2019 Katana test: new fit for the Suzuki maxiroadster
Suzuki is making a daring bet on the roadster segment in 2019 by launching a new Katana. A motorcycle based on the underrated GSX-S1000, with the cult name but with a contested look. Site was able to try it in Japan and two months before its release in France. Banzai !
Katana 2019 test page 3: Technical point
Like Suzuki, which mainly copied and pasted the mechanics of the GSX-S1000 directly to the 2019 Katana, Site can largely take up the technical point developed at the release of the maxiroadster in 2012. You have to be knowledgeable to spot the rare differences…
Engine
The GSX-S1000 The 2019 Katana is powered by the liquid-cooled inline 4-cylinder of the Suzuki GSX-R1000 generation "2005-2008" (K5 / K8 for the initiated). Cubing 999 cc, this engine with double overhead camshaft gets its generous torque (108 Nm) from its rather large stroke (59 mm) compared to the diameter of the pistons (74.5 mm bore).
This high stroke – for a sports bike – stands out all the more as the current blocks are designed more and more "super square" (51.1 mm of stroke for the GSX-R1000 2017 for example), in order to develop the maximum number of horses at very high speeds.
In addition to the "trunk" that this confers, these old-fashioned dimensions have the advantage of being able to use compact combustion chambers. In return, the inertia is more pronounced, with the acceleration as with the deceleration. The key: from the "engine brake" to the gas cut, which is practically devoid of the "modern" 4-legged. Even if it means sacrificing a little flavor and pleasure in the context of road use…
Compared to the original block, the roadster engine receives several modifications aimed at promoting its low and mid-range revivals. Thus, it is "deflated" from 178 ch on the "Gex" to 150 ch on the Katana in order to offer more sensations on the road..
The admission is notably reworked by means of a specific injection and a new "air box / air filter" assembly. The filter is also equipped with a guide in the form of a plate which helps to better channel the air and improve the flow of fresh air.
On the other hand, the 44 mm injection bodies receive injectors with 10 slightly elongated holes for better atomization of the mixture (good for performance and consumption). The Katana’s engine retains the second injection rail introduced on the sports car (in the intake duct), a solution which notably improves filling at mid-speed.
The cams adopt a less aggressive profile for more mechanical "roundness", while the titanium valves of the Superbike are replaced by steel elements, admittedly heavier but also less expensive. In terms of savings, the Katana also ignores the anti-dribble clutch on the sport…
New pistons, announced "lighter by 3%", appear on the roadster. In accordance with the decrease in maximum power, the compression ratio decreases from 12.5 to 12.2: 1, while iridium spark plugs are adopted. The advantage of these lies in their better efficiency, but they also cost more to replace….
The last area traditionally reviewed during this type of transformation: the escapement. This is a 4-in-2-in-1 developed for the GSX-S1000 Katana, both for looks and efficiency issues but also for sound. A valve is even installed precisely for this purpose. Gas balancing tubes are also present between the manifolds to optimize mid-range.
The essential plenum chamber is placed under the engine and a catalyst completes bringing the assembly up to current anti-pollution standards (Euro 3 Euro 4). This implies that Suzuki will have to review its system fairly quickly to adapt it to standards. Euro 4 Euro 5 (!), Required at European level from 2020 !
Last differences between the engine of the GSX-R and that of the GSX-S / Katana: the cooling radiator, of very curved shape, is unheard of on the roadster, while a "water-oil" type exchanger is installed . On the sports car, this device responsible for cooling the engine oil worked with air. According to Suzuki, this choice would have saved space to house the new manifold, a little more voluminous..
Finally, the cylinders retain the in-house "Suzuki Composite Electrochemical Material" surface treatment which aims to reduce internal friction. In view of the always positive feedback on Gex engines, this SCEM seems rather effective !
The service interval is set at 12,000 km, which is the standard on Suzuki from 2015 – with the exception of GSX-Rs – thanks to the generalization of "manufacturing processes and new materials" making it possible to lengthen the engine overhaul intervals, says Suzuki France.
On the Katana, the engine manufacturers have modified the part on which the throttle cable winds: perfectly round on the GSX-S1000, it is slightly flattened on the first degrees of opening on the Katana in order to make the acceleration "more gradual. "… and slightly less bumpy on the go-around? Also, a little.
Cycle part
Unlike some of its competitors, Suzuki did not content itself with reinstalling the chassis of its sports car in its roadster: the Hamamatsu coat of arms developed a new frame for its GSX-S1000 (and taken over by the Katana) , perimeter type in aluminum.
One of its peculiarities is that its upper upright descends directly from the steering column to the pivot of the swingarm in order to jointly gain rigidity and lightness. According to Suzuki, the chassis of the Katana would also be lighter than that of the GSX-R1000 "K2" from which it is visually inspired..
The aluminum swingarm with a very sturdy appearance, openwork on the left and "banana" shape on the right, is in turn directly from the 2016 generation (so 2012, 2009 and 2007!) Of the Superbike. In terms of equipment, the Katana inherits a Kayaba inverted fork of 43 mm at the sheaths gold anodized black.
Adjustable in preload, compression and rebound, this fork accommodates at its feet one-piece radial callipers from Brembo (the same as the Gex K9), associated with 310mm floating discs. Too bad that braided hoses are not also on the program…
At the rear, a mono-shock absorber mounted on rods, adjustable in preload and rebound – only, no compression – provides damping. A single 250mm rear disc is bitten by a third single-piston Brembo caliper.
The cast aluminum rims are six spokes and accommodate tires developed jointly with Dunlop: the Sportsmart D214 of the GSX-S1000 are replaced by the all new RoadSport II, in 120/70/17 and 190/50/17 always.
Electronic
The Katana is equipped with an anti-skid which can be deactivated. This traction control is continuously informed by five sensors: one on each wheel which measures the speed, one at the gearbox, another at the crankshaft and one placed on the accelerator..
Thanks to the data collected every 4 milliseconds, the "electronic brain" detects the slightest start to slip by the rear wheel by comparing its speed with that of the front wheel and taking into account the engine speed, the gear engaged, etc..
It is however devoid of tilt sensors (the famous IMU appeared on Superbikes and adopted by more and more roadsters or trails), which makes it less "thin" than the most elaborate systems in certain situations, in particular. on the corner. When the slip is detected, its ECU intervenes on the power by modifying the ignition advance, then, if that is not enough, by reducing the air supply via the intake..
This traction control can be configured on three levels from the left stalk by cutting the throttle, when stationary or while driving. The first threshold (1) corresponds to the minimum level of sensitivity and intervention, the second (2) proves to be moderately intrusive and the third (3) is the most reactive. To be reserved for difficult driving conditions (rain, slippery roads).
In accordance with its neo-retro look, the Katana does not receive riding modes, these different injection maps selectable on the handlebars that Suzuki had just introduced for the first time on a production motorcycle with the GSX-R1000 2005. The Katana however receives a mandatory ABS (Bosch) which measures the speed of the wheels "50 times" at each revolution.
The Suzuki roadster retains the simplified electronic start function: an "Easy Start System" which allows the engine to be started by only briefly pressing the start button. The motorcycle automatically takes care of stopping the starter once the 4-cylinder is awakened. There is also no need to disengage the clutch, provided of course that you are in neutral.
Finally, the Katana differs from the GSX-S1000 by its 100% digital instrumentation. Everything is there: speed, engine speed – not the most readable -, gear indicator light, DTC level, fuel gauge, odometer, partial trips, average and instantaneous consumption, remaining range, time, engine temperature, battery voltage and even a stopwatch.
A small animation welcomes the pilot at each start: the Suzuki logo – sliced! – then the Katana emblem give way to the information that can be scrolled by means of the left stalk (the same as on the "Gexesse").
Site just regrets that the Hamamatsu firm has not equipped its high-end roadster with a color screen and better definition. MNC did not dare ask if this was a last nod to the 80s and the first video games…
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