Suzuki GSX-S1000GT

A new motorbike from Suzuki, the 2022 GSX-S1000GT, has just been released. This motorbike is claimed to offer a fiercer appearance with dual LED projectors.

Also, the aerodynamic fairing shape is believed to increase fuel efficiency and improve control. Dampers have been added to the handlebars and footrests to reduce engine vibration, making the rider more comfortable.

On the passenger side, Suzuki also provides a new handgrip and seat design which is claimed to be more comfortable. On the undercarriage, 43 mm USD front suspension and a rear mono-shock that can be adjusted for preload and rebound, bind to 17-inch multi-spoke model rims.

 

For braking, the front dual-disc floating measures 310 mm with two-piston Brembo brake calipers, while the rear disc measures 240 mm with one piston.

The Suzuki GSX-S1000GT is equipped with a K5 inline four-cylinder engine with a capacity of 999 cc, producing 152 hp of power at 11,000 rpm and 106 Nm of torque at 9,250 rpm. This power is channeled through a 6-speed manual transmission.

Having wild performance, Suzuki has equipped the GSX-S1000GT with the Suzuki Intelligent Ride System (SIRS) feature which can adjust the driving character to road conditions via a 6.5-inch full-color TFT display screen.

Not only that, there are other features such as Cruise Control, Traction Control System (STCS), Suzuki Drive Mode Selector (SDMS), Quick Shifter, ABS, and others.

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2023 Suzuki B-king 1340 Vrsc

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.

 

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Suzuki SX4 Luxury Cars

Back in mid 1994, Toyota released the original RAV4, a small compact city 4WD, that in reality, probably never went off-road. 13 years later, the RAV4 has doubled in size (so have the owners) and lost its appeal, but many buyers are still keen for a cool, small, and efficient 4WD. Say hello to the Suzuki SX4.

The SX4 is the third next generation model in Suzuki’s lineup; soon the Suzuki Splash will take that up to four. Now, you might be thinking, why should you trust a small 4WD from Suzuki, don’t they only make Swifts? No, and here is the truth, the SX4 is a merger between the insanely popular Suzuki Swift and the Suzuki Grand Vitara 4WD, using the best of both cars, Suzuki has managed to build one of the best value for money cars available today.

The SX4 is a lifestyle car, you wouldn’t buy it unless you wanted the “I do something on the weekends” image, which is a well sought after thing these days. The SX4′s name comes from Sports X-over for all 4 seasons.

Perhaps a victim of its own success, every third car on the road these days seems to be a Suzuki Swift, thankfully this hasn’t happened (yet) with the SX4, which means, not only do you get a lot for very little, but it’s also rather unique and you can bet none of your friends own one. Having picked up the SX4 with a five-speed manual transmission first, I headed back from Brisbane airport towards some winding roads around Mount Glorious. Gear changes can take a little while to get use to, the clutch has a rather unique feel to it, but it is quickly mastered. The gear ratios are perfectly spaced out with first gear capable of reaching at least 30km/h; I almost applaud Suzuki for not putting a six-speed in this and ruining drivability for the sake of marketing.

Once my arguments with the gearbox were settled, I was in hot pursuit of a Japanese AWD turbo going up Mount Glorious, although you can argue it’s all driver dependent, the SX4 is extremely fun to drive, a big credit to Suzuki’s quest for sporty dynamics. Given the SX4 sits relatively high (ground clearance of 200mm), the handling is superb.

You can also credit the excellent driving dynamics to the SX4′s i-AWD (intelligent All Wheel Drive) system. Using a small button located near the handbrake, the system allows you to pick between front-wheel-drive, four-wheel-drive auto and four-wheel-drive lock settings.

Initially starting in 2WD, it took me some time to even realise I was not in 4WD mode, a credit to the cars well balanced chassis and smooth power delivery. I admit, I found it a little odd putting the SX4 in 2WD mode given the 4WD auto setting distributes torque according to need, with most of it going to the front for normal everyday driving.

Suzuki says the 2WD mode returns the best fuel economy figure (8.7L/100kms), and although this is true, for me, sacrificing a little more fuel for the extra safety and traction of a 4WD, is well worth it.

As for the 4WD lock mode, I’d imagine this will be the least used setting for the car in Australia. Only if you’re actually stuck in some mud or snow will you call on 4WD lock. The system puts the torque to the rear wheels (to begin with) to help you get out of those, sticky, situations.

nce you reach 60 km/h it automatically disengages and reverts back to 4WD auto.

Put it in 4WD auto and rev the 2.0-litre engine to 3,500RPM for a spirited take off and you will be amazed just how fast the car screams off the line, with 107kW of power and 184Nm of torque, the engine might appear a little underpowered on paper, but it’s far from it – at least in a manual.

After my week with the manual variant, I got my hands on the auto, and my love for the SX4 started to dwindle. The four-speed auto gearbox, for lack of a better word, is rubbish, it makes the SX4 half the car it can be, with incredibly slow take-offs, no power to overtake on the highway and a highly unresponsive power delivery, you would be mad to pay an extra $2,000 for an inferior car!

Once again, I say this to all those interested in buying a small car, buy it in manual, yes the auto is easier to drive, but the power difference will change your mind and the manual will make you a better driver.

O

If you have never sat in a recent model Suzuki, have a quick glance inside the SX4 and you will be pleasantly surprised. Borrowing a lot of the interior from the Suzuki Swift, the SX4 is one of the most modern looking Japanese cars, inside and out.

Whilst designing the SX4, Suzuki realised one important fact early on, although capable of producing well built and reliable cars, the design team were a little, well, untalented. You only have to look at the Suzuki Jimny and Liana to find that out.

Thankfully, the design team decided to head to Italy for some help, and the result was a stylish, modern and good looking compact 4WD. Not bad for a company that started out making weaving looms!

From the front, the aggressive headlights give the SX4 a menacing stand, the sort of look Peter Costello gives John Howard in the men’s room (but with some dignity). The rear isn’t as flash, but passes my test.

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Maruti Cervo

Maruti Suzuki are planing to Launch Maruti Cervo Model in india. Maruti Cervo is a Replacement of Maruti Suzuki Alto/Wagon-R. Maruti Cervo is B-Segment car. Maruti Cervo is japanese model and Maruti Suzuki Cervo is the latest small car recently launched in Japan. The Maruti Cervo is a compact five door mini car, that looks to put the other kids on the block into the shade. This sleek cute car offers 54bhp 660cc engine that boasts to offer peppy performance with great fuel economy. The Ex-showroom Price of Maruti Cervo would be between 2 Lakh to 3 Lakh, by using a cheaper material to make it cost less, but, we doubt that Suzuki will use such cheap material so long as price is considered. The name Maruti Cervo has been a history for jap Suzuki cars mainly used in the Japanese version of alto. The 800 will be removed and the Alto will be pushed down to the 800 segment, then there will be place for the Maruti Suzuki Cervo. Maruti Cervo will come equipped with an engine capacity of a litre. Considering the trend flowing in the Indian market, 60-65 bhp is a realistic estimate of the power that will be sent to the front wheels.

In The Exterior of Maruti Cervo, Maruti Cervo looks like the Honda Fit. The lines and cuts of the Maruti Cervo car are neat and classy and the clean blacky covering at the end of the windows are cleverly made so as not to see too many holes.The headlights seem too agressive and getting ready to vrroomm and seems confident, well we can hope it really does. The Small mini SUV looks at the back, with an arching roofline, wedgy stance, slanted headlights and stubby bonnet makes out a new shape of itself and bound to be a great car if its priced is good and if its at 1Lakh, it will be crazy selling.The rear is equally attractive as the front end of the Maruti Cervo is. The large lamps add appeal and character to the rear of this Suzuki.

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