endurance and Suzuki Cup Series roadraces. Now, I find myself thinking, "Man, if only my race prepped 600 had worked nearly as well as this here stock Katana 750, 1 could've been somebody."

Well, that's the nature of technical progress.. .and faded memories, too. But

I'm here to tell you, while this bike may be tame by today's cutting-edge standards, don't think it can't do the business when given haff the chance. That chance came during a test day at the Streets of Willow Springs. Standard sport-touring tires and all, the trusty Kat and I scratched about with the cream of the current sportbike crop.

For me, anyhow, half the fun of riding something unas suming is the reactions it creates. But don't just take my word for it, ask the guys on the YZF-Rl and Ducati 916 about the crazy cat in the Aerostich suit opening up the "Can-o-tuna~" -Don Ganet, Road Test Editor

NIcE BIKE, THIS KATANA 750. DECI~NT power. Great handling. Has to qualify as the sportbike bargain of `98, too. In fact, of all the 600cc-and-above cornercarvers, only three bikes-Kawasaki's holdover ZX-6, the even-more-ancient Yamaha FZR600 and the little-brother Katana 600-are less expensive. (The stellar Bandit 1200 also costs $7199, but I'm not even gonna open that

cross-class can o' worms...) In the past, the Katana series' tea-kettle styling has left me cold, but I dig the Kat's new togs, especially its "Casper the Friendly Ghost" headlight treatment. And that cone shaped taillight is shamelessly sensual-most people couldn't keep from copping a feel. -

No, the Katana isn't as refined as the Interceptor 800, and it's not as fast or as quick as frontline 600s. But take usabil ity and price into account and the Suzuki may just be the best all-around choice on the market. Like I said, nice bike. Very nice. -David Edwards, Editor-in-Ghief

American Suzuki Motor Corp.

KATANA 750

$7199