THE roaring success for Suzuki of the Katana line can be put down to one reason — that bold, unique styling. So distinctive is the Kalana profile that the breed would have sold well with a James Watt steam engine for power, a boat anchor for brakes and a rubberised frame. To some it looks like a humped-back grasshopper, to others it embodies the spirit of motorcycling, but there is little disagreement on one point. A Katana looks like it's going fast, even at a crawl — and that sells bikes.

Aside from the styling. Kalanas until now have had some other distinctive characteristics. The race-style riding position demanded a real stretch to the bars, the wrists took a good amount of body weight and tall riders would find the legs bent at an uncomfortably acute angle. A firm seat and harsh suspension ensured that you were treated to a fair amount of pounding from every direction. But still this is part of the Katana appeal — it is a macho bike in a very real sense.

Considering the tradition of the breed we were interested to see whether the new GSX750SE carried on in the same vein. The styling, although obviously Katanaesque gave an indication that perhaps there was something different in store. The aggressive lines of the earlier models have been mellowed to produce a package with greater universal appeal. The long, sloping nose of the frame-mounted fairing gives the bike that Katana arrogance, but overall the lines are cleaner and smoother. It looks more refined, and it is.

Throwing a leg over the saddle demonstrates that much more than the styling has been softened. The seat is lower, the handlebars higher, the stretch to the bars and bend at the knees are gone. Ride comfort has been improved immensely. The racer crouch has been replaced by a more relaxed posture very much like the riding position of the 'conventional" GSX750EFE. There's a trace of weight on the wrists at town speeds but that's all it is — a trace. Rider comfort has risen dramatically without compromising any other aspects.

Looking more closely, it's not at all surprising that the new Katana is so much different from earlier models. The bike has been the subject of a very comprehensive redesign, to the extent that the SE is more a Katana-styted GSX750 than a derivative of the original 750 Katana. The frame is the EFE ESD mixture of rectangular and oval section steel, the twin strut rear end has given way to a Full Floater system, the front end sports Suzuki's new Posi-Oamp forks and a 16-inch wheel, while the brakes are now the twin piston fixed caliper type. The motor is based on that used on the standard 750, but has some slight tweaks to give it a little more power. Weight has

been dropped from 228 kg ('82 Katana) to a petite 212 kg, making the new model the lightest member of the four-cylinder 750 cm³ sportster class.

Modifications to jetting, camshafts and airbox have lead to the power increase over the EFE, the Katana producing a claimed maximum of 66.2 kW at 9500 rpm against the EFE's peak of 63.3 kW. This is not quite up to the Honda CBX750's 669 kW. but it's the equal of the VF750 and is a couple of kilowatts up on Kawasaki s GPz750 and Yamaha's XJ750.

On the dyno the truth comes out. In terms of rear wheel power, the Katana. with a peak of 50.8 kW at 9500 rpm, has been pipped by the CBX (51.2 kW) but is slightly more powerful than the VF (49.2 kW) and the GPz (48.5 kW). It has an even better edge on the XJ (47.5 kW} and the last GSX we dyno-tested; the 1983 ESD with 47.3 kW.

So, in terms of peak power the new Katana is right up there with the best of them. It has a superb top end which means that once the tacho needle swings past 7500 rpm the fireworks are unleashed. There'd be little difference on the road betweek King CBX and the new contender and although we didn't have the opportunity for a head-lo-head confrontation, the sligh

Suzuki would al least match and possibly even outaccelerate the Honda at road speeds between 140 and 190 km/h. On the other hand the Honda, with its taller gearing and slightly greater power output, will stretch out to a higher top speed — 220 km/h versus 206 km/h — but as (ar as point-to-point fanging goes there would be precious little difference.)

Apart from being a bit stronger at low revs, the new Suzuki shows a great similarity to the Honda right through the range, with a brisk but not overly exciting midrange and a boomer of a top end. Roll on acceleration is OK from 4000 rpm, good from 6000 rpm and excellent above 7500 rpm. Quick overtaking manoeuvres from road speeds below 120 knvh do require a downshift or two but Irom 140 km/h and above there's rarely any need for the left foot shuffle.

The new motor feels quite different from its predecessor in several ways. It spins more freely and is smoother as well. At low engine speeds (below 4000 rpm) the solidly mounted motor is silky smooth and provides the vibration-free attributes of the rubber-mounted GPz engine. There is a broad band of midrange buzz extending from 5000 to 7000 rpm which peaks al around 6500 rpm {140 km/h in top) but the intensity is low and cruising at the roughest engine speeds is not in the least bothersome. Above 7000 rpm the vibes die down again and at redline the motor is surprisingly calm.

The refinement doesn't stop here. In true Suzuki fashion it starts readily, needs little warmup, is mechanically quiet (for an air-cooled four) and well muffled. It's a very civilised package and without a doubt the best of any GSX750 to date. The good news doesn't stop here, as the appetite for fuel is quite miserly, varying from 20.2 km/titre at a moderate highway pace to 15.2 km'litre during thorough thrashing. Around town about 17.6 km/litre is the norm. The economy is as good as the GPz and better than any of the other 750 fours. With the 21-Hire tank the bike can run to almost 400 km if ridden patiently.

Suzukis have traditionally rated highly in the quality of the transmission system and the new Katana is no exception. The gearbox offers short, sharp and positive shifting while the drivetrain freeplay is well' controlled. The spread of ratios is well matched to the motor's power characteristics and since the Katana runs just past the maximum power revs in top (to 9800 rpm) you could say the overall gearing is close to spot on.

Not so squishy clutch

Joining the current trend, Suzuki has fitted an hydraulic clutch, which — typical of the breed — combines a very smooth and progressive action with a narrow takeup zone. This can take some getting used to if you're accustomed to cable-actuated varieties but the SE has enough low rpm power to allow trouble-free takeofts without too much slip.

In the frame, suspension and braking departments the bike has gained most of the components in the current Suzuki inventory. The double cradle frame is shared with the EFE, as is the 16-inch front wheel, but numerous changes have occurred in other areas. The rear suspension linkages have been revised; fork rake and trail plus wheelbase have all been increased (27.2 to 29.4 degrees. 105 to 112 mm and 1500 to 1510 mm respectively); and the front forks are progressively damped and now offer four rather than two spring preload settings. Strangely, the rear suspension unit has lost its rebound damping adjustability but at least the excellent remote hydraulic preload adjustment mechanism has been retained.

These changes have conspired to produce a motorcycle which handles better than the standard GSX750 in a number of ways. The alterations in geometry have slowed the steering a little; as a result the Katana doesn't display the twitchiness of the earlier small front wheeled GSX750S while high speed stability has been improved almost to CBX standard. Some, but not all, of the low speed self-steering has been removed in the revamp.

Don't get the idea that the bigger numbers in the front end have dramatically slowed the steering, however. The Katana responds very quickly to rider input at any speed, making it delightfully easy to change line or correct a mid-corner blunder. Through the tight stuff the agility and lightness of the bike were well received and the only obstacle to hard charging was the poor standard rubber, fl was very difficult to explore the limits of cornering clearance with confidence and that's unusual. Of late standard rubber at its best has generally been beyond criticism; this may have been on example of the inconsistent quality which seems to still affect even the most respected tyre manufacturers.

Apart from the tyres the SE has all the attributes of a great sportster, offering agility, fine steering and top rate roadholding over the smooth and the rough. Sure, there's a tendency for the front end to get a tittle excitable over bumps but the Katana joins a select group in which this behaviour never reaches desperation levels. Fun with finesse just about sums it up.

Limo-style Kalana?

The suspension probably represents the area of greatest divergence from previous Katanas. Harshness has been replaced by plushness. Up front the new forks have a quite soft action initially but unlike others (notably Yamaha's) which are just plain flimsy, the Suzuki's forks firm up noticeably in the last hall of the stroke. This is what progressively damped forks are all about. The Katana forks have balance, being beautifully compliant over slightly rough patches and not overly harsh over any type of horrible road surface.

The four-way spring preload gives not a great deal of difference between softest and hardest. Nor is variation between the four settings on the Posi-Damp unit immediately noticeable, especially during braking. This is probably because, unlike normal antidive systems, the compression damping is not boosted in the first half of Ihe fork stroke. Slamming on the brakes will induce more front end plummet than bikes fitted with a good mechanical or hydraulic antidive. But if you pay a bit more attention you'll notice that fork compression in the fatter half of the stroke is slowed by incrementally larger amounts as the unit is adjusted from the first through to the fourth setting.

The excellence of the forks is by and large mirrored by the rear suspension, It is typical of what we've come to expect from the Suzuki monoshock systems, with excellent initial compliance, smooth action throughout the long available travel and a nicely progressive rising rate.

There are a few whinges. The unit needs to be adjusted to at least three-quarters of the way through its preload range to cope with very rough roads when blasting along solo so there could be a need for firmer springing to cope wilh the liveliest of our highways, especially two up. And why Suzuki did not offer adjustable rebound damping as found on the ESD/EFE is a mystery. Over very bumpy stretches at high speed with the suspension on the firmer sellings the bum spends too much time in the air. It's a bit underdamped.

As a first for a Suzuki 750 the Katana has twin piston calipers on the two front and single rear discs. As far as power is concerned the brakes are very well endowed but feel is not what it should be. Both ends arc too insensitive so crash stops are quite often accompanied by a screech as the tyres lock up. A belter rubber would probably help but there is definite room for improvement. Oh well, one failing can be forgiven when the rest of the bike is tops.

What? A comfortable Katana? As unbelievable as it may sound, it's true. The combinaiion of supple suspension, relaxed riding position, and reasonably well padded seat makes the bike an effortless distance-eater. The fairing is not overly effective and tends to direct some of the airstream at visor level and the seat could be plusher and wider. But all in all the Katana comes close to being the most comfortable in the class — one-up at least. The story is not so rosy for the pillion passenger who has to contend with the narrowest part of the seat and the absence of a grabrail.

There's no argument that styling and finish are above reproach but perhaps a few comments on the subject of finer detailing may be appropriate. Possibly the gold paintwork on the frame and wheels and the various stickers advertising the prowess of the bike are a little on the crass side? And then of course there's the popup headlight. The cynics among us may regard this pioneering device as another example of unnecessary complexity and pandering to the gods of gizmotogy. and it probably is. But it will sell bikes, and — gadget value aside — the headlight itself is very good, giving a broad spread of light on low and excellent penetration on high. Only the overly sharp cutoff on low beam mars the picture.

Other lights vary in quality from satisfactory to good. The rear indicators are bright but the front ones, incorporated into the fairing sides, are too dull as is the small taillight.

The instrument console, in true Katana tradition, is simple. Centrepiece is the speedo which is flanked on the right by a smaller tachometer and on the left by a circular cluster of warning lights for turn, sidestand retraction, high beam, oil pressure and neutral. Neither the speedo nor tacho are overly large but the graduations make them quite readable all the same. They could be better in one respect, though. The colour of the pointers matches the numbers and the speedo (in green) is difficult to read quickly at night.

Switchgear is the usual Suzuki stuff, the combination indicator lights, flasher unit and horn control on the left with the headlights-on and kill switch on the right. It's about time the combo was sent to the big bike park in the sky as it is vague in action and hopelessly out of date. Also on the negative side is the absence of a starter lockout, while the mirrors are sited too far forward of the rider it is very difficult to see other vehicles following close behind in adjacent lanes. The horns and stands are excellent though.

Wilh the GSX750SE the Katana concept has been given a new lease on life. It is different from the earlier examples in all but looks — and even then you'd have to stand a couple of hundred metres away to confuse the new with the old. Virtually every facet has been improved, especially the performance, handling and comfort. The revamp brings the Suzuki right up to the front of the 750 sportster class. It is not as fast as the CBX, but any small degree of performance inferiority may well be outweighed by the better comfort. And of course you have to consider the agility and the high speed stability and the popup headlight...

It is without doubt the best Katana: it is arguably the best 750.

Source Two Wheels 1984