![]() Related reading: Suzuki GSX11100S Katana Suzuki Katana turns 35Ī fair bit to digest, but the seating position still left me with a slight flex in my arms, which is just the way I like it – and a nice compromise for city riding (probably the KATANA's strongest suit) and more open fare. The bars are also wider than the donor bike, as well as being higher and mounted further forward. However, the slightly angular 825mm seat (15mm taller than the GSX-S1000) firmly wedges the ride into the back of the 12-litre tank, which helps to alleviate some of that initial ‘stretchiness’. The 2020 Suzuki KATANA felt quite elongated when I first sat on it – not because of any super-sized wheelbase (it’s only 1430mm), but because the fuel tank cover and fairing take up some real estate. There’s just one riding mode, with the full power hit. The KATANA has a slipper clutch, while the electronics include switchable three-way traction control, ABS, a one-touch start system and low rpm assist (let the clutch out slowly at a standstill and an extra 500rpm is yours). ![]() There’s also a smooth and progressive clutch action, although the non-adjustable lever is quite stiff during prolonged use. The only issue I had with the engine during the 150km launch route was a slight hesitation on a steady throttle, but otherwise it’s a powerplant that’s got an ‘all-day’ feel about it – minimal vibes, grunty, and with a nice hit from about 60000rpm to remind you of its superbike origins – but with all new internals. ![]() The KATANA responds beautifully to smooth, controlled inputs and doesn’t have to be bullied through turns, even though the steering geometry isn’t anything aggressive: a 25-degree rake and 100mm of trail. The bike has purpose-built Dunlop Roadsport 2 tyres, sitting between the RoadSmart (touring) and Qualifier (hypersport) ranges. The KYB shock has preload and rebound adjustment, and the KYB forks are fully adjustable. The Katana responds beautifully to smooth, controlled inputs and doesn’t have to be bullied through turns The 2020 KATANA has a twin-spar frame, and has the same aluminium swingarm as the previous generation GSX-R1000. ![]() To be honest, I wasn’t expecting it to be such a hoot, and the firm-ish KYB suspension holds its own – mid-corner bumps the only slightly unsettling factor. That tractability is really the KATANA's calling card and, combined with just the right levels of engine braking, it really surprised me with its prowess on fast, twisty roads. In the city, short-changing will see you in top gear at 60km/h at 2500rpm, without a hint of disagreement. With the long-stroke layout and shorter gearing than the GSX-S1000, it’s all action from the get-go on the 215kg (wet) machine. I felt comfortable as soon as I got on it.Ī good engine fast tracks the process of familiarisation, and that’s the KATANA to a tee. In terms of what you get, though, the 2020 Suzuki KATANA is cut from a similar cloth to the original: it has that same all-purpose versatility with a strong chassis, great brakes (the same as found on the 2019 GSX-R1000) and a flexible engine. The nomenclature takes a bit to digest, but I can see where Suzuki is coming from with the ‘contemporary but hints of the original KATANA’ narrative. Suzuki has launched the 2020 KATANA in a new category it’s calling ‘Neo Street Sport’, bypassing an overarching retro label. Not to be confused with the Gladius, a former Suzuki model, which means the primary sword of Roman foot soldiers. I hadn’t ridden a KATANA before, though – a glaring omission on my CV but the 2020 Suzuki KATANA launch through the beautiful, sinuous roads of the Gold Coast hinterland would finally provide the chance to put that one to bed.Īnd for those not au fait with the meaning of KATANA, it refers to a long, single-edged samurai sword. In fact, the KATANA was the machine to beat in the golden era of superbike racing, against other road-based machines like the Honda CB1100R and Kawasaki Z1000. Most of the journalists had a KATANA ‘story’ – mine was watching my brother-in-law them in the upper echelon of production and superbike racing in Australia. How erroneous those predictions proved to be. It was inevitable: at the media launch for the all-new 2020 Suzuki KATANA, conversation took a trip down memory lane to the early 1980s when Suzuki launched the original KATANA with styling that many thought wouldn’t appeal to the ‘masses’.
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