Editing Suzuki GSX750S Katana

{{Motorcycle
|name             = [[Suzuki]] GSX750
|photo=Suzuki-GSX750S-09.jpg
|aka              = GSX750E Silver Suzi, GSX 750 E Silver Suzi, GSX750S Katana, GSX 750 S Katana, GSX750F (reduced effect), GSX 750 F (reduced effect), GSX750FR, GSX 750 FR, GSX750FS, GSX 750 FS, GSX750F Katana, GSX750F, GSX750ES, GSX750EF, GSX750E, GSX 750 L, GSX 750 F Katana, GSX 750 F, GSX 750 ES, GSX 750 EF, GSX 750 E, GSX 750, GSX750L
|manufacturer     = Suzuki
|parent_company   =
|production       = 1982
|model_year       =
|predecessor      =
|successor        =
|class            =[[Sportbike]]
|engine           = Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
|bore_stroke      =
|compression      = 9.4:1
|top_speed        = 215 km/h 134 mph
|power            =
|torque           =
|fuel_system      =
|ignition         = Transistorized
|spark_plug       = NGK D8EA (in E-01,24,25,30,34), NGK DR8ES-L (the others) - gap 0.6-0.7 mm (0.024-0.028 in)
|battery          = 12V 50.4 kC (14 Ah)/10HR - type YB14L-A2
|transmission     = 5 Speed constant mesh
|frame            = Steel, double cradle
|suspension       =Front: Telescopic, preload adjustable and [[hydraulic]] anti-dive. <br>
Rear: Dual shocks, 5-way preload and 4-way [[rebound damping]] adjustable.
|brakes           =Front: 2 x 275mm Discs, 2 [[piston]] [[calipers]] <br>Rear: Single 255 mm disc, 1 piston caliper
|front_tire       = {{tire|3.25 H19}} 
|rear_tire   	  = {{tire|4.00 H18}} 
|rake_trail       =
|wheelbase        = 1520mm / 59.8 in.
|length           =
|width            =
|height           =
|seat_height      =
|dry_weight       = 228 kg / 503 lbs
|wet_weight       =
|fuel_capacity    = 22 Liters / 5.8 US gal / 4.8 Imp gal
|oil_capacity     = 3.2 Liters / 3.4 US qt / 2.8 Imp qt
|recommended_oil=Suzuki ECSTAR 10w40
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 215 km/h 134 mph.  

==Engine==
The engine was a Air cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.. The engine featured a 9.4:1 [[compression ratio]].  

==Chassis==
It came with a 3.25 H19 front [[tire]] and a 4.00 H18 rear tire. Stopping was achieved via 2 x 275mm Discs, 2 piston calipers in the front and a Single 255 mm disc, 1 piston [[caliper]] in the rear. The front suspension was a  Telescopic, preload adjustable and hydraulic anti-dive. while the rear was equipped with a Dual shocks, 5-way preload and 4-way rebound damping adjustable.. The GSX750S Katana was fitted with a 22 Liters / 5.8 US gal / 4.8 Imp gal fuel tank. The bike weighed just 228 kg / 503 lbs. The wheelbase was 1520mm / 59.8 in. long.  
== Photos ==
[[File:Suzuki-GSX750S-09.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-04.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-03.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX-750SD-Katana-81.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX-750SZ-Katana-81--1.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX-750SZ-Katana-81--3.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX-750SZ-Katana-81.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-06.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-07.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-05.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-02.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX-750SZ-Katana-81--2.jpg|600px|Suzuki GSX750]]
[[File:Suzuki-GSX750S-08.jpg|600px|Suzuki GSX750]]

== Overview ==
Suzuki GSX 750S Katana



























































































































































































































































































































































































































































































































































































































































































































































































































































































































































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 tire
manufacturers.


Apart from the tires 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 tires
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 color 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













{|  class="wikitable"
|- 
!Make Model
|Suzuki GSX 750S Katana
|- 
!Year
|1982
|- 
!Engine Type
|Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.
|- 
!Displacement
|747 cc / 45.5 cu-in
|- 
!Bore X Stroke
|67 x 53 mm
|- 
!Cooling System
|Air cooled
|- 
!Compression
|9.4:1
|- 
!Lubrication
|Wet sump
|- 
!Oil Capacity
|3.2 Liters / 3.4 US qt / 2.8 Imp qt
|- 
!Induction
|4 x 32 mm Mikuni RS32SS carburetors.
|- 
!Ignition
|Transistorized
|- 
!Ignition Timing
|15º BTDC below 1500 rpm / 35º BTDC above 2350 rpm
|- 
!Spark Plug
|NGK D8EA (in E-01,24,25,30,34), NGK DR8ES-L (the others) - gap 0.6-0.7 mm (0.024-0.028 in)
|- 
!Battery
|12V 50.4 kC (14 Ah)/10HR - type YB14L-A2
|- 
!Generator
|Three-phase A.C. generator
|- 
!Starting
|Electric
|- 
!Max Power
|62.6 kW / 84 hp @ 9500 rpm
|- 
!Max Torque
|68 Nm / 6.93 kgf-m / 50.2 lb-ft @ 8500 rpm
|- 
!Transmission
|5 Speed constant mesh
|- 
!Final Drive
|Chain Daido D.I.D 630V, 96 links
|- 
!Primary Reduction
|2.162:1 (93/43)
|- 
!Final Reduction
|2.733:1 (41/15)
|- 
!Gear Ratio
|1st 2.571 (36/14) / 2nd 1.777 (32/18) / 3th 1.380 (29/21) / 4th 1.125 (27/24) / 5th 0.961 (25/26)
|- 
!Frame
|Steel, double cradle
|- 
!Front Suspension
|Telescopic, preload adjustable and hydraulic anti-dive.
|- 
!Front Wheel Travel
|150 mm / 5.91 in
|- 
!Rear Suspension
|Dual shocks, 5-way preload and 4-way rebound damping adjustable.
|- 
!Rear Wheel Travel
|109 mm / 4.29 in
|- 
!Front Brakes
|2 x 275mm Discs, 2 piston calipers
|- 
!Rear Brakes
|Single 255 mm disc, 1 piston caliper
|- 
!Front Tire
|3.25 H19
|- 
!Rear Tire
|4.00 H18
|- 
!Caster
|61º30"
|- 
!Rake
|30°
|- 
!Trail
|116 mm / 4.67 in
|- 
!Dimensions
|Length 2250 mm / 88.6 in Width 715 mm / 28.1 in Height 1195 mm / 47.0 in
|- 
!Wheelbase
|1520mm / 59.8 in.
|- 
!Swat H Eight
|775 mm / 30.5 in
|- 
!Ground Clearance
|175mm / 6.9 in
|- 
!Dry Weight
|228 kg / 503 lbs
|- 
!Fuel Capacity
|22 Liters / 5.8 US gal / 4.8 Imp gal
|- 
!Standing ¼ Mile
|11.9 sec / 182 km/h / 113 mph
|- 
!Top Speed
|215 km/h 134 mph

|}

[[Category:Suzuki motorcycles]]