2018 - 2019 Suzuki GSX-S1000
Engine upgrades joined other improvements in the 2018 model year as Suzuki pushes to keep its sport-standard-sector momentum going with the GSX-S1000. The family tree branched yet again with the new-in-2018, blackout GSX-S1000Z and Suzuki dropped the “F” in favor of the “FZ” for last year. The family now has even more of what it takes to dominate the street with a Gixxer engine in a naked bike chassis.
2015 - 2018 Suzuki GSX-R750
Suzuki keeps improving and expanding its signature supersport series, and the 2020 GSX-R750 carries the torch first ignited by the original Gixxer 750 all the way back in 1984. Granted, the “late model” Gixxers dropped the steel frame in favor of aluminum, and the air-cooled engine has been replaced with a jacketed mill, but the overall mission for the bike remains the same: to provide the general public with the most race-ready production bike available for legal use on the street. Of course, the rest of the market has caught up to Suzuki and the supersport segment is flooded with similarly capable rides — and a good number of more capable sleds — though the most race-tastic of them are far more expensive than the $12K-ish GSX-R750.
2016 - 2020 Suzuki Hayabusa
It’s a Hayabusa. Is there really anything more to be said? Suzuki’s Gixxer 1,340 cc monster speed machine is back again for 2020. The ’Busa is one of the biggest sportbikes out there, so yeah, big and heavy; you don’t want to go slow for very long. Once at speed, the bike is in its element. Look up ’Stupidfast’ in the dictionary and you’ll find a picture of a Hayabusa.
2019 Suzuki GSX-R1000X
Suzuki’s GSX-R has long been synonymous with top-tier, street-legal race bikes, and the new-for-2019 GSX-R1000X looks to continue and improve on that reputation. This new “Gixxer” is built around Suzuki’s design trinity that’s succinctly broken down as “run, stop, and turn” to give the “X” more of what most folks look for in a sportbike. A new powerplant rides in an equally new frame to make the GSX-R1000X a unique machine that follows the natural progression of design from the GSX-R1000 model it replaces.
2019 Suzuki GSX-S1000FZ
Suzuki’s GSX-S family has always been about bringing sportbike performance to the commuter and touring market, and the 2019 GSX-S1000FZ looks to be Suzuki’s new flagship model in that particular stable. The “FZ” combines the beating heart from a Gixxer with top-end suspension and brakes in a slightly more relaxed package to put the “sport” back in sport-tourer. Suzuki finishes up with the two most common ride-quality/safety subsystems – TC and ABS – to make the FZ competitive on the world stage all the way around.
2020 Suzuki Katana
Suzuki reaches back all the way to the early ’80s for the design inspiration behind the new 2020 Katana GSX-S1000SM. The reinterpreted “samurai sword” serves as a sportier alternative to Suzuki’s GSX-S1000 platform for those who are looking for an everyday ride with roots. Modernized looks pair with a modernized drivetrain in an attempt to revive the line, and of course, it rocks the expected ride-quality adjustments that are nearly ubiquitous at this point even if they aren’t quite guaranteed in this genre.
2018 Suzuki GSX-R1000
Suzuki gave its iconic sportbike GSX-R1000 an overhaul in 2017 with a new liquid-cooled engine, a new frame, new ECM, new ride-by-wire throttle bodies and a host of other goodies to keep this ride current and relevant in its sixth generation. The engineers at the factory show their love for the GSX-R1000 by making it the most powerful and hardest accelerating Gixxer-with-a-single-R to date with a boost in horsepower that pushes the claimed figure up to 199 ponies at the shaft. Simultaneously, the engineers made the foundation both lighter and stronger so even more of the available power makes it to pavement. End result: more of what we expect from the Gixxer family.
2018 - 2019 Suzuki GSX250R
All-new in 2018, the GSX250R from Suzuki is set to enter the race to the bottom. Not the bottom of the stack, but the bottom of the displacement range with its 248 cc fuel-injected, liquid-cooled, parallel-twin engine. Suzuki jumps on the go-small-or-go-home bandwagon with a sportbike carrying all the genetic markers of the Katana family, and exactly what one would expect from one of the Big Four.
2018 Suzuki GSX-S125
While most eyes are on the battle for supremacy of the upper-displacement brackets, the fight between the flyweights rages on, and Suzuki’s newest weapon is its GSX-S125. Like the rest of the “Gixxess” family, it comes based on the “R” version but is stripped of its body panels to become a proper naked sportbike. The 124 cc powerplant stays within the A1 licensing envelope with 10.8 kW to serve as a true entry-level bike cum indoctrination piece capable of drawing in the very youngest riders, and that’s exactly how it’s set up; to be as rider-friendly as possible with a low curb weight of 133 kg and manageable, 785 mm seat height. Today I’m going to dig in a little deeper to see what all Suzuki has going on with this decidedly important little ride.
Continue reading for my review of the Suzuki GSX-S125.
2018 Suzuki GSX-R125
Suzuki doubles down in the worldwide race to the bottom with its newly-redesigned GSX-R125. This pocket-rocket carries the undeniable genetic markers and the typical, race-tastic visage associated with the family. Engine output falls just shy of 15 horsepower (11 kW) and displacement is just under the 125 cc mark as well, so British riders can use it on the road with just a CBT certificate. This is no accident, since indoctrination is best when started young, and only good things can come from instilling some brand loyalty right at the entry level. Sure, there are plenty of 125 cc two-wheelers out there, but many are cheap Chinese imports and the rest are scooters, so there’s definitely room in the market for a trainer bike with the name power and reputation of the Suzuki GSX-R family. Personally, I rather like these small-displacement sportbikes. Their simplicity is refreshing, and what they lack in top-end, they make up with handling which is where the fun is, anyway.
Continue reading for my review of the Suzuki GSX-R125.
2017 Suzuki GSX-R 1000/R
In a world where outright horsepower and straight-line speed hold centre stage, this Japanese brand’s Superbikes have always been the epitome of a reputation for being the most practical superbikes in all of its class respectively. There is no doubt regarding the fact that Suzuki has one of the most expansive and versatile lineups of superbikes and high capacity motorcycles in the country and have become a serious conscience for sportbikes in the country.
Of all that we have, the 2001 entry kid GSX-R1000 is regarded as one of the most usable supersport bikes on sale in the two-wheeler market, which is tamable effectively by both the amateur as well as seasonal bikers. Launched to the world almost three decades ago, the GSX-R 1000 has humbled more than a million customers and has single-handedly transformed the open sportbike class constantly. People soon called it The King of Sportbikes. Then competition happened and it soon lost the throne to the other European and Japanese lords.
Suzuki has regularly managed to update the GSX-R1000 time and again with a series of minimal cosmetic and mechanical upgrades. For this 6th generation, however, the folks at Suzuki are determined to restore the GSX-R1000 to its throne and become the top performing motorcycle to the world to see. Built by engineers with years of experience and dominations in production-based Superbike, Superstock and Endurance races worldwide, and most importantly the WSBK MotoGP technology, the 2017 GSX-R 1000 is touted to become the most compact, the most aerodynamic and the best-handling GSX-R 1000 ever. Let’s have a look at this new King:
Suzuki launched a legacy when it introduced the world to the GSX-R750 back in 1985, and the factory has added to that family tree with the release of the new-in-2016 GSX-S1000, and built upon it once again in 2017 with the GSX-S1000, the ABS-equipped version of same, and the S1000F. Consider this bike the street-wise cousin to the more race-centric GSX-R range.
The GSX-S1000 does more than bear a passing familial resemblance however, it actually shares parts and technology with its MotoGP relative, including the 999 cc engine used in the GSX-R1000. Set up for street domination, this bike proves that the GSX legacy is alive and well.
Continue reading for the my review of the Suzuki GSX-S1000, GSX-S1000 ABS, and GSX-S1000F.
Suzuki brings streetbike styling to the entry-level market with its GW250 family— also known as the GSR250 in Japan, and the Inazuma 250 in the EU. Displacement, weight and complexity is kept low, making it very user-friendly and a good trainer for folks inclined to go the naked/streetfighter/sportbike route when — or if — they upgrade.
Priced near the bottom of the spectrum, the GW250 is worth a look for folks unsure if the two-wheel life is for them or not, and with a price tag just over four grand this rides qualifies as a financially low-risk test vehicle for an exploratory foray into the wind. It’s also a good commuter since the small engine will get you a break on insurance in most states.
Since nearly every sportbike manufacturer has a comparable model — to include the rest of the “Big Four” in Japan — pressure is high on Suzuki to deliver because brand loyalty developed early on has a tendency to stick.
Continue reading for my review of the Suzuki GW250.
The GSX-R1000 has been around for a minute, since it replaced the GSX-R1100 back in ’01 in fact, and 2016 sees the release of a total of three Gixxer 1000s with the GSX-R1000, the ABS version and the Commemorative model up for grabs. I’ve had an appreciation for Gixxers ever since I scared myself on one back in ’94, and the fact that Suzuki has managed to keep the family relevant for so long makes me appreciate it even more.
Buyer enthusiasm for race bikes is starting to wane a bit in favor of some of the more naked, streetwise machines, but Suzuki doesn’t let that dissuade them as they push right ahead with their flagship production racebike. Join me while I take a look at what Suzuki has going on with this latest effort to keep things going with the venerable Gixxer line.
Continue reading for my review of the Suzuki GSX-R1000.
Suzuki made waves around the world when it released its original GSX-R back in the mid ’80s. Essentially, it was a street-legal race bike built on the proven GSX platform that came out in 1980, and it was a big hit with the motorcycling masses. In 2015, the GSX offspring carried on the family name with the race-centric GSX-R range, and the more street-errific GSX-S models. While the gixxers are true sportbikes, Suzuki bills the GSX-S as a “standard” motorcycle within the Universal Japanese Motorcycle (UJM) category, and tunes it specifically for dedicated street use.
If you think that makes this a “de-tuned” bike, I invite you to grab a fistful of throttle and get back to me. The engine runs a more street-friendly cam, and has some modifications to the intake and exhaust tracts, but it’s essentially the same mill Suzuki uses to power the GSX-R750 range. Not a bad place to start, if you ask me.
Today I want to take a look at the GSX-S750 and GSX-S750Z. Suzuki carried the S750 into 2016 with naught but a difference in paint selection to choose between the years, but the “Z” version won’t see any new units in the coming year.
Continue reading for my review of the Suzuki GSX-S750 and GSX-S750Z.
A lightweight chassis featuring a compact wheelbase and race-developed suspension. A compact, powerful 4-cylinder engine delivering a real-world demonstration of advanced race-proven technology. The GSX-R600 - designed to be The Top Performer in its class, a total package designed to Own the Racetrack.
Continue reading for more information on the Suzuki GSX-R600 Moto GP.
Born On The Track. Raised On The Street.
Experience the futuristic combination of leading technology, cutting edge style and outstanding performance. Designed with the competitive spirit of the GSX-R750, the NEW 2015 GSX-S750ZA has the power plant of the GSX-R750 with comfort and versatile riding in its sights. With a powerful 749cm3 four cylinder fuel-injection engine combined with 145mm of ground clearance and ABS brakes*, no road will ever hold you back from full throttle (...)
Suzuki product planner Tomohisa Ichimaru explained that his group wanted to build a bike with "big bike" power and performance but easy to maneuver and comfortable to ride. They wanted smooth performance at low-to-mid range for touring, while maintaining the free-revving nature at high rpm. Having owned a previous-generation V-Strom 650, Tomohisa went into the project with the experience of a long-distance touring rider. He brought with him ideas on how to improve the next generation from both an engineering standpoint and from a rider’s point of view. For the 2015 model year, Tomohisa and the folks at Suzuki bring you the V-Strom 1000 Sport, available outside the U.S. market.
Continue reading for my review of the 2015 Suzuki V-Strom 1000 Sport.
Launched in the late 1980s, the "Bandit’ series earned a reputation early on as a ’hooligan’ bike. More recently, however, the series has taken on a more respectable look and feel that brings it in line with sport-tourers and street bikes. Reintroduced for 2016, the Bandit GSF1250S from Suzuki has a new sculpted half-fairing — denoted by the "S" in the model number — that envelopes the radiator shrouds. A vent in front below the headlight smooths airflow over and around the rider and passenger for less wind buffeting and noise, affording you a ride with refined styling and attention to comfort.
Continue reading for my review of the 2016 Suzuki Bandit 1250S.
Thanks to its aerodynamic style, strong engine and agile handling, the Suzuki SV650S is capable to reward you with an unforgivable riding experience every time you jump on its saddle.
As far as power is concerned, the Suzuki SV650S is equipped with a 645 cc, 4 stroke, 2 cylinder, liquid-cooled, DOHC, 90° degree V-twin engine which is mated to a six speed constant mesh transmission. The engine cranks out a maximum power of 53.00kW (71.00hp) at 9000 rpm and 64.00 Nm (47.00lb.Ft) of torque at 7200rpm.
The engine is housed by an innovative aluminium-truss frame, formed with high vacuum casting technology. You also get a 17.0 liters fuel tank, front and rear disc brakes and preload adjustable suspension.
The Suzuki SV650S is offered with a starting price of €6.000 and is available with white and black paint jobs.
Hit the jump for more information on the Suzuki SV650S.
The new Suzuki Hayabusa is one of the fastest motorcycles from the streets and it offers a perfect combination of speed and maneuverability.
The motorcycle is propelled by a 1340 cc, 4-stroke, 4-cylinder, liquid cooled, DOHC engine which rewards you with a maximum power of145.00kW (194 hp) at 9500rpm and 155 Nm of torque at 7200 rpm. All this power is kept under control by a six speed constant mesh transmission with slipper clutch.
The stopping power is handled by a Brembo Monobloc high-performance calipers and an Antilock Brake System.
The ride quality is kept in leash by fully adjustable KYB inverted front forks which Diamond Like Coating surface treatment on the fork tubes. At the rear there is a link type coil spring suspension.
The Suzuki New Hayabusa ABS can be yours for no less than €13.653.
Hit the jump for more information on the Suzuki New Hayabusa ABS.