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| {{Motorcycle
| | #Redirect [[Suzuki B-King]] |
| |name = [[Suzuki]] -King
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| |photo=Suzuki--B-King-10--4.jpg
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| |aka =
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| |manufacturer = Suzuki
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| |parent_company =
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| |production = 2009 - 10
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| |model_year =
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| |predecessor =
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| |successor =
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| |class =
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| |engine = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
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| |bore_stroke =
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| |compression = 12.5:1
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| |top_speed = 252.9 km/h / 157.1 mph
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| |power =
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| |torque =
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| |fuel_system =
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| |ignition = Electronic
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| |spark_plug =
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| |battery =
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| |transmission = 6 Speed
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| |frame = Twin-spar cast aluminum alloy
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| |suspension =Front: Inverted telescopic [[coil]] springs, spring preload, rebound and [[compression damping]] fully adjustable. <br>
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| Rear: Link type, oil damped, coil springs, spring preload, rebound and compression damping fully adjustable.
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| |brakes =Front: 2 x 310 mm Discs, 4 [[piston]] [[calipers]] <br>Rear: Single 260m disc, 1 piston caliper
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| |front_tire = {{tire|120/70 ZR17}}
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| |rear_tire = {{tire|200/50 ZR17}}
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| |rake_trail =
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| |wheelbase = 1525 mm / 60.0 in
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| |length =
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| |width =
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| |height =
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| |seat_height = 805 mm / 31.7 in
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| |dry_weight = 235.0 kg / 518.1 lbs
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| |wet_weight =
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| |fuel_capacity = 16.5 Liters / 4.4 US gal / 3.6 Imp gal
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| |oil_capacity =
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| |recommended_oil=Suzuki ECSTAR 10w40
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| |fuel_consumption =
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| |turning_radius =
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| |related =
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| |competition =
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| }}
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| It could reach a top speed of 252.9 km/h / 157.1 mph.
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| ==Engine==
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| The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder. The engine featured a 12.5:1 [[compression ratio]].
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| ==Drive==
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| Power was moderated via the Wet, multiple discs, cable operated.
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| ==Chassis==
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| It came with a 120/70 ZR17 front [[tire]] and a 200/50 ZR17 rear tire. Stopping was achieved via 2 x 310 mm Discs, 4 piston calipers in the front and a Single 260m disc, 1 piston [[caliper]] in the rear. The front suspension was a Inverted telescopic coil springs, spring preload, rebound and compression damping fully adjustable. while the rear was equipped with a Link type, oil damped, coil springs, spring preload, rebound and compression damping fully adjustable.. The -King was fitted with a 16.5 Liters / 4.4 US gal / 3.6 Imp gal fuel tank. The bike weighed just 235.0 kg / 518.1 lbs. The wheelbase was 1525 mm / 60.0 in long.
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| == Photos ==
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| [[File:Suzuki--B-King-10--4.jpg|600px|Suzuki -King]]
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| [[File:Suzuki-B-King-1300-09--1.jpg|600px|Suzuki -King]]
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| [[File:Suzuki-B-King-1300-09.jpg|600px|Suzuki -King]] | |
| [[File:Suzuki-B-King-1300-07--2.jpg|600px|Suzuki -King]]
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| == Overview ==
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| Suzuki GSX 1300 B-King
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| Suzuki first introduced the B-king as a concept bike
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| in 2001 at the Tokyo Motor Show. In it's original form, the B-King sported a
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| Hayabusa 1300 engine equipped with a supercharger. At that time the Hayabusa
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| engine produced 175 bhp. Brake Horse Power is the HP at the crank prior to loss
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| that would come from the gearbox, exhaust etc. With the addition of the
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| supercharger the engine muscled up an enormous 240 bhp. Some of the materials
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| used in construction of the B-King were carbon fiber, stainless steel, aluminum
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| and leather.
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| The rear tire was a whopping 240mm wide. The B-King
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| had an alarm system with on board audio so that the owner could contact the bike
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| via cell phone and be heard over the audio system. I'm not sure at that point
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| what use this would be other then to beg the thief not to take it or if he did,
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| to treat it right.
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| In 2007 Suzuki introduces the B-King to the world as their new production muscle
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| bike. Over the years the B-king had a few changes. The original 1300
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| supercharged Hayabusa engine was replaced with the 2008 Hayabusa 1340cc engine.
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| The engine was not left untouched. Suzuki changed the valve dimensions, intake
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| and exhaust dropping the Horsepower at the wheel by 9.4 hp. Torque was reduced
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| by 6 ft. Lbs. as well. In the grand scheme of things these
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| reductions are minor as the power plant still generates enormous toque and hp at
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| the rear wheel. On the road, torque is king. The B-King produces approximately
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| 70 ft. Lbs. of torque @ 2,500 RPM. This low end torque reduces the need for
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| shifting and provides for quicker times off the line.
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| Suzuki went way over the top with the bold futuristic design of the B-King. The
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| body style and colors are very polarizing. This is evident if you stand around
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| any show room or cycle show long enough to listen to people's reactions or read
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| the forums for that matter. Bottom line is that people either like the bold
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| style or they hate it. I personally like it and found that the all black model
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| seemed to draw me in.
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| Brakes - Suzuki gave the B-King Radial mount front brake calipers which feature
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| an all new design built specifically for the B-King and work with 310mm brake
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| rotors to provide superior braking performance. On the rear a lightweight single
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| piston brake caliper works with a 260mm rear disc. The front brake master
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| cylinder has its own reservoir tank as well as the clutch master cylinder. Both
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| of these components were designed specifically for the the B-King.
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| Chassis - The B-King got an all new twin-spar cast aluminum alloy frame that
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| provides optimum rigidity balance and superb handling. The swing arm is newly
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| made of cast aluminum alloy constructed of 3 main sections for minimal welding
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| lines and a clean overall look. The front forks are new as well. The KYB
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| inverted front forks are specifically designed for the B-King and are fully
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| adjustable for compression, rebound damping and spring preload to suit rider
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| preferences. As for the rear suspension, it's new aluminum alloy rear shock
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| absorber features three-way adjustability with excellent damping characteristics
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| of Suzuki's super sport models. One really nice feature is the standard steering
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| dampener that sucks up any energy from the road and provides added stability.
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| Instruments - Suzuki gave the B-King an all new
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| instrument cluster with an analog tachometer, digital speedometer, fuel gauge,
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| water temperature gauge, twin trip meters, clock, maintenance interval, running
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| time, average speed, gear position indicator, and a S-DMS mode indicator. The S-DMS
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| mode switch allows the rider to select A or B mode. Each mode provides a
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| different fuel and ignition mapping. A mode is the full mode and the default. B
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| mode limits the Hp to approximately 114 Hp. This would be used in a wet pavement
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| situation. As for the instrument cluster, it's one of the nicest gauge cluster's
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| I have come across.
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| Ergonomics' - The rider position is closer to upright with a slight lean into
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| the bars. The rider position is similar to that of a sport touring bike. The
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| pegs are a bit high for a rider with a 32" + inseam but still comfortable. The
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| bike is beautifully balanced. The B-King weighs in at 518 lbs. but feels as if
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| it weighs much less. The bike is very easy to maneuver at low speeds and feels
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| like it's riding on rails in the turns. The wide cowls on each side of the tank
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| actually play a positive role in reducing wind on the riders lower extremities.
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| In fact, the wind felt on the rider is from the mid chest up.
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| Review
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| It's big,
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| it's intimidating and it turns about as many heads as an NBA
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| player at Grandma's Bingo night. Now, we're not talking about an
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| oversized jewelry-clad basketball player; we're talking about
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| Suzuki's B-King. Originally debuted seven years ago at the Tokyo
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| Motor Show, the B-King
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| is one ultra-cool streetfighter prototype that actually made it
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| into production.
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| The B-King is proof of Suzuki's unequivocal embrace of America's
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| 'bigger is better' mantra. It is the largest, most powerful
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| muscle bike ever manufactured, period. With this one it's hard
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| to find anything that isn't big: big power, big brakes, big
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| proportions and big weight.
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| I can't help but feel just a little bit intimidated as I gaze at
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| its bulging body pieces and huge twin underseat exhaust
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| canisters protruding like trapezoidal double-barrel artillery
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| guns. Twin ram-air intakes large enough to inhale witless birds
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| sit underneath the fashionably integrated front turn signals.
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| Stylized pieces like the chrome bezel on the top of the fuel
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| tank, sculpted brake and clutch master cylinders and the
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| refined-looking instrument package give the Suzuki a high-end,
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| premium feel. Equally impressive is the high level of overall
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| fit and finish. Unsightly fasteners are kept to a minimum and
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| the body components fit together as if they were crafted out of
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| one complete piece.
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| Once in the saddle, there's no hiding its 578-lb mass (fully
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| fueled, ready to ride). Due to the substantial width of the gas
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| tank your legs are spread far apart, so riders with minimal
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| dexterity better bring their A-game when riding the
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| B-King. But things get better as soon as you reach out to
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| the widely-spaced tubular handlebars. The relaxed, upright
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| riding position and tallish bars make it a very comfortable
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| machine. However, the high mounted foot pegs force the rider's
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| legs into a more aggressive bend than seems necessary.
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| Thumb the starter and the gigantic 1340cc liquid-cooled
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| Inline-Four comes to life emitting a quiet, sewing machine-like
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| purr. 'Man, how much better would this thing sound with some
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| pipes' I think to myself. The engine is almost a complete carbon
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| copy of the one used in the new '08 Hayabusa, except for a
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| smaller airbox and a different 4-2-1-2 exhaust system that still
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| uses Suzuki's exhaust tuning valve (SET) inside. Pump the
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| hydraulic-actuated clutch a few times before you drop it into
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| gear and notice its light feel, followed by a progressive
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| engagement. Twist the throttle and it feels as you're piloting
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| an F-18 being flung off the end of an aircraft carrier.
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| Wide-open acceleration from a dead stop is that intense.
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| Yet the B-King is as obedient or as wild
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| as your right wrist commands. Feel like stunting in front of
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| your friends? Just hammer the throttle in the first two gears
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| and you'll look like your neighborhood's most-wanted villain.
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| Feel like keeping the peace? Keep the revs low and ride the
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| B-King's smooth wave of 70-plus lb-ft of twist from just 3000
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| rpm. Power delivery is flawless throughout the 11,000 rpm rev
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| range and is complemented by the precise throttle response
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| afforded by Suzuki's Dual Throttle Valve (SDTV) fuel-injection
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| system. The B-King is also outfitted with Suzuki's proprietary
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| drive mode selector (S-DMS) which allows the rider to modify
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| power output by choosing from one of two modes. By default the
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| bike is in full-power 'A' mode, but all it takes is a simple
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| push of a button mounted on top of the gas tank, (while the bike
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| is at a stand-still, in neutral) and the rider can select 'B'
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| mode which dramatically mellows its power delivery. The system
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| works well and can allow a rider of less experience to have a
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| more controllable ride. For those of us thrill junkies though,
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| 'A' mode is all you'll ever use.
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| Power is transmitted to the gold-colored chain final drive via a
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| six-speed transmission that utilizes a back-torque limiting
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| clutch. Shifting action wasn't as smooth as other Suzuki's we've
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| tested recently, but nonetheless engagement was precise. We
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| never encountered any mis-shifts despite repeated full-throttle
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| acceleration antics. Gearing is versatile for the streets, with
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| a short first cog allowing for easy drag races, er, I mean
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| launches from a stoplight. Yet, thankfully, top gear is tall
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| enough for a low-rpm, buzz-free ride at freeway speeds.
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| But the lack of a front fairing or windscreen can impede
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| triple-digit fun as above 120-mph it feels like the wind is
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| trying to peel you off the bike. Suzuki realized that this might
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| be a hitch in the equation.
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| Instrumentation is easy to see at a glance and consists of a
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| swept analog tachometer flanked by a digital speedo, gear
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| position indicator, and a multitude of warning and indicator
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| lights. There's also a bar-style fuel gauge, coolant temperature
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| as well as odometer, dual trip meters and clock inside of the
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| tach. The B-King
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| also has a cool miles until maintenance required countdown
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| meter, so you'll always know when it's time for service.
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| With just shy of 160 horsepower at your disposal, you'd hope
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| that the engineers would have endowed the B-King with a chassis
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| stout enough to handle all that muscle. And we're pleased to
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| report that they have. A clean looking twin-spar cast aluminum
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| frame and matching three-piece cast aluminum swingarm is paired
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| to a fully adjustable (preload, compression, and rebound) KYB
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| 43mm inverted fork and equally adjustable rear shock. Suzuki
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| claims that suspension damping characteristics are similar to
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| that of their GSX-R sportbike line and after repeated
| |
| "cloverleaf exploring" on the seemingly infinite freeway
| |
| interchanges Southern California has, we're believers.
| |
| | |
| While cornering, suspension feels both firm and responsive with
| |
| plenty of ground clearance, yet cruising down a pothole-laden
| |
| L.A. street reveals a far plusher ride than that of a GSX-R
| |
| sportbike. Despite the suspension's full range of adjustability,
| |
| we didn't feel the need to change the settings as the stock
| |
| setup is a good compromise between cruising the block and
| |
| spirited canyon blasts.
| |
| | |
| Contrary to what your eyeballs tell your brain, the B-King is
| |
| rather nimble in most situations. Sure it's not as flickable as
| |
| a 1000cc sportbike, but it still maintains a reasonable degree
| |
| of maneuverability considering its 5-foot wheelbase. It readily
| |
| changes direction with just a light tug of the wide bars and
| |
| once a turn has been initiated, subtle line changes can be made
| |
| without drama. Simply look where you want the bike to go and
| |
| it's there. Also impressive is its stability at any speed. No
| |
| matter how hard we tried we couldn't get the front end to wiggle
| |
| around or get out of shape. However, at slower speeds-especially
| |
| in parking lots, there's no masking the B-King's girth. That,
| |
| coupled with its non-adjustable steering damper, can make it
| |
| rather cumbersome when you're crawling around.
| |
| | |
| Stopping is achieved via a pair of radial-mount Nissin front
| |
| brake calipers that grab onto 310mm diameter rotors. A
| |
| radial-pump brake master cylinder pushes brake fluid through
| |
| rubber lines and there isn't a hint of fade, even during extra
| |
| aggressive, repeated use. Considering that the brakes are
| |
| stopping almost 600 lbs, there is a good amount of power and
| |
| plenty of feel at the end of the adjustable brake lever. Out
| |
| back a 260mm disc and single piston caliper helps keep control
| |
| while you're riding around on the fat back tire. ABS is also
| |
| available for $600 to help ensure stability during braking
| |
| regardless of road or weather conditions.
| |
| | |
| The B-King rolls on a set of 3.5 x 17 inch front and wide 6 x 17
| |
| inch rear three spoke aluminum wheels shod in Dunlop's Sportmax
| |
| Qualifier rubber (120/70R17 front, 200/50R17 rear). We've always
| |
| been a fan of the Qualifier's due to their mild steering
| |
| manners, quick warm-up times and gum-on-shoe levels of adhesion,
| |
| but the B-King's OE rear tire lacked the same amount of outright
| |
| grip that we've become accustomed to with the Qualifier. Maybe
| |
| it's the extra weight or the immense amount of power that the
| |
| 200mm wide tire has to deal with, but it's possible to spin up
| |
| the rear tire on command during hard corner exit. Fortunately
| |
| the tire has great feel so when it does spin it doesn't catch
| |
| you off guard.
| |
| | |
| At the end of the day, the B-King really surprised us. It's a
| |
| big, burly streetfighter that for the right rider could be the
| |
| total package. It's got a fresh, futuristic look like nothing
| |
| else on the street backed up with a powerful yet refined
| |
| powerplant mated to a chassis that is both composed and agile.
| |
| And while it may not ever fit in with Grandma and her crew, the
| |
| B-King has us shouting BINGO!
| |
| Source
| |
| | |
| | |
| | |
| | |
| {| class="wikitable"
| |
| |-
| |
| !Make Model
| |
| |Suzuki GSX 1300 B-King
| |
| |-
| |
| !Year
| |
| |2009 - 10
| |
| |-
| |
| !Engine Type
| |
| |Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
| |
| |-
| |
| !Displacement
| |
| |1340 cc / 81.8 cu-in
| |
| |-
| |
| !Bore X Stroke
| |
| |81 x 65 mm
| |
| |-
| |
| !Cooling System
| |
| |Liquid cooled
| |
| |-
| |
| !Compression
| |
| |12.5:1
| |
| |-
| |
| !Lubrication
| |
| |Wet sump
| |
| |-
| |
| !Exhaust
| |
| |4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation
| |
| |-
| |
| !Induction
| |
| |Fuel injection . Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
| |
| |-
| |
| !Ignition
| |
| |Electronic
| |
| |-
| |
| !Starting
| |
| |Electric
| |
| |-
| |
| !Max Power
| |
| |132.1 kW / 181.5 hp @ 9500 rpm
| |
| |-
| |
| !Max Torque
| |
| |146 Nm / 14.9 kgf-m / 108 lb-ft @ 7200 rpm
| |
| |-
| |
| !Clutch
| |
| |Wet, multiple discs, cable operated
| |
| |-
| |
| !Transmission
| |
| |6 Speed
| |
| |-
| |
| !Final Drive
| |
| |Chain, RK GB50GSV Z4, 118 links
| |
| |-
| |
| !Frame
| |
| |Twin-spar cast aluminum alloy
| |
| |-
| |
| !Front Suspension
| |
| |Inverted telescopic coil springs, spring preload, rebound and compression damping fully adjustable.
| |
| |-
| |
| !Front Wheel Travel
| |
| |120 mm / 4.7 in
| |
| |-
| |
| !Rear Suspension
| |
| |Link type, oil damped, coil springs, spring preload, rebound and compression damping fully adjustable.
| |
| |-
| |
| !Rear Wheel Travel
| |
| |137 mm / 5.4 in
| |
| |-
| |
| !Front Brakes
| |
| |2 x 310 mm Discs, 4 piston calipers
| |
| |-
| |
| !Rear Brakes
| |
| |Single 260m disc, 1 piston caliper
| |
| |-
| |
| !Front Wheel
| |
| |3.50 x 17
| |
| |-
| |
| !Rear Wheel
| |
| |6.00 x 17
| |
| |-
| |
| !Front Tire
| |
| |120/70 ZR17
| |
| |-
| |
| !Rear Tire
| |
| |200/50 ZR17
| |
| |-
| |
| !Rake
| |
| |25.7°
| |
| |-
| |
| !Trail
| |
| |107 mm / 4.2 in
| |
| |-
| |
| !Dimensions
| |
| |Length 2245 mm / 88.4 in Width 800 mm / 31.5 in
| |
| |-
| |
| !Wheelbase
| |
| |1525 mm / 60.0 in
| |
| |-
| |
| !Seat Height
| |
| |805 mm / 31.7 in
| |
| |-
| |
| !Ground Clearance
| |
| |120 mm / 4.7 in
| |
| |-
| |
| !Dry Weight
| |
| |235.0 kg / 518.1 lbs
| |
| |-
| |
| !Fuel Capacity
| |
| |16.5 Liters / 4.4 US gal / 3.6 Imp gal
| |
| |-
| |
| !Consumption Average
| |
| |6.2 L/100 km / 16.1 km/l / 38 US mpg / 45 Imp mpg
| |
| |-
| |
| !Standing ¼ Mile
| |
| |10.4 sec
| |
| |-
| |
| !Top Speed
| |
| |252.9 km/h / 157.1 mph
| |
| |-
| |
| !Reviews
| |
| |Moto.net / 1000os / BMW K 1300 R vs Suzuki GSX 1300 B-King
| |
| | |
| |}
| |
| == Videos ==
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=D5UBCy4r1Zc|600|center}}
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=YTzDRe8jo44|600|center}}
| |
| {{#ev:youtube|https://www.youtube.com/watch?v=A1JoM-XUO1c|600|center}}
| |
| == External Links ==
| |
| * http://www.moto-net.com/essais-motos-1641-SUZUKI-B-KING-La-moto-des-Transformers-:-proteger-ou-detruire-.html
| |
| * http://www.1000ps.at/testbericht-2225041-Suzuki_B_King
| |
| * http://www.motorevue.com/site/bmw-k-1300-r-contre-suzuki-gsx-1300-b-king-39037.html
| |
| * http://www.motorcycle-usa.com
| |
| | |
| [[Category:Suzuki motorcycles]]
| |