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Suzuki GSX 750F Katana
Though outflashed by the new-wave hundred horsepower hotshots, Suzuki's 750
Katana is still a hell of a bike. A "brief, brisk" look at one of the most
impressive four-cylinder sportsters around. Not surprisingly, Suzuki has stuck with the winning formula and the "85 model is scarcely changed; in fact the revamp is entirely cosmetic, confined to paintwork, the addition of a fuel gauge, and finish. A rich grey replaces the "almost-white" of the '84 model and those whose sensitivities were offended by the liberal spreadings of gold will be heartened to hear that most has been discarded. The SF's frame is conservatively black, while the left and right engine cases and rocker cover have returned to the traditional polished alloy finish. The wheels and calipers are all that's left of Suzukis "golden" period. Also making a welcome disappearance are the fairing-mounted stickers which extolled the SF's sporting prowess — not a bad move either! Aside from these alterations our bike was identical to the one we tested last November, so rather than rehash the revelations of the full test we'll make this one brisk, and brief. As the Katana was, until recently, the top-line 750 from the Suzuki stable, the suspension, frame and motor still have a lot to offer.
No plunge! Rear suspension is also top-notch. Suzuki's Full-Floater set-ups have always been impressive and the Katana's is no exception. The smoth progressive action and beaut compliance do a great deal to encourage comfort and surefootedness. An easily accessible preload adjuster is a fine finishing touch. Other sports-orientated features include the compulsory 16-inch front wheel which were considered gung-ho a few years back are now consigned tothe depths of normality. Much the same can be said of the frame, the only distinctive feature of which is that curious mix of box-section steel in the exposed areas and oval section elsewhere. Otherwise it's a pretty ordinary double cradle item which is not left wanting in strength or rigidity. Like the frame, the motor wouldn't give the diehard high-tech hotshot much to shout about as it's basically quite similar to the original GSX750's engine. Admittedly the transition over the years has included a healthy bit of dieting and numerous changes to cams, valves, engine cases, carburettors and so on, but it's still an air-cooled in-line four with double overhead camshafts. Twin Swirl Combustion Chambers and tour valves per cylinder. Of course power output has grown over the years and the new Katana boasts 66.2 kW, a great improvement over the original version's 60.4 kW.
On the pace
Other facets of the bike's handling are equally impressive. Steering is quick
yet precise at all speeds. Only some low-speed self-steering removes it from the
realms of perfection. Cornering clearance is more than ample, high-speed
stability excellent and overall behaviour over smooth surfaces impeccable. Of
course the 16-inch front wheel gremlins surface but happily the Katana is not
severely affected. The bike isn't the best in this regard (the GPz-R is) but
it's a shade better than the CBX750 and a whole lot less unsettling than some
others such as the VF750. VF1000 and FJ1100. to name but a few.
Refinement has always been part of Suzuki's game and the Katana reflects this
in many ways. The motor is basically buzz-free, the transmission is smooth while
paintwork and finish are typically superb. The pop-up headlight is a bobby
dazzler and comfort is above average by virtue of the good seat and compliant
rear suspension. In its intended sphere of operation the Katana can fang it with the best. Steering precision and high-speed stability may not quite reach the exalted levels of the GPz but the Katana is almost as good and much easier to pilot in tight going where its low weight Is a telling factor.
Whether the bike is the best 750 around at present is a difficult one. The GSX
is not the quickest or fastest and overall the handling, though excellent is
degrees behind the GPz750R kWaka. But there's not much in it. and the Suzuki is
almost S600 cheaper. In these inflation-ridden days, that's more than enough to
move it close to the top of the class.
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Any corrections or more information on these motorcycles will be kindly appreciated. |