With a glance at the DR650S from Suzuki and you might just dismiss it as an enduro bike. That would be doing it an injustice. It’s really a basic adventure bike that will get you off the pavement and into the woods with perhaps more gumption than a real adventure bike.
It’s not the most attractive bike in the stable, though it’s small and scrappy and so much fun to ride. With it priced so affordably, dropping it isn’t a tragic as it would be otherwise and it’s lightweight enough that you can pick it up and keep going.
Continue reading for my review of the Suzuki DR650S.
Cruisers and touring bikes go hand in hand for that relaxed, comfortable ride you get. The Boulevard C90T from Suzuki — absent for 2014, but back in 2015 - is the touring version of the C90 that was dropped after the 2013 model year, though the C90 B.O.S.S. is still going strong in 2017.
Leather-look — not real leather, just leather textured — hard saddlebags and an ample windscreen give the C90T that "I’m ready for the road" look. Is it ready for the road? I wanted to see if, in fact, the "T" in C90T really does mean "touring."
Continue reading for my review of the Suzuki Boulevard C90T.
There can be no doubt that the American cruiser market is heating up, and Suzuki looks to capitalize on that class popularity with its Boulevard C90 Blacked-Out Special Suzuki (B.O.S.S.) model. Suzuki has some fairly stiff competition from the domestic sector; Harley-Davidson takes the lions share with Indian emerging as a threat from behind. Now, Suzuki makes a good product but it is up against made-in-the-U.S.A. brands that are already well-entrenched. Let’s take a look at what Suzuki is doing to maintain a foothold with the U.S. buyers.
Continue reading for my review of the Suzuki Boulevard C90 B.O.S.S.
Suzuki released its Boulevard C50 brothers together for the third consecutive year after the C50 cruiser took a one-year hiatus in 2014. The reunited siblings carry the ’15 designs straight into 2017, so the pair still serve as Suzuki’s mid-size cruiser/weekend tour bike. Sure, the engine is a trifle on the small side, but the Boulevard S40 takes the bottom slot with its 652 cc thumper engine, which necessarily pushes the C50 up a notch in the pecking order as it were. Competition is as hot as ever as the Japanese manufacturers battle for a slice of the American metric-cruiser market, and the Boulevard range from bottom to top is built specifically for that purpose. Join me while I check out Suzuki’s weapon of choice.
Continue reading for my review of the Suzuki Boulevard C50 and Boulevard C50T.
Do you ever wonder why folks tend to consider the music that was popular when they were teens and early adults as "their music?" Similarly, people tend to freeze their fashion sense at some early-adult stage in life. Fashion, like music, comes in cycles; so whatever we like, if we wait long enough, it comes back in style. The same could be said for what folks gravitate toward when deciding what looks stylish when picking what they drive or ride. Around the turn of the century, the cruiser style had evolved into fat tires, lots of chrome, wide bodies and pegs out front to give you that almost slouched, relaxed riding posture. Since then, cruiser style has cycled back to "old school" — they’ve lost some weight and slimmed down, creating a low and lean version of a sport look. If your vision of what a cruiser should be is stuck in the fat tires and wide body — think of it as "old new-school" — you might want to look at the Suzuki Boulevard M90.
Continue reading for my review of the Suzuki Boulevard M90.
Suzuki keeps improving and expanding its signature supersport series, and the 2017 GSX-R carries the torch first ignited by the original Jixxer 750 all the way back in 1984 (or ’85 if you count when it actually was made available for purchase). Granted, the “late model” Jixxers 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 one could get 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-R 750. I’ve always had a great deal of respect for the Jixxer family ever since I scared the bejeezus out of myself on one, and I always look forward to revisiting the range, so let’s get to it.
Continue reacing for my review of the Suzuki GSX-R750.
Largely carry-overs from previous years, the Burgmans in Suzuki’s dwindling 2017 lineup — called Skywave in Japan — consists of the 200 and the 650 Executive. Missing is the Burgman 125 available outside the U.S. market and the Burgman 400 not brought forward for 2017.
Styled for classy good looks and a certain amount of sophistication, the Burgmans present a scooter that demands to be taken seriously in an otherwise wild spirit or retro-style scooter market.
Continue reading for my review of the Suzuki Burgman 200, 400 and 650 Executive.
A carryover from 2014, the Burgman 200 available from Suzuki for 2017 remains that awesome around-town ride or a super-scoot up the highway. With plenty of roll-on even at highway speeds, good fuel economy and a suspension that’s more motorcycle than scooter, the Burgman 200 takes daily commutes in stride. The low center of gravity gives it responsive handling, giving you a surprisingly powerful ride for such a small scooter.
Continue reading for my review of the Suzuki Burgman 200.
The Suzuki GSX-R made a splash all the way back in 1985, and quickly became a motorcycle-household name, complete with a smooth nickname that just rolls right off the tongue. Since then, the Gixxer has been in continuous production over a wide range of engine sizes, and has even been supplemented by the similar, but more street-friendly, GSX-S range.
Introduced in 1992, the GSX-R600 has been in almost continuous production with a brief hiatus from ’94 through ’96, and it continues its legacy into the 2016 model year (so far). Today I want to take a look at what Suzuki has done to keep this long-running family viable and competitive against its many adversaries on both track and street.
Continue reading for my review of the Suzuki GSX-R600.
Pitting the fuel-injection fans against the carburetor fans, we score a point for the latter with the DR-Z400S and DR-Z400SM from Suzuki. Fuel injection hasn’t yet made an appearance in any of Suzuki’s 2017 dual-sport lineup, which is a good thing or a bad thing, depending on which side of the fence you’re on.
Sharing the same engine as the 500EXC from KTM, the DR-Zs come on a different chassis with progressive-link rear suspension. The “SM” — the SuperMoto of the family — and the “S” feature a six-liter air box with quick-release fasteners trouble-free access to the air filter and special low profile mirrors that rotate hoping to avoid damage, both are pluses when you’re playing in the dirt.
Continue reading for more information on the Suzuki DR-Z400S and DR-Z400SM.
I’ve seen ever-increasing numbers of Hayabusas around town (hard to miss ’em), and while I can plainly see the aesthetic appeal, I never really gave one a proper look-see. All that changed last night while I was at the pool hall and had a chance encounter with a proud ’Busa owner who was only too happy to go on (and on) about his ride. (This guy could have a real future in sales, know what I’m sayin’?)
Prompted by his enthusiasm, I took a real good look at the GSX 1300R “Hayabusa” from Suzuki and I was not disappointed. Once I delved into the details I could see that the ’Busa isn’t just another pretty face; there is a real monster hidden beneath its elegant façade. I’m not sure how it stayed off my radar for this long, so join me while I rectify the situation.
(Continue reading for my review of the Suzuki Hayabusa.
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.