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.
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 continues strong in the adventure market for 2016 with the V Strom family. The 1000 and 1000 Adventure share the stable with their 650 cc counterparts for fun on-road and off-road in grand touring style.
If you’re looking at an adventure bike for the first time, understand that this isn’t a sport bike with off-road capabilities. Don’t look at that 1000 cc engine and get a chubby like you would with a crotch rocket. These V Strom 1000s are adventure bikes – tall seat, tall tank and suspension squishier than a street bike, but not as much travel as a proper off-road bike. Is that a bad thing? No, as long as you know what you’re looking at.
Continue reading for my review of the Suzuki V Strom 1000 and V Strom 1000 Adventure.
Around since 2004, the V-Strom 650 launched its second generation in 2012. For 2016, it carries forward in a class of mid-weight sport-tourers offering a standard riding posture for long-distance comfort.
With the introduction of the 650XT in 2015, the V-Strom keeps a toe in the adventure pool, having lost the 650 Adventure in 2016. The base model V-Strom 650 is adaptable for whatever you want to do, be it a little adventure touring, commuting or even a little bar-hop cruising.
Continue reading for my review of the Suzuki V-Strom 650 and V-Strom 650XT.
The spirit of adventure beckons you to new destinations. To new sights, sounds and sensations. The V-Strom 650 ABS is built to get you there with more enjoyment and excitement, in greater comfort. Time for real adventures.
The V-Strom 650 ABS EXP builds on the comfort, flexibility and performance of the standard model with Aluminum Side Cases & Top Case, Vario Windshield, Engine Guard, Under Cowling and Hand Guards. This unrivaled combination of performance, specifications and value provide what’s needed for high mileage, two-up adventure touring.
*The ABS is a supplemental device for brake operation, not a device for shortening stopping distance. Always remember to reduce speed sufficiently before approaching curves.
Continue reading for more information on the Suzuki V-Strom 650 ABS EXP.
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.
One of the most talked-about motorcycle concepts in recent memory could be coming to the market after it was revealed that Suzuki had just filed trademarks to the name “Recursion” in both the US and European markets. Now this doesn’t automatically mean that the Suzuki Recusion will arrive in the market, but it does open the door on the possibility that Suzuki could very well be thinking of doing just that.
Suzuki hasn’t officially confirmed or denied speculation about a production version of the Recursion. It’s just that it’s easy to get excited over news like this one. Besides, a planned production model of the Recursion Concept falls right in line with the growing trend among motorcycle companies who are shifting more and more into forced induction models in a bid to attract more buyers who prefer smaller but more powerful machines. Kawasaki’s already there, having released a handful of new bikes that fit in that mold, including the 300-horsepower Ninja H2R and its less powerful, street version, the Ninja H2. Even Honda is reportedly concocting a special blend of turbochargers and superchargers in its R&D facilities.
Should Suzuki follow down this road, there’s really no better candidate to banner its entry into the forced-induction motorcycle segment than a production version of the Recursion. Those trademark filings could very well be the first step in that direction.
Continue reading to learn more about the future of the Suzuki Recursion Concept.
With its 2015 GW250Z, Suzuki promises, "big bike style, small bike price." Unfortunately, what they don’t say is that it’s also small bike performance. Is that a bad thing? Maybe not. It all depends on what you’re looking for. The GW250Z has that fairing-less, almost naked-bike style that might appeal to your pragmatic side. If you’re looking for a starter bike that you know you’ll eventually outgrow or if you want a lightweight bike for short commutes, this could be your ticket.
Continue reading for my review of the Suzuki GW250Z.
Lightweight cruisers have always been a staple in Suzuki’s motorcycle lineup, as shown by the longevity of the Boulevard S40, even if it didn’t always carry that name.
When Suzuki began building lightweight cruisers in the mid 80’s, the bike was christened with the name “Savage.” That name lasted until 2004 when Suzuki decided to give it a clean slate. Part of that clean slate was renaming the bike, which of course led to it now being called the Boulevard S40.
Whatever name it goes by, the Boulevard S40 has stood the test of time, largely because it gave customers a chance to experience multiple styling and handling segments in just one bike.
In a lot of ways, the Boulevard S40 carried that versatility with it proudly. Some folks refer to it as an entry-level cruiser, and while its lightweight characteristics does lend some fact to that belief, the Boulevard S40 also has that classic retro Americana look that fits right in with those hulking cruisers of yesteryear.
Performance-wise, it’s not the fastest and most powerful bike in the world. Far from it, really. But what it lacks in power, it more than makes up for in a lot of things.
Click “continue reading” to read more about the Suzuki Boulevard S40.