Suzuki’s original Katana caused a real stir when it was unveiled at the Cologne Motorcycle Show in September 1980. The futuristic styling and sci-fi silver paint made it stand out even if below the sharp bodywork lay a Suzuki GSX1100. The GSX was arguably the pinnacle of the air-cooled, inline four, Universal Japanese Machine (UJM) superbike concept which dominated the 1970’s motorcycling landscape, but UJM it still was and motorcycle technology moved fast in the early ‘80s, with four-valve heads, watercooling, power valves, race replicas and even turbos entering the technology race.
Even if the Katana, penned by German company Target Design, set the tone for Suzuki’s corporate design language in the early ‘80s, it was a sharp suited dinosaur in a time when lighter and improved chassis became motorcycling’s clarion call.
Despite this, it’s a bike which captured the childhood imagination of many future riders – including me. Whether it was its Top Trumps capability or memories of building Tamiya model kits, the short-lived Katana was one of my hero bikes as a kid. And while models like Suzuki’s own RG250 and GSX-R750 may have earned more plaudits as the decade moved on, it’s no wonder the company exhumed the concept when it joined the retro race in 2019.
The rebooted Suzuki Katana has been on sale for a few years now but, having had that childhood affection for the original, when the opportunity came to review the modern day version I could hardly say no.
All the Japanese manufacturers now have some kind of mid-to-big-cc ‘heritage’ bike in their range. Kawasaki’s been in the game for a while with the Z900RS, Honda’s got on board this year with the sharply priced CB1000F and Yamaha’s had its XSR900, in both standard and GP guises, for a few years too.
They’re all different and none play exactly the same game, but the Katana does feel a bit less of a serious effort than its rivals. While the others are all highly modified, usually retuned, versions of contemporary roadsters, the Suzuki does really just feel like a styling exercise more than anything else. At £12,499 it’s almost two grand more expensive than the new Honda and a grand more than Kawasaki’s stalwart Z900RS. What’s more, it’s £1500 more expensive than the ostensibly same GSX-S1000. It’s not the cheap option, but can it justify a premium?
Just like that original from 1981, today’s Katana is basically a restyled version of a plainer roadster. I’ve ridden the GSX-S1000 a few times over the years, while you can read Mossy’s comprehensive review here, and it’s a good solid choice. The Katana takes on a neo-retro vibe, with largely modern styling that’s inspired by the ‘80s version, and other than the styling the modifications are few and far between. The ergonomics are altered slightly, with taller and wider handlebars, the fuel tank is changed (and a good few litres smaller) and the OE Dunlop tyres are different too. That’s it.
As a result, it rides largely the same – which is no bad thing. The jewel in the Katana’s crown is its long-stroke engine. It’s derived from the 2005 GSX-R1000 ‘K5’ and is rightly legendary. The design may be two decades old, but it remains glorious. Tuned to deliver 150bhp in these roadsters, it sounds crisp and just drives, drives, drives. Where superbike derived engines can sometimes feel a bit too extreme in naked roadsters, this one feels like it was born to live in the Katana. Sure, it’ll rev and make more power than you’ll ever need on the road, but it’s also happy for you to potter around and surf that glorious bottom end.
One thing the mighty K5 didn’t have was electronic rider aids. It was one of the last great analogue superbikes, but the GSX-S range (which includes the Katana) benefits from a whole host of technology given cute ‘80s style acronyms in the way that seemingly only Suzuki can. These were introduced as part of a 2023 update, and while none of it is at the cutting edge when compared to the latest technology trotted out on the newest generations of adventure and superbikes, it’s all more than enough for what is ultimately a straightforward street bike.
Called Suzuki Intelligent Ride System (that’s SIRS to you) the electronics package includes three ride modes (Suzuki Drive Mode Selector aka SDMS) and Suzuki Traction Control System (STCS), which has five settings. Standard equipment also includes a bi-directional quickshifter which, in keeping with the rest of the bike, isn’t the slickest out there but more than does the job. It’s all accessed through the easy to use switchgear and a packed dashboard, which shows the Katana’s age by being of the LCD type rather than a spangly TFT.
The dashboard, in many ways, demonstrates how Suzuki haven’t really gone full retro on the Katana. Sure there are a few nods to the original in the overall styling, particularly with the colours, the fairing design, tank and mudguard, but I would have liked to have seen a bit more effort gone into the clocks. Although hidden from passersby, it’s what you look at when you’re riding and sets the mood for me as a rider. I’d like something a bit more appealing to look at on my ride, whether a full on analogue set-up like you’d find on the Z900RS or a more premium TFT as sported by the latest CB1000F.
For a 1000cc four, it’s all very easy to ride. You sit atop the Katana and the riding position means you can really muscle it down back roads. The chassis follows the same trend as the rest of the bike, being more than competent without making you go ooh. The KYB suspension is fully adjustable, while the front Brembo brake calipers are shared with the previous generation GSX-R1000. There’s no cornering ABS, unfortunately. It wasn’t something you’d necessarily have expected when the Katana was launched in 2019, but has more or less become the norm on bikes at this level of price and performance these days.
I really like the Katana. It’s not really a retro in the way that some of the other bikes we’ve referenced are, rather it’s a GSX-S that pays homage to a classic Suzuki design. In essence, it brings together a stonking engine with a solid chassis and a really straightforward, early 21st century vibe. In isolation, it’s a cracking machine, but its biggest issue is that there are just so many other options out there, which are less expensive, and they all have something going for them.
The regular GSX-S1000 gives all the guts and performance for £1500 less, while even the higher-specced and more practical GSX-S1000GT+ sports tourer is cheaper. If you like the idea of the bike, but the styling doesn’t bother you particularly, they offer better value.
At £12,499 it’s also almost £2k more expensive than the new Honda CB1000F, another bike tipping its hat to the early ‘80s superbike scene and arguably it’s key rival. The Honda also has a higher spec but one of the advantages of the Katana is that it has been around in more or less its current guise for almost seven years now. The version we rode was introduced in 2023 to meet Euro5, but the first examples, which essentially look the same but have a different engine tune, none of the electronics and a few detail changes, can be found for almost half of the new price on the second hand market.
It’s full retail price feels a bit heavy against the competition but, as a used buy or if you can get a deal on a new one, I think the Suzuki Katana could make a cracking proposition. It’s also worth noting that, if you buy new, Suzuki offers a confidence inspiring 10-year warranty on its new bikes these days. The Katana, and indeed the whole GSX-S platform, may not be at the cutting edge but they remain relevant, fun and incredibly usable real world motorcycles.
Suzuki Katana specification
Price: £12,499
Engine: 999cc in-line four, four valves per cylinder, liquid-cooled
Power: 150bhp (112kW) @ 10,000rpm
Torque: 108Nm @ 9,500rpm
Transmission: Six-speed, chain
Frame: Twin spar aluminium alloy
Suspension: (F) KYB 43mm inverted telescopic forks, adjustable for rebound, compression and preload (R) Rebound and preload adjustable monoshock.
Wheels: Six-spoke cast alloy, (F) 17 x 3.5in (R) 17 x 4.5in
Tyres: Dunlop Roadsport 2 (F) 120/70 x 17, (R) 190/50 x 17
Brakes: (F) Two x 310mm discs, four-piston Brembo calipers, (R) 240mm disc, Nissin single piston caliper, ABS
Weight: 215kg (wet)
Wheelbase: 1460mm
Seat height: 825mm
Fuel tank: 12 litres
Fuel consumption: 46.3mpg (claimed)
Service intervals: 7500 miles/12 months
Warranty: 36 months unlimited mileage rising to 10 years with approved servicing
Contact: www.suzuki.co.uk
Words: Paul Taylor
Photos: Suzuki
