Named after a Japanese Samurai sword of the same name, the Suzuki Katana was first introduced in 1981, and became an iconic model from Suzuki. The original Katana was in production till about 2006, with several models and in various engine displacements. The modern Suzuki Katana has been on sale in international markets for a couple of years now, and it was showcased in India at the 2020 Auto Expo, where it attracted a lot of attention. Now, with latest updates, including ride-by-wire throttle, the 2022 Suzuki Katana finally is available on sale in India. It's based on the same frame and engine as the Suzuki GSX-S1000, which used to be on sale till a few years ago. But is the 2022 Suzuki Katana sharp enough to make an impression?
The Katana is based on the same chassis and engine as the Suzuki GSX-S1000.
The new redesigned Suzuki Katana brings the distinctive design elements of the original into the 21st century. It's a modern interpretation, alright, but the styling is distinctively retro-inspired. So, there's a very '80s-looking rectangular headlight, but it's LED. The half-fairing has sharp creases which complement the Katana name, but along with the small flyscreen, it's more of a cosmetic design element rather than of any practical use, like wind protection. There's a liberal splashing of the Katana logo and lettering on the bodywork, ending in a racy and modern tail section with a LED taillight, which underscores the neo in the overall retro-styled design.
The Katana sports a very '80s looking rectangular headlight, but its LED.
The instrument console is a backlit LCD unit, which offers all necessary read-outs, and controls for the three riding modes, 5-level traction control, and also has trip meters, distance to empty, average fuel consumption and a clock, in addition to the regular speedometer, odometer, gear position indicator and rev counter. It comes with a night mode as well, but the screen is packed with too much information, making it look rather busy. Although the speed and gear position indicator letterings are visible, a full-colour TFT screen could have perhaps added that much "neo" to the new Katana.
The instrument cluster on the Katana is a backlit LCD unit which offers all the necessary read outs, but looks rather busy.
The seat height of 825 mm is a little on the taller side; comfortable enough for riders of average height, but could be a spot of bother for some. The handlebar is wide, and the riding position is upright, offering a nice view of the road ahead. Overall, once you straddle it, the Katana doesn't feel very unwieldy or too big, and to me, it looks quite attractive from certain angles, particularly from the front three-fourth. The gold-finished forks, and the bronzed wheels add a dash of premium appeal, but the welds on the twin-spar aluminium frame could have been finished better. But as they say, beauty is only skin deep, and what matters more is performance and dynamics, which is particularly true for motorcycles.
The Suzuki Katana looks quite attractive from certain angles, particularly from the front three-fourth.
Right from the get-go, there's no doubting the brilliant K5 engine's performance and soundtrack. Yes, the Suzuki Katana's engine is derived from the famous 2005-2008 GSX-1000R, the original "Gixxer." The engine though has been updated with new camshafts, valve springs and a bigger airbox, and meets the latest emission regulations. In numbers, the 999 cc, inline four-cylinder, 16-valve engine makes 150 bhp at 11,000 rpm and 106 Nm at 9,250 rpm. And it's a smooth unit, with linear acceleration, complemented by a new suite of electronics, with traction control and different throttle maps. The torque band is wide, so in every gear, there's ample pull, with grunt available just a downshift away.
Katana's engine is derived from that of the famous 2005-2008 GSX-1000R, the original "Gixxer."
It's got more than enough power, and 150 kmph is achieved in no time, and it can hit very dangerous, very illegal speeds. The short-ratio gearbox is a delight, and the bi-directional quickshifter works like a dream, offering quick upshits and downshifts. Unlike the last generation GSX-S1000 which used to be on sale in India, the throttle response feels smoother, with more linear power delivery, and the wider spread of torque is quite apparent. Sixth gear is good enough to potter around town as low as 45 kmph, and a few downshifts and a twist of the throttle can make you hit triple digit speeds in no time. All of these accompanied by the sweet soundtrack and intake roar of the brilliant K5 inline four!
The Katana can hit very dangerous, very illegal speeds in seriously low times.
Ride quality is quite nice and take on all kinds of road imperfections very easily, and when you show it a corner, the Katana's sporty platform ensures there's no drama or surprise. In fact, it can very well be used on the occasional track day quite easily. In the dynamics department, it's reminiscent of the naked GSX-S1000, but with a more upright riding position. Suspension is adjustable front and rear, and can be set-up to meet individual rider requirements, and while the brakes are strong, cornering function on the ABS as well as traction control would have certainly made the Katana's case stronger, at least in 2022.
When you show it a corner, the Katana's sporty platform ensures there's no drama or surprise.
It may be based on the K5 engine from more than a decade ago, but the Suzuki Katana is still a very impressive package. In outright acceleration, refinement, balance, and sharp handling, the Katana has everything going for it. The engine is the highlight, along with the unique neo-retro design. And if it's performance one is looking for, the K5 delivers it in dollops, complemented by a very addictive soundtrack as well. The changes to the engine, and the wide spread of torque makes it tractable and easy to ride it very comfortably in the city, with a neutral riding position with great ride quality. And for the select few wishing to head to the track, it can very well double up as an occasional track tool as well.
In outright acceleration, refinement, balance, and sharp handling, the Katana has everything going for it.
Priced at Rs. 13.61 lakh (Ex-showroom), it goes up against two inline four, litre-class nakeds in India. It's slightly more expensive than its main Japanese rival, the Kawasaki Ninja 1000SX, but more affordable than the BMW S 1000 R. But the Indian customer is a discerning one, and the litre-class segment is one which attracts customers more to the full-faired superbike variety, than the naked offerings. After all, the Indian consumer is obsessed with looks, road presence, and bragging rights.
The Suzuki Katana's qualities are likely to be overshadowed by the fame of the Hayabusa in India.
In the current scheme of things, features, finish and pose value are things which matter, and certainly do, to the Indian consumer. At least in India, all the Katana's qualities are likely to be overshadowed by the fame of its big brother, the Hayabusa. And its retro-inspired design will certainly have polarised opinions. In the end, the Suzuki Katana may not appeal to everyone. But if you're looking for motorcycling in its pure sense, the Katana will do it all, and will be a guaranteed entertainer every single time you swing a leg over it!
