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SUZUKI KATANA
The story of a unique style
SUZUKI
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 email me at : [email protected] !
Enjoy the ride !
Alexandre Godard
September 2003
PAGE 1
SUZUKI
The genesis of the Katana style
PAGE 2
SUZUKI
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.
PAGE 3
SUZUKI
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…
PAGE 4
SUZUKI
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.
The other stars of the 1980 show:
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" !).
BMW Futuro
BMW, already working on the K series,
proposes a futuristic evolution of its flat-twin.
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!
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...).
We can also note that the anti-dive and
windscreen are absent. The 4-into-1 exhaust
will not be marketed either.
PAGE 5
SUZUKI
The curiosity files
The Men
Hans A. Muth
creator of Target Design.
Tani-san and Yokouchi-san contracted
Target Design in search of a style for
Europe.
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
PAGE 6
No lever on dampers
Green "yin-yang" theme
SUZUKI
The 80's production
PAGE 7
SUZUKI
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 6speed 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 !
PAGE 8
SUZUKI
GS550MZ/MD Types GS550M & GN73A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
175 kph (110 mph)
14.2 sec @ 93.2 mph
50 bhp (37 Kw) @ 9,400 rpm
3,9 kgm (38 Nm) @ 8,400 rpm
5 L – 8 L / 100 km
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,170 mm
730 mm
1,110 mm
780 mm
1,450 mm
160 mm
205 kg / 225 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 8-valves, air cooled, DOHC, TDCC
56.0 mm
55.8 mm
543 cc
9.7:1
10,000 rpm
4 Constant Velocity BS 32 Mikuni
Polyurethane Foam Element
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
.....…..…......6th
Final drive
Wet multi-plate type
6-speed constant mesh
1.977:1 (87/44)
3.400:1 (51/15 - GB) / 3.267:1 (49/15 - US) / 3.333:1 (50/15 – Italie)
2.666:1
1.777:1
1.380:1
1.173:1
1.045:1
0.956:1
Daido or D.I.D 530 O-Ring Chain, 100 links
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork, 2 spring settings
Oscillating, 2 shocks with 5 spring and 4 damping settings
??º
62º
116 mm
?.? m
Two 275 mm cross-drilled discs with single-piston hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.25-19 54H 4PR (100/90-19 57H)
4.00-18 64H 4PR (120/90-18 65H)
120 mm
100 mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Transistorised
NGK B8ES
12 V 14 Ah - type YB14L-A2
3-phase 200 W Alternator
10/10/10/10/15A
Fuel tank (total)
Reserve
Engine oil
23 litres
4 litres
2,4 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacities
PAGE 9
SUZUKI
GS650G 1981-1984
The prototypes the bike are spotted in France at the beginning of 1981, and this roadster
is launched in August.
Honda NTV650 Revere
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.
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
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…
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…
PAGE 10
SUZUKI
GS650GX/GZ/GD Types GS650G & GP71B/G
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
196 Km/h (122 mph)
13"10 @ 100 mph
73 bhp (53,7 kW) @ 9,500 rpm
5,85 kgm (57,4 Nm) @ 8,000 rpm
Town 8.2 L – Road 7.2 L – Motorway 9.0 L / 100 km (55 mpg)
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,180 mm
730 mm
1,120 mm
780 mm
1,480 mm
160 mm
218 kg / 239 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 8-valves, air and oil cooled, DOHC, TDCC
62.0 mm
55.8 mm
673.8 cc
9.5:1
9,500 rpm
4 Constant Velocity BS 32 SS Mikuni
Polyurethane Foam Element
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Secondary reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final Reduction
Final drive
Wet multi-plate type
5-speed constant mesh
1.956 (90/46)
0.941 (16/17)
2.688 (36/14) x (25/24)
1.851 (32/18) x (25/24)
1.438 (29/21) x (25/24)
1.171 (27/24) x (25/24)
1.000 (Direct)
3.090 (34/11)
Shaft drive
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork, 2 spring settings
Oscillating, 2 shocks with 5 spring and 4 damping settings
40º
62º15"
113 mm
2,6 m
Two 275 mm cross-drilled discs with single-piston hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.25-19 H 4PR (100/90-17 54 H)
4.25-17 H 4PR (120/90-17 64 H)
150 mm
113 mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Transistorised
NGK D8EA
12 V 14 Ah - type YB14L-A2
3-phase 250 W Alternator
10/10/10/10/15A
Fuel tank (total)
Reserve
Engine oil
23 litres
5 litres
2,5 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacitie
PAGE 11
SUZUKI
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!
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.
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 !
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.
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 !
GSX750S2 1983
GSX750SS 1982
Anyway the 750 will soon get its screen back
on the "SS" version.
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.
PAGE 12
SUZUKI
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
Maximum torque
6.7 kgm (65.2 Nm) @ 8,200 rpm / S1 : 6.2 kgm @ 7,000 rpm
Fuel economy
Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km (50 mpg)
/ S2 : 72 bhp @ 9,000 rpm
/ S2 : 6.3 kgm @ 7,000 rpm
Dimensions and weight
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,250 mm
/ S2 : 2,210 mm
715 mm
/ S1 : 810 mm
1,195 mm
/ S1 : 1,215 mm
775 mm
/ S1 & S2 : 770 mm
1,520 mm
/ S1 & S2 : 1,515 mm
175 mm
/ S1 & S2 : 165 mm
228 kg / 249 kg / S2 : 223 kg / 243 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCC
67.0 mm
53.0 mm
747 cc
9.8:1
9,500 rpm
4 Constant Velocity BS 34 SS Mikuni
Paper Element
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final drive
Wet multi-plate type
5-speed constant mesh
2.162:1 (93/43)
2.733:1 (41/15)
2.571:1 (36/14)
1.777:1 (32/18)
1.380:1 (29/21)
1.125:1 (27/24)
0.961:1 (25/26)
Daido or D.I.D 630YL O-Ring Chain, 96 links
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork, 4 spring settings, ANDF Anti-dive
Oscillating, 2 shocks with 5 spring and 4 damping settings
30º
61º30"
116 mm
3.5 m
Two 275 mm cross-drilled discs with single-piston hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.25-19 54H 4PR (100/90–19 57 H)
4.00-18 64H 4PR (120/90–18 65 H)
150 mm
108 mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Transistorised
NGK D8EA
12 V 14 Ah - type YB14L-A2
3-phase 250 W Alternator
10/10/10/10/15A
Fuel tank (total)
Reserve
Engine oil
21 litres
4 litres
3.2 litres
/ S2 : 830 mm
/ S2 : 1,160 mm
Engine
Transmission
Chassis
Electrical
Capacitie
PAGE 13
SUZUKI
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.
For the 1982 "Castrol 6 Hours" in New
Zealand, 20 very special 1100 Katanas are
offered on the local market: the GSX1100SXZ
"Bathurst".
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).
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…
GSX1000SD 1983
The 1983 SD version receives the same
modifications as the 1100 and dies after only
3000 bikes being sold.
PAGE 14
SUZUKI
GS1000SZ/SD - GSX1000SZ types GS10X & GT72A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
227 kph (140.8 mph)
11"29
108 bhp (73.5 kw) @ 8,500 rpm
8,89 kgm (87,2 Nm) @ 6,500 rpm
Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,260 mm
715 mm
1,195 mm
775 mm
1.520 mm
175 mm
232 kg / 254 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCC
69.4 mm
66 mm
998 cc
9.5:1
9,500 rpm
4 VM 32 SS Mikuni
Paper Element
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final drive
Wet multi-plate type
5-speed constant mesh
1.775:1 (87/49)
2.800:1 (42/15)
2.500:1 (35/15)
1.777:1 (32/18)
1.380:1 (29/21)
1.125:1 (27/24)
0.961:1 (25/26)
Daido or D.I.D 630YL O-Ring Chain, 96 links
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork, 4 spring settings, ANDF Anti-dive
Oscillating, 2 shocks with 5 spring and 4 damping settings
30º
61º50"
118 mm
3,5 m
Two 275 mm cross-drilled discs with single-piston hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.50-19 57V 4PR (100/90-19 57V)
4.50-17 67V 4PR (130/90-17 68V)
150 mm
108 mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Transistorised
NGK D8EA
12 V 14 Ah - type YB14L-A2
3-phase 250 W Alternator
10/10/10/10/15A
Fuel tank (total)
Reserve
Engine oil
21 litres
4 litres
3,2 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacities
PAGE 15
SUZUKI
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.
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.
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!
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.
GSX1100SD 1983
The GSX1100SD presented in July 1982
receives the new 6-spokes Suzuki wheels but
their dimensions remain unchanged.
GSX1100SBE 1987
This is how The Katana line crossed the
eighties, dying quietly with no fanfare…
PAGE 16
SUZUKI
GSX1100SX/SZ/SD/SE/SAE/SBE/SL/SSL Types GS110XS & GU72A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
229 km/h (142 mph)
10"99
111 bhp (73,5 kw) @ 8,500 rpm (Japan 108 bhp, Germany 100 bhp, proto 101 bhp)
8,89 kgm (87,2 Nm) @ 6,500 rpm (Japan 9.3 kgm, Ger. 89 Nm, proto 9.34 kgm)
Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,260 mm (prototype 2,245 mm)
715 mm (prototype 870 mm)
1,195 mm (prototype 1,190 mm)
775 mm
1,520 mm
175 mm
232 kg / 254 kg (prototype 243 kg dry)
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 16-valves, air cooled, DOHC, TDCC
72 mm
66 mm
1074 cc
9.5:1
9,500 rpm
4 Constant Velocity BS 34 SS Mikuni
Paper Element
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final drive
Wet multi-plate type
5-speed constant mesh
1.775:1 (87/49)
2.800:1 (42/15)
2.500:1 (35/15)
1.777:1 (32/18)
1.380:1 (29/21)
1.125:1 (27/24)
0.961:1 (25/26)
Daido or D.I.D 630YL O-Ring Chain, 96 links
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork, 4 spring settings, ANDF Anti-dive
Oscillating, 2 shocks with 5 spring and 4 damping settings
30º
61º50"
118 mm
3.5 m
Two 275 mm cross-drilled discs with single-piston hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.50-19 57V 4PR (100/90-19 57V)
4.50-17 67V 4PR (130/90-17 68V)
150 mm
109 mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Transistorised
NGK D8EA
12 V 14 Ah - type YB14L-A2
3-phase 250 W Alternator
10/10/10/10/15A
Fuel tank (total)
Reserve
Engine oil
21 litres
4 litres
3,2 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacities
PAGE 17
SUZUKI
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!
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?
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.
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
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.
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!
PAGE 18
SUZUKI
GSX750SE/SF/SG – S3/S4 Type GR72A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
Dimensions et poids
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
Moteur
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
Transmission
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final drive
Partie cycle
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Circuit électrique
Ignition type
Spark plugs
Battery
Generator
Fuses
Capacités
Fuel tank (total)
Reserve
Engine oil
217 kph (135 mph)
11"95
84 bhp @ 9,000 rpm (77 bhp S3/S4)
6.4 kgm @ 7,500 rpm
16 Km/L @ 180 km/h
2,190 mm
760 mm
1,160 mm
770 mm
1,430 mm
140 mm
212 kg / 236 kg
4-stroke 4 cylinder 16-valves, air and oil cooled, DOHC, TDCC
67 mm
53 mm
747 cc
9.6:1
9,500 rpm
4 Constant Velocity BS 32 SS Mikuni
Polyurethane Foam Element
Electric
Wet Sump
Wet multi-plate type
5-speed constant mesh
1,895:1 (91/48)
3,071:1 (43/14) (3.214:1 (45/14) - E24)
2,500:1 (35/14)
1,750:1 (28/16)
1,368:1 (26/19)
1,130:1 (26/23)
0,956:1 (22/23)
Daido or D.I.D 50V O-Ring Chain, 114 links
Hydraulic telefork, 4 spring settings, PDF Anti-dive
Oscillating, 1 shock full-floater with 4 damping settings
30º
60º45"
112 mm
3.5 m
Two 275 mm cross-drilled discs with twin-piston hydraulic calipers
One 260 mm cross-drilled disc with twin-pistons hydraulic caliper
100/90-16 54H
120/90-17 64H
150 mm
110 mm
Transistorised
NGK D9EA
12 V 14 Ah - type YB14L-A2
3-phase 250 W Alternator
10/10/10/10/15A
21 litres
4 litres
3,2 litres
PAGE 19
SUZUKI
The 90's : Renaissance !
PAGE 20
SUZUKI
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.
PAGE 21
SUZUKI
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.
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!
GSX250SSM Katana 1991
GSX250SSN Katana 1992
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…
The 250 differs from the original in having 3spokes 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 "aircooled" style with replica fins. The 1991 gets
the original silver treatment and in 1992
appears another "faithful to legacy" duotone.
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!
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!
PAGE 22
SUZUKI
GSX250SSM/SSN Type GJ76A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
174 kph (108.3 mph)
14"56
40 bhp (29 kW) @ 13,500 rpm
26 Nm (2.7 kgm) @ 10,000 rpm
3 L / 100km
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,060 mm
685 mm
1,160 mm
740 mm
1,435 mm
165 mm
160 kg / 178 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 16-valves, liquid cooled, DOHC
49.0 mm
33.0 mm
248 cc
12.5:1
15,500 rpm
4 Constant Velocity 29 mm Mikuni
??
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
.....…..…......6th
Final drive
Wet multi-plate type
6-speed constant mesh
2,285:1
3,769:1
3,083:1
2,200:1
1,722:1
1,450:1
1,285:1
1,150:1
Chain
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork
Oscillating, 2 shocks with separate gas bottle and 4 damping settings
??º
25º40"
99 mm
2.9 m
One 282 mm cross-drilled disc with quad-pistons hydraulic caliper
One 217 mm cross-drilled disc with twin-pistons hydraulic caliper
110/70-17 54H
140/70-17 66H
??? mm
??? mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Digital
NGK CR8E ou ND U24ESR-N
12V 10 Ah
3-phase 200 W Alternator
??
Fuel tank (total)
Reserve
Engine oil
17 litres
?? litres
3.4 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacities
PAGE 23
SUZUKI
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.
The 1992, with gunmetal body and black
engine will not convince the fans – but help
make a visual difference with the 250!
GSX400SSN 1992
GSX400SP 1993
The GSX400S even receives the traditional 5spokes wheels and a 4-into-2 black exhaust.
And this time the big twin discs coupled to 4pistons calipers show the ambitions of the
little beast: redline is at 15,500rpm!
Anyway in 1993 the original colour is back and
the engine receives a beautiful treatment with
a faithful chrome decoration.
GSXR400SP 1990
GSX400 Bandit 1991
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.
PAGE 24
SUZUKI
GSX400SSN/SP Type GK77A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
174 kph (108.3 mph)
14.56 sec
53 bhp @ 10,500 rpm
3.8 kgm @ 9,500 rpm
4 L / 100 km
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
2,060 mm
700 mm
1,150 mm
750 mm
1,430 mm
150 mm
182 kg / 205 kg
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
4-stroke 4 cylinder 16-valves, liquid cooled, DOHC
52 mm
47 mm
399 cc
11.8:1
??
4 Constant Velocitry 32mm Mikuni
??
Electric
Wet Sump
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
.....…..…......6th
Final drive
Wet multi-plate type
6-speed constant mesh
1,750:1
3,571:1
3,363:1
2,307:1
1,750:1
1,437:1
1,250:1
1,150:1
Chain
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Hydraulic telefork
Oscillating, 2 shocks with separate gas bottle and 4 damping settings
32º
25º40"
101 mm
3,0 m
Two 255 mm cross-drilled floating discs with quad-pistons hydraulic calipers
One 217 mm cross-drilled disc with twin-pistons hydraulic caliper
100/80-18 53H
140/70-17 66H
??? mm
??? mm
Ignition type
Spark plugs
Battery
Generator
Fuses
Digital
NGK CR8E OU ND U24ESR-N
12V 10 Ah
3-phase 200 W Alternator
??
Fuel tank (total)
Reserve
Engine oil
17 litres
?? litres
4 litres
Dimensions and weight
Engine
Transmission
Chassis
Electrical
Capacities
PAGE 25
SUZUKI
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!
PAGE 26
SUZUKI
GSX1100SR/SY Type GU76A
Top speed
Standing start ¼ mile
Maximum power
Maximum torque
Fuel economy
Dimensions et poids
Length
Width
Heigth
Seat Heigth
wheelbase
Ground clearance
Dry / Full weight
Moteur
Type
Bore
Stroke
Displacement
Compression ratio
Redline
Carburetors
Air Filter
Starter
Lubricating system
Transmission
Clutch
Gearbox
Primary reduction
Final reduction
Gear ratios, 1st
.........……....2nd
.....…..…......3rd
.....…....…....4th
.....…..…......5th
Final drive
Partie cycle
Front suspension
Rear suspension
Steering angle
Caster
Trail
Steering diameter
Front brake
Rear brake
Front tire
Rear tire
Front fork stroke
Rear wheel travel
Circuit électrique
Ignition type
Spark plugs
Battery
Generator
Fuses
Capacités
Fuel tank (total)
Reserve
Engine oil
225 kph (140 mph)
11"4
95 bhp (70 kw) @ 8,500 rpm
8,6 kgm (84 Nm) @ 4,000 rpm
Town 7.7 L – Road 7.5 L – Motorway 8.4 L / 100 km
2,250 mm
740 mm
1,195 mm
775 mm
1,515 mm
165 mm
232 kg / 254 kg
4-stroke 4 cylinder 16-valves, air and oil cooled, DOHC, TDCC
72 mm
66 mm
1.074 cm3
9.5:1
9,500 rpm
4 Constant Velocity BS 34 SS Mikuni
Paper Element
Electric
Wet Sump
Wet multi-plate type
5-speed constant mesh
1.775:1 (87/49)
2.800:1 (42/15)
2.500:1 (35/15)
1.777:1 (32/18)
1.380:1 (29/21)
1.125:1 (27/24)
0.961:1 (25/26)
Daido or D.I.D 630YL O-Ring Chain, 96 links
Hydraulic telefork, 4 spring settings
Oscillating, 2 shocks with 5 spring and 4 damping settings
30º
61º50"
118 mm
3.5 m
Two 275 (floating 300mm) cross-drilled discs with twin (quad) pistons hydraulic calipers
One 275 mm cross-drilled disc with twin-pistons hydraulic caliper
3.50-19 57V 4PR (100/90-19 57V)
4.50-17 67V 4PR (130/90-17 68V)
150 mm
109 mm
Transistorised
NGK DR8EA ou ND X24ESR-U
12V 14Ah - type YB14L-A2
3-phase 280 W Alternator
10/10/10/10/15A
19 litres
4 litres
4 litres
PAGE 27
SUZUKI
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!
PAGE 28
SUZUKI
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.
GSX1400S Kobe Unicorn
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 € !
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!
PAGE 29
SUZUKI
Identification and Spotter's Guide
PAGE 30
SUZUKI
Katana Frame numbers
Year
1981
1981
1982
1982
1982
1982
1982
1982
1983
1983
1983
1984
Model
GS550MX
GS650GX
GS550MZ
GS650GZ
GSX750SZ
GSX750SZ
GSX1000SZ
GSX1100SZ
GS650GD
GSX750SD
GSX1100SD
GSX1100SE
Frame
GS550M-100001~
GS650G-100001~
GS550M-105959~
GS650G-109521~
GS75X-800001~
GR71A-100001~
GS10X-500001~
GS110X-522093~
GP71B-100001~
GR71A-105386~
GS110X-535583~
GS110X-541309~
Country
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Europe
Year
1981
1982
1982
1983
1983
1984
1985
1987
1990
1991
1992
1992
1994
2000
Model
GS650G-1
GS650G-2
GSX750S/SS
GS650G-3
GSX750S-2/S-2C
GSX750S-3
GSX750S-4
GSX1100SAE/SAB
GSX1100SM/SL
GSX250SSN
GSX400SSN
GSX1100SSL
GSX1100SR
GSX1100SY
Frame
GS650-100001~
GS650-111120~
GS75X-106815~
GP71B-100013~
GS75X-114747~
GR72A-115447~
GR72A-119922~
GS110X-101404
GS110X-101841~
GJ76A-100026~
GK77A-100001~
GS110X-104218~
GU76A-100001~
GU76A-102206~
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Year
1981
1982
1982
1982
1983
1983
Model
GS650GX
GS550MZ
GS750SZ
GS1000SZ
GS650G-3
GS1100SD
Frame
GP71G-100001~
GN73A-100001~
GR71A-100001~
GT72A-100001~
GP71B-100001~
GU72A-100001~
Country
Australia
Australia
Australia
Australia
Australia
Australia
Year
1984
1985
1986
Model
GSX750SE
GSX750SF
GSX750SG
Frame
JS1GR74A E2100001~
JS1GR74A F2100001~
JS1GR74A G2100001~
Country
Canada
Canada
Canada
Year
1982
1982
1982
1983
1983
1983
Model
GS550MZ
GS1000SZ
GS1100SD
GS650MD
GS750SD
GS1100SD
Frame
JS1GN73A C100001~
JS1GT72A C100001~
JS1GU72A C100001~
JS1GP71G D100001~
JS1GR71A D100001~
JS1GU72A D100001~
USA
USA
USA
USA
USA
USA
PAGE 31
Country
Country
SUZUKI
Suzuki Colour Codes
019
05F
05L
064
07G
08K
08L
10V
12K
12U
12Z
13L
13M
13T
13Y
14M
15K
15T
16D
16L
19T
23W
291
4DV
40P
45P
46W
46Y
49U
49T
49V
50E
58L
58M
719
724
737
742
765
Pure colours
Black
Sunday Orange (Tape)
Candy Imperial Maroon
Pure White
Pure Red (Tape)
Vivid Blue (Tape)
Light Blue (Tape)
Rocky White
Silver Metallic
Dark Grey (Cast Wheel)
Casting Silver Metallic
Bright Silver Metallic
Gold No.2 (Cast Wheel)
Casting Gold No.2
Dark Royal Blue
Shiny Red (Tape)
Alien Silver Metallic
Black Semi-Gloss No.2
Pearl Shiny White
Marble Excellent Blue
Medium Gold
Coroners Silver Metallic
Black Semi-Gloss
Black
Black
Red
Dark Royal Blue
Royal Grey
Dark Royal Blue
Dark Royal Red
Light Royal Grey
Light Red
Dart Navy Blue
Illusion Grey
Orange (Tape)
Sky Blue (Tape)
Stardust Silver Metallic
Silver Metallic (Tape)
Dark Blue
Colour combinations
X X 65H
05F+019
X 67U
742+05F+019
X 67T
742+05F+742
X X 7FP
16D+019
X 7FR
05F+019+16D
X X 7FU
58L+58M
X X 7RC
4DV+58M
X X 7RD
23W+019
X X 7RE
23W+064
X X 7RF
16D+765
X 7RG
23W+05F+019
X X 79W 40P+45P
X X 80A
291+13L
X X 80Z
46W+46Y
X X 86Y
49T+49V
X X 87A
13L+16L
X X 87U
15T+291
X X 87V
40P+50E
87W 019+064+07G+724
X X 92E
15K+291
X 94V
05F+019+15K
PAGE 32
SUZUKI
GSX250S and GSX400S
GSX250SSM 1991
GSX400SSN 1992
GSX250SSN 1992
GSX400SP 1993
Identification 250-400 cc
Suzuki / Katana /
engine size emblems
Engine / carburetor
colour
Wheels colour, type
Frame colour
Tank colour
Front/ rear fender
Colour
Seat colour / material /
band
Fork colour
Exhaust
Front brakes
GSX250SSM
05F /Modified/none
GSX250SSN
05F /Modified/none
GSX400SSM
05F /Modified/none
GSX400SP
05F /Modified/none
Gray/gray
Gray/gray
Black/gray
Gray/gray
12U/3
13L
13L
13L+291/13Y
12U/3
13L
13L
13L+291/13Y
291/5
13L
?
?+291/13Y
12U/5
13L
13L+?
13L+291/13Y
?/Fabric/Yes
?/Fabric/Yes
?/Fabric/Yes
?/Fabric/Yes
Aluminium
4 into 1
Single disc
Black
4 into 1
Single disc
Black
4 into 2
Double disc
Alu
4 into 2
Double disc
Remarks
PAGE 33
SUZUKI
GS550M and GS650G
GS550MZ 1982
GS550MZ USA 1982
GS650GX 1981
GS650GZ 1982
GS650G1 1981
GS650G3 1983
Identification 550-650 cc
Fairing
Oil cooler
Suzuki / Katana / engine size
emblems
Engine / carburetor colour
Wheels colour, type
Frame / swingarm colour
Tank colour
Front fender colour
Seat colour / material / band
Footrests
Anti-dive
Handlebar
Instruments
Remark
GS550MX/MZ
None
None
05F /Classic/None
GS650GX/G1
None
Yes GX, None G1
05F /Classic GX/G1
GS650GZ/G2
None
Yes GZ, None G2
05F/Classic GZ/G2
GS650GD/G3
Yes
Yes GD, None G3
05F,742/Class. GD/G3
Gray/gray
10V/5
291/291
13L
13L+291
40P+45P / Vynil
Steel
None (MX),ANDF (MZ)
High
Simplified on MX
Chain, 6-speed box
Gray/gray
10V/5
291/12K
13L
13L+291
40P+45P / Vynil
Steel
None (GX), ANDF (G1)
High
Simplified on GX
Gray/gray
10V/5
291/12K
13L
13L+291
40P+45P / Vynil
Steel
Black ANDF
Low
Black/black
291/6
291/291
13L+? GD, 15K G3
13L GD, 15K G3 +291
40P+50E / Vynil
Aluminium
ANDF
Low
Rounded seat
Lowered pillion seat
PAGE 34
SUZUKI
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
PAGE 35
SUZUKI
Identification 750 cc
Rear suspension
GSX750S/
SS
Classic
None
GSX750SZ
GSX750
S-2
Classic
None
GSX750
S-2C
Classic
None
GSX750SD GSX750S3
Prototype
Classic
Full Floater
Yes
-
GSX750S3
GSX750S4
Full Floater
-
Full Floater
-
05F /None/
None
05F /None/
None
05F /Origin
/None
05F /-/-
05F /-/-
05F /-/-
Black and
gold/black
13T/6
13T
16D
Black and
gold/gray
13T/6
13T
16D
Black and
gold/gray
19T/6
13L
23W
16D+13T+
291/58L+58M /
Vynil
15T
Black
Aluminium
PDF
High clipons
Integrated
or ESD/EFE
S3
23W+291/-
Suzuki / Katana /
Engine size
emblems
Engine / carburetor
colour
05F /None/
None
Classic
According
to country
05F /Origin
/None
Gray/gray
Gray/gray
Gray/gray
Gray/gray
Black/Gray
Wheels colour, type
12U/5
13L
13L
12U/5
13L
13L
291/6
13L
15K
12Z/6
13L
13L+16L
13L /13Y
15K+291/
291
46W+46Y/
Suede style
15T
Aluminium
13L+291/
13Y
49T+49V/
Suede style
15T
Aluminium
ANDF
Yes
Raised clipons
Classic
ANDF
Yes
Clip-ons
Classic
ANDF
Yes
Raised clipons
Classic
16D+13T+
291/58L+58M /
Vynil
15T
Black
Aluminium
ANDF ?
Clip-ons
Turn lamps
13L+291/
13Y
46W+46Y/
Suede style
Aluminium
Steel/alumi
nium
ANDF
On SS
Super
raised
Classic
291/6
13L
13L+16L or
05L
13L+291/
291
49V+49U,
49T/Vynil
15T
Aluminium
Classic
Integrated
Instruments
180 kph
240 kph
180 kph
180 kph
240 kph
S3
Brakes
Classic
Classic
Classic
16" Front
wheel
Classic
16" Front
wheel
Classic
17" Front
wheel
650 gold
White oil
cooler grille
Wings
Frame colour
Tank colour
Front/ rear fender
Colour
Seat colour /
material / band
Fork colour
Front/rear footrests
Anti-dive
Windscreen
Handlebar
Remarks
46W/Skaï
Aluminium
Steel
ANDF
Yes
Clip-ons
PAGE 36
S3 gold
4DV+58M /
Vynil
15T
Aluminium
PDF
High clipons
Integrated
or ESD/EFE
S3 with
watch and
fuel gauge
S3 gold
SUZUKI
GSX1100S
GSX1100SX 1981
GSX1100SE 1984
GS1100SZ Europe 1982
GSX1100SM/SL/SSL 1990
GS1100SZ USA 1982
GSX1100SR 1994
GSX1100SD USA 1983
GSX1100SY 2000
PAGE 37
SUZUKI
Identification 1100 cc
Rear suspension
GSX1100
SX
GSX1100
SZ Proto
Classic with
no levers
None
GSX1100
SZ/SM
/SL/SSL
Classic
Suzuki / Katana / Engine size
emblems
O5F/Hand
made/None
Classic with
no levers
According to Yes
country
O5F/Origin/ 05F/Origin/
None
Yes
Engine / carburetor colour
Tank colour
Gray/gray
12Z/5
13L
13L
Gray/gray
12Z/5
13L
13L
Front/ rear fender Colour
13L/13Y
Seat colour / material / band
46W+46Y/
Suede/None
13L or
13L+291
according
version/13Y
46W+46Y/
Suede style
/None
Fork colour
Front/rear footrests
Aluminium
Steel/Steel
Aluminium
Steel/Steel
Anti-dive
None
Windscreen
None
Black/green
According
version
Yes
Black/green
Classic,
Transparent
MC
Full-scale
model
Classic,
Transparent
MC
Chromed air
box
Wings
Wheels colour, type
Frame colour
Instruments
Front brakes
Remarks
Gray/gray
12Z/5
13L
13L,
13L+16L
(SSL)
13L+291/
13Y
GSX1100
SD/
SE/SAE
Classic
GSX1100
SBE
GSX1100
SR
GSX1100
SY
Classic
Yes
Yes
Separate
gas bottle
Yes
Separate
gas bottle
Yes
05F
Modified/
None
Gray/gray
12Z/5
13L
13L
Chromed/
Modified
Chrome/
None
Black/gray
291/5
YD8
YD8
13L+291/
13Y
YD8+291/
13Y
?/Origin/Yes White
border/
Modified/
Yes+Limited
Black/black Black/black
291/6
291/6
13L
Red
13L+16L or 13L+Red
05L, 13L
(SAE)
13L+291/
Red+291/
291
291
46W+46Y /
Suede style
or Vynil
/Yes
Aluminium
Steel/steel
(SZ) Alu/alu
ANDF
49V+49U
ou 49T/
Vynil /Yes
for export
15T
Alu/alu
49T/ Vynil/
Yes
?/Fabric/Yes ?/Fabric/Yes
15T
Alu/alu
Aluminium
Alu/alu
Aluminium
Alu/alu
ANDF
ANDF
None
None
Yes
Classic 240
or 180 kph
Classic
Yes
Classic 240
or 180 kph
Classic
Yes
Classic 180
kph
Classic
Yes
Classic 180
kph
Classic
Yes
Classic 180
kph
4 pistons
70th
Anniversary
sticker on
tank
Numbered
plate on
upper stem
PAGE 38
SUZUKI
Toys and scale models
PAGE 39
SUZUKI
Producer and reference
Photos
Tamiya GSX1100S Katana
1/6th Model kit Ref. 16025
Tamiya GSX1100S Katana
1/12th Model kit Ref. 14010
Tamiya GSX750S Katana
1/12th Model kit Ref. 14015
Tamiya GSX750S New Katana
1/12th Model kit Ref. 14034
Tamiya GSX1100S Custom tuned
1/12th Model kit Ref. 14065
PAGE 40
SUZUKI
Producer and reference
th
GSX1100S Katana 1/8
kits
Photos
Testors Ref. 431
Nitto
Doyusha
Yodel
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!)…
Ref. Big Bike 2 – 4800
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
PAGE 41
SUZUKI
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!
PAGE 42
SUZUKI
Producer and reference
Photos
Takara GSX750S Katana
Friction engine model
Ref. Choro-Bike 01
Takara GSX1100S Katana
"Gold" and Transparent Q-shop Specials
Friction engine models
Takara GSX750S Police
Friction engine model
Takara Team Suzuki Set
Friction engine models
Ref. Suzuki Garage Set
Takara GSX1100S Katana
Final Edition
Friction engine model
Ref. Choro-Bike 15
Takara RC GSX1100S Katana
Radio-controlled deformed model
Ref. ChoroBike RC RB02
PAGE 43
SUZUKI
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
PAGE 44
SUZUKI
Internet sites
General Suzuki sites
http://www.suzukicycles.org
Incredible source of information on all Suzuki models in English
http://ezwebz.com/gs-classic
Excellent technical site on the GS generation (and the GSX Katana !-) in German
http://www.gsresources.com
A lot of technical information on the GS generation in English
Katana sites
http://www.katanacentral.co.uk
The Katana Bible, very rich and big audience in English. Many ads and active forum.
Media, toys… sections and beautiful design!
http://www.katana-treff.de
Excellent site dedicated to the Katana in German. Technique, ads, media, very rich.
http://www.gsxkatana.de
Another 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.nl
The Dutch club (in Dutch)
http://www.katanaownersclub.de
The 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.uk
Enormous number of pictures on this site in English!
http://www.netquest.co.uk/katweb/index.htm
Katana 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 ;-)
PAGE 45