It was a time when standard-style bikes were considered plain vanilla machines for motorbikes. A sensible, non-glamorous, and versatile alternative to sportbikes and cruisers. But the standard category has seen a resurgence in recent years, branching out into sub-categories containing supermoto, adventure, retro and streetfighter bikes.
Then there is B-King.
One of our favorite large-capacity sports platforms of all time, the mighty Suzuki Hayabusa, provides the foundation on which the B-King is built. While the B-King faithfully delivers brutal power like the Busa, it is blessed with a relaxed, upright riding position and ease of handling. A day spent hunkering down to reach for the 'Foam's clip-on bars can take its toll on your back, while covering the same distance as sitting on a King's throne is a relatively royal treat.
A current motorcycle concept debuted at the Tokyo Motor Show in 2001, the strange name representing it was King B: Upgrade, Beauty, and Brains. While much of the original beauty has been incorporated into the production model, Suzuki says the Brains components (a super-advanced computer control system) require further thought and research before being rolled out to the buying public. Gone too are the Boosted components in the powertrain – Suzuki's liability lawyers no doubt take a dim view of the supercharger for the Hayabusa -spec 1340cc inline-four.
While his bold style may not be for everyone, King's high-quality finishes are something anyone can appreciate. For those in doubt, a single twist of the throttle in the 11,000 rpm range is all it takes to win loyalty. The balanced engine runs silky smooth at highway speeds and maintains an impressive level of vibration control at high revs. Smooth gear changes through the six-speed gearbox, small drivetrain clearance, well-mapped fuel injection, and super-linear power delivery create the ultimate propulsion. The incredible flexibility this engine offers was well illustrated in my drive along 15 miles of winding mountain roads while remaining in third gear the entire time. Strong acceleration in corners is always on hand, even when slowing to 40 mph at 3000 rpm.
Curious to find out if the B-King replicated the power output of its 2008 Busa sibling', we strapped each to a rear-wheel dyno for back-to-back pulls. The power charts are very similar, with the Hayabusa enjoying a slight advantage at the top of the power curve – not surprising considering the differences in airbox and exhaust systems. The B-King doesn't have a ram-air intake, so it's worth noting that the dyno doesn't account for any additional power that a force-fed Busa would exert on the road at high speeds.
Another interesting thing revealed on our dyno was the method Suzuki uses to limit top speed. Although the fourth gear provides full pull to redline, the fifth and sixth gear each track the same full-power curve; however, the rev limiter cuts at 9300 rpm in the fifth and 8600 rpm in the sixth. Corporate lawyer intervention again?
At our high-desert test site, flat-out revs and the rev limiter in sixth registered 169 mph on the speedometer and 153 actual mph on our radar gun. Taking a fourth-gear blast paid off with a radar reading of 158 mph. In both cases, the motorcycle accelerates to its terminal speed with ferocity as 150 mph gusts of wind try to pry you away from the unfair machine. But if you find yourself embroiled in a heated battle for pink, it's best to go forth!
Where the B-King reigns supreme among performance standards is at the dragstrip. Although leaving the line without starting the 200/50 series Dunlop radial took a few tries, I managed to run 9.93 seconds without dropping rear tire pressure, as more grip means more wheelie action in lower gears. If you like power wheelies, just step on the gas at low revs in first gear and hold on tight as the front tires fly off as the tachometer needle passes 7000 rpm. Fatigue from smoking? Let's just say this bike is King!
If this all sounds a bit unmanageable, there's the Suzuki Drive Mode Selector, which allows the rider to switch to reduced power mode. The B setting increases throttle response and power to more pedestrian levels, knocking 53 ponies and 37 foot-pounds off-peak output – in this case, B doesn't mean Boost! Unlike the stem-mounted tri-mode toggle switches on the 'Busa and GSX-R sportbikes, which allow on-the-fly adjustments, the B-King's dual-mode tank-top switches require the engine to be at idle and the gearbox to be in neutral for changes to be made. We suspect wet weather driving is the only reason owners chose to use the relaxed power mode.
The Sportbike-quality KYB fork and single rear shock offer adjustable spring preload, compression, and rebound damping to increase the bike's versatility. The factory settings provide a nice balance for freeway cruising and canyon carving with a 170-pound carcass in the saddle. Suspension compliance is A grade in absorbing plate joints, allowing for comfortable long highway operation. At normal speeds, wind protection is adequate, offering good coverage from the chest down while allowing uninterrupted flow at head and shoulder level. The limited fuel range of the 4.4-gallon tank may be the only element hampering the B-King's grand-touring potential. On one occasion, I sputtered in the repair shop after just 155 miles on the freeway.
The chassis is easily up to the task of backroad burning, providing plenty of cornering clearance and fore-aft pitch control for a 582-pound machine on full fuel. Although leverage through the low-rise tubular handlebar provides a lighter steering feel than the stub-bar 'Busa, the B-King's size and weight are apparent, especially at low speeds. This is not a ballerina.
However, removing the non-adjustable steering damper on our test bike had a dramatic effect on overall feel and handling. It was as if the bike had lost 50 pounds. With the damper installed, the tires felt like they were underinflated when maneuvering at parking lot speeds; when removed, the bike takes on a sense of finesse. Proceed at your own risk, but we never experienced any stability issues over several hundred miles of varied riding including dragstrip and top-speed testing.
Nissin radially mounted four-piston front brake calipers clamping 310mm floating rotors offer strong, consistent stopping performance without overly aggressive initial bite. Like several models in Suzuki's current lineup, the B-King is also offered with an ABS option for $600.
The trunk-mounted switchgear is well laid out and has a smooth look and feel. The feature-rich instrument cluster also has a high-quality display and attractive blue backlit lighting at night.
There's not much not to like about B-King. There are slight disturbances, such as fuel splashes when filling the tank or rearview mirrors which are susceptible to vibrations, both from the road surface and small radiation from the engine. Like many other bikes that feature an under-seat exhaust, the B-King's storage space is almost nil, although there is a full complement of equipment tucked away behind a removable panel on the left side of the bike. Perhaps the Suzuki's biggest downside will apply to riders 6-foot-2 or taller, as the stylized fuel tank covers knee space.
However, now is a great time to be a B student. Spend time aboard a B-King and you'll understand its strange name, although you may have your interpretation. Ours will be the Big Bad Ballistic Bomber.
SPECIFICATION
GENERAL
List Price $12,899
American importer Suzuki Motor Corp.
12-month/unlimited miles guarantee.
MACHINE
Liquid-cooled, inline-Four-stroke engine
Drill x step 81.0x65.0mm
Displacement 1340cc
Compression ratio 12.5:1
DOHC valve train, four valves per cylinder, shim adjustment
Valve adjustment interval 14,500 miles.
Fuel injection carburetion
Oil capacity 3.5 qt.
400w electric power
12v, 10ah battery
CHASSIS
Weight: Empty tank 554 pounds.
Weight: Full tank 582 pounds.
Fuel capacity is 4.4 gallons.
Wheelbase 60.0 in.
Sweep/trail 25.3°/4.2 inches.
Seat height is 31.6 inches.
Ground clearance is 4.8 inches.
GVWR 1010 lbs.
Payload capacity (full tank) 428 pounds.
SUSPENSION/TIRES
Front suspension:
KYB Manufacturer
Tube diameter 43mm
Claimed wheel travel is 4.7 inches.
Adjustment of compression and rebound damping, spring preload
Rear suspension:
KYB Manufacturer
Single shock type
The claimed wheel travel is 5.4 inches.
Adjustment of compression and rebound damping, spring preload
Dunlop Sportmax Qualification front tire 120/70ZR17
Dunlop Sportmax Qualification rear tire 200/50ZR17
SHOW
1/4 mile. 9.93 seconds. @ 141.63 miles/hour
0-30 mph 1.2 seconds.
0-60 mph 2.7 seconds.
0-90 mph 4.5 seconds.
0-100 mph 5.3 seconds.
Top gear speed time: 40-60 mph 3.4 seconds.
Top gear time to accelerate: 60-80 mph 3.2 seconds.
Top speed was measured at 158 mph
Engine speed at 60 mph 3284 rpm
fuel mileage
High/low/average. 42/35/37 mpg
Average range inc. Stores 163 miles.
BRAKE DISTANCE
from 30 mph 30 ft.
from 60 mph 130 ft.
SPEEDOMETER ERROR
Indicated 30 mph 28 miles per hour
60 mph indicated 56 mph
EDITOR'S NOTE
DON CANET, Road Test Editor When I saw Suzuki's latest silver-and-black blockbuster, I saw Jazz, the Pontiac Autobot in the Hollywood hit Transformers. When viewed from above, it's all there: mufflers for legs, a narrow waistline, body-shaped fuel tank with side pods serving as arms and shoulders. If only they turned inside out like one of my son's action figures. And if the shape of the headlight assembly isn't to your liking, you may need to use your imagination.
The Transformers theme doesn't end with B-King style either. This bike is a Transformer, a force of nature in disguise. What you have here is a gentleman's standard of decency and decency when you need it, and a powerful acceleration weapon to use.
Maybe some creative customizer should follow what Suzuki started, paint it yellow, and name it BumbleBee.
PAUL DEAN, Senior Editor I remember saying that I didn't care what a motorcycle looked like as long as it went fast, handled well, and was comfortable enough.
I lied.
Not on purpose, mind you, but that was before B-King. Yes, I know, this 'Busa-powered Suzuki accelerates like a laser beam, handles like a sports bike, and is quite comfortable (except for the footpegs, which are too high and rearward, reply-racer style), but I can't get over the cartoon look. Every time I ride it, I feel like I've been sketched into a scene from Who Framed Roger Rabbit and am bombing around Toontown on a fictional motorcycle.
It's true, I can have a lot of fun at B-King; how could anyone not ride a bike as fast and competently as this? But after the trip, when I parked it in the garage, I had to put it under a cover so I didn't have to look at it.
MARK HOYER, Executive Editor I must admit that I laughed at the introduction of the Hayabusa in 1999 when Suzuki representatives said that the bike created a new category called "Ultimate Sport." But I haven't ridden the bike yet. Once I did, I 100 percent agreed with the entire category that was created. This isn't just PR chat; the bike was a big step forward.
The B-King does the same for standard as the 'Busa does for sporty bikes.
The King is truly a leap forward – incredibly smooth, incredibly fast – and every revolution of its muscular bike exudes power and quality. I admit I wasn't happy with the dual cubist trombone exhaust or the aircraft carrier-wide fuel tank with a hole not big enough to support my knees. And I was annoyed with the throttle cable covering the gear position indicator.
But I don't think I need to know what gear the bike is in because the power means gear selection isn't much of an issue. As for knee cuts, I'm going to talk about shorter femurs. Because this is the Highest Standard.
