Street Motorcycle

2013 Performance  Suzuki Hayabusa GSX1300R ABS
The 2013 models come back equipped with a brand new superior Brembo monobloc calipers and Antilock brake. These options area unit bound to attract one rider main road cruising and traveling partner.

Hayabusa style utterly combines bike and rider. fastidiously carved  bodywork tames the wind to maximise the ability of the engine is quite enough Hayabusa. in depth construction testing with riders aboard that helps to find the most type to hurry up. Radical mechanics styling and refined bodywork not solely provides a novel look Hayabusa however additionally shield the rider from wind and improve fuel potency.

Hayabusa style utterly combines bike and rider. fastidiously carved  bodywork tames the wind to maximise the ability of the engine is quite enough Hayabusa. in depth construction testing with riders aboard that helps to find the most type to hurry up. Radical mechanics styling and refined bodywork not solely provides a novel look Hayabusa however additionally shield the rider from wind and improve fuel potency.

Muscular Hayabusa four-cylinder provides a broader wave of torsion for simple acceleration. Advanced style options liquid-cooling, ram-air induction draught with Suzuki twin throttle (SDTV) throttle bodies, fuel injectors use twin injectors area unit controlled by the eu 32-bit, hollow double overhead cams and 4 valves per cylinder operate.

Forged three-ring aluminum-alloy slipper pistons give superior strength. Oil management rings on every piston electro-plated with chrome-nitride coating applied during a chamber employing a Physical Vapor Deposition (PVD) system.

Chromium compound PVD coatings area unit tougher and electric sander than standard chrome plating, reducing friction whereas rising cylinder waterproofing. the highest seal is additionally equipped with associate formed cross section, with the combustion pressure pushing against the tight ring of the cylinder wall to scale back blowby and augmented strength truly push the piston down.

Hayabusa options Suzuki Drive Mode Selector system (S-DMS) is exclusive, that permits the rider to pick out one amongst 3 engine management maps.This system permits the rider to pick out a map to suit totally different personal preferences in numerous riding conditions, like selecting one map for main road cruising and also the alternative map for tight roads.

Hayabusa engine fitted with a tapered, double-barreled 44mm Suzuki twin throttle (SDTV) throttle bodies. in contrast to standard mechanical system system, SDTV system has 2 butterfly valves in every throttle body barrel. The rider controls the most valve via the throttle grip and also the engine management system mechanically controls the secondary valve, step by step gap to keep up optimum intake charge rate supported engine rate, gear position and gap the most valve. this method, the proper to a fastidiously controlled combustion potency and makes the throttle response additional natural feel to the rider.

Designers fastidiously each side of Suzuki Hayabusa-bold look of the standout options like a lamp with plenty of fine mechanical details hidden from read. Hayabusa homeowners typically commented that nothing compares to the awe galvanized by a Hayabusa. once pose, inviting  guests and once the bike ride through town that invitations the audience desirous.And whenever Hayabusa riders meet one another they typically notice instant friendly relationship.

Hayabusa comes up legendary not solely from the angle of power, handling and aeromechanics. each side of the planning of the chassis top-tier for-braking system mix to deliver alone performance.Riders have typically delineate because the Hayabusa trained wild animals. And as descendants of the first, the bike responds to input even the foremost nuanced of the rider. Suspension movement isnt rigid, however the bike quietly absorb shock sort of a luxury sedan. Similarly, the advanced braking confidence decelerate the Hayabusa’s chassis. The braking system of the 2013 models supply even additional enhancements to supply bigger confidence for the rider.

Brembo Monobloc front brake calipers lighter and additional rigid than standard calipers bolt-together, top-of-the-line radial-mount calipers Hayabusa Brembo Monobloc front brakes give higher feedback to the rider. Enlarged piston diameter of 32-30mm to 32-32mm. Piston huge facilitate to use bigger force to the brake discs, which ends in augmented initial bite and feel additional controlled.

New commonplace instrumentality Antilock brake (ABS) unit style contains a compact, light-weight. The ABS brakes improve performance by serving to to stop, to some extent, the wheels lock for dynamical road conditions or excessive braking, by matching stopping power to out there traction.The ABS? Is associate sweetening for brake operation, not a tool for shortening stopping distance. continually bear in mind to scale back speed sufficiently before approaching curves.

KYB inverted cartridge fork options Diamond-Like Carbon (DLC) coating surface treatment on 43mm post tubes to scale back friction and improve reaction to tiny surface irregularities. Fork provides 120mm front wheel travel. Spring preload, compression damping and rebound damping totally adjustable.

Hayabusa is provided with Bridgestone BT-015, that was specifically developed for motorcycles. Tire profiles and compounds developed through a spread of tests to realize a high level of stability and handling. A single-piston, pin-slide rear Tokico brake calipers works with new ABS equipped. The rear discs area unit 260mm in diameter and five.5mm thick.

Los Angeles, July 18, 2000 -- A normal part of any new bike intro is a photo session somewhere around the mid to late portion of the days ride. This particular intro saw Tom Riles behind the lens, pointing away at various riders taking their turns through bends in the road until, in one particularly off-camber and nasty corner, Master Riles got the living stuff scared out of him when we came towards him at a high rate of speed sounding like we were towing an anvil along behind us; complete with sparking light show and a little bob-and-weave of the chassis to add just a little more drama to the moment.
No worry, Tom, were professionals; and thats just the foot pegs carving a little niche for themselves in the pavement while the
front end sticks to the road and the Macadam 90X tires let us know pretty much everything but the half-life of the pebbles theyre coming in contact with. Granted, this is no racebike - or even a real sport bike when you get down to it - but for a semi-faired standard, it does a remarkable impression from time to time, given a bit of impetus from, lets say, a photographer in close proximity with a loaded camera pointed your way? Whats so impressive about this Bandit compared to previous iterations is not so much what it does well, as much as what it doesnt do:


The mirrors dont turn your rearward view into something that resembles a kaleidescope at anything above idle; the minimalist-looking fairing doesnt buffet your helmet until the paint job starts flaking off; the motor doesnt buzz your hands to the point that youre willing to clamp them in a vice just to see if theres a chance of ever recovering some feeling in them; and the front end doesnt turn to junk after 600 miles of fun - which is what this bike delivers far more frequently and in much greater quantity than youd ever suspect. When we sampled Suzukis Bandit 600S a few months ago we were please with the bike, but not overly impressed. It was a good commuter and could pull off mild sport duty pretty well, but the motor was a bit on the wheezy side and, paired with an obnoxious buzz, not all that fun to do the highway drone on should there be ample mileage between your chosen set of curves. We expected similar things from the 1200 but, once again Suzuki has surprised us with a bike that is, pardon the cliche, more than the sum of its parts.
Bandit 1200 sales started off at a rather lowly 18,160 units in 1996 only to surpass the 60,000 mark for 1999 which is a three-fold increase in only three years, but Suzuki doesnt plan on stopping there. Having done extensive market research, they found that the average Bandit buyer is 35 to 44 years of age, has over 15 years of riding experience and uses the bike as a secondary vehicle primarily for sport touring duty which goes a long way towards explaining the focus of the Bandits changes. At a retail price of $7,399 (an increase of only $150 US Dollars), its no surprise that 87 percent of buyers say their number one reason for choosing the Bandit is value. But, thankfully, a neutered price tag does not come at the expense of diminished fun.

The design goal for the new Bandit was to, "maintain the Bandits originality and distinctive character while refining performance and features." There was a paradox created in the execution of these parameters in that the design team wanted not only sportier performance, but a comfortable ride as well; the two of which rarely, if ever, go hand in hand.
"Yeah, baaaby. This bike is all about me. I am this bike on so many levels its scary."
Suzuki hopes that they addressed most of the complaints from earlier models with this Year 2001 Bandit 1200S, starting with the larger fuel tank capacity. The new model carries 20 liters which is a one liter increase over the previous model. While this is definitely a good thing in the long run, a few of us on the intro noted a slightly more top-heavy feel to the (fully fueled) bike when compared - seat of the pants - to the previous version. As for the other improvements, there were fewer side-effects than with the larger gas tank.
 The main targets with the motor were to improve what was not only sluggish throttle response, but carburetion that was excessively lean and was sometimes surge-happy when cruising along at certain RPM. Along the way, Suzuki felt it wise to empower the old mill with a few more foot-pounds of torque as well as some more horsepower at low and mid-range speeds, and who are we to argue with a notion like that?


Again, a caveat in that Suzuki - while addressing the lean surging - would attempt to clean up emissions even further, seemingly leading to even worse surging. But Suzuki was able to attain their lower emissions goal while not only eliminating most - if not all - of the surging and what was previously a rather wicked flat spot in the power with the help  a new throttle position sensor (TPS) on the Mikuni BSR36 carburetors. Mated with ignition timing maps which are different not only from the previous years version, but from each other as well. The number two and three cylinders and the number one and four cylinders have different maps that vary dependent upon throttle opening as well as engine RPM.

Even more power was found by changing the cam profiles and a few changes were made to stand up to the added oomph as well as to ensure longevity. The new oil cooler has grown from 280 mm tall to 355 mm tall while maintaining the same width which should allow the engine to make incrementally more power and last a bit longer. Theres also a clutch release cylinder which grew from 35.7 mm in diameter to 38.1 mm that, coupled with stronger clutch springs should make for a clutch assembly that will be able to stand up to a few aftermarket add-ons without much in the way of fanfare. Only a few whiny people commented on a perceived increase in the force required to pull in the clutch lever. But theyre weak and youre not. Right? Aaargh.
Adopting a similar system to that of Yamahas Air Induction System (AIS), Suzuki has been fitting its Pulsed Secondary Air Injection System (PAIR) to California-bound Bandits, Hayabusas and GSX-Rs, that will now be standard issue on all Bandits in all markets. The PAIR system does not effect power output but it does add a few extra pounds to a machine which could already stand to lose a few pounds.
In Suzukis efforts to endow the latest Bandit with "better stability and cornering performance," a few key dimensions have been tweaked. Unfortunately, American Suzuki doesnt have all the details as to what has been changed with the chassis so we can only give you a glimpse into what is the catalyst for a noteworthy increase in sporting performance.  The wheelbase has been shortened by five millimeters and now measures 1,430 mm, helped by the reduction in trail by three millimeters to 104 mm. To quicken steering the caster has been decreased by 0.2 degrees, and to help keep rider weight and overall mass lower to the tarmac, the seat height was reduced by 45 mm to 790 mm. This seat provides not only wonderful support for burning through consecutive tanks of gas, but also enough firmness to allow mobility when shifting body weight in the twisties. Unfortunately, the seat cover looks like something off of a mid-eighties Volvo station wagon; but it goes well with the metallic silver paint on our bike whose enormous glitter flakes remind us of this girl who dances at this seedy little joint down the road from our offices.


All we know about the changes to the front suspension so far is that it received fork tube guards. As for the rear, theres now a movable gas/oil separator in the shock. The front end features only pre-load adjustment while the rear features pre-load as well as rebound adjustment. Though that doesnt seem like anything substantial, the new Bandit feels surprisingly planted on twisty roads when you chose to elevate the speeds to the point that the footpegs start dragging just before picking up the throttle and whooshing out of the apex of a turn. The cornering clearance is ample as long as you ride the bike like a sport-tourer even though, with a good rider aboard, El Bandito can catch a far sportier bike with its newfound cornering prowess and strengthened motor which is about as smooth as any inline motor of this size has a right to be. Above 85 mph this thing is turbine smooth and makes triple-digit cruising law-breakingly simple.

Torrance, California, June 26, 2002 -- In cruisers, just as in stacks of money and the size of your house, bigger is always better. Its an unfortunate place that non-behemoth-sized cruisers inhabit, then. Theres no respect given due to their comparative performance vacuum when placed alongside such monsters as Harley V-Rods and Honda VTXs. At least, thats the way it has always been until now.
If anybody was going to surprise us with a strong-running motor, the smart money was riding on Suzuki. They already make some of the most powerful engines in any given category, and their legacy with the Intruder line of cruisers is steeped in horsepower.
Suzuki introduced their Volusia 800 a year (or was it two?) ago, and aimed it at cruiser enthusiasts who wanted classic cruiser looks without the classic cruiser heft - a seemingly unshakable side-effect of cruiser manufacturing. And, of course, it had to have untraditional performance. Technically speaking, the heart of the Volusia is an 805cc, eight-valve, liquid-cooled, 45° V-twin fed by a single 34mm carburetor. Suzuki claims to have installed a short-duration cam and, of course, the tuned dual exhaust system to help make even more power out of the relatively small motor. To keep vibes to an acceptable level, the crankshaft feature 45° offset crank pins to reduce engine vibration. And to keep things "green," a pulsed-secondary air-injection system introduces air into the exhaust ports to ignite unburned hydrocarbons and reduce emissions for bike delivered to all markets.


From the riders seat, which is a comfortable bit in its own right, the Volusias vibes are nearly perfect for a cruiser. Hands just slightly rock and butt cheeks slightly bump up and down at idle. At speed on the road, theres just that pleasant cruiser thrum that reminds a rider hes on a motorcycle, not in a cage with a coffee cup holder, stereo, GPS and glovebox. Maybe its got to do with less mass bumping around inside the cases or the way the motors fastened to the hard chassis bit, but theres a nice, connected feel there.  From the seat, just 27.6 inches from the ground, you see the fuel tank-mounted speedometer with LCD fuel gauge, clock and indicator lights. Its your usual cruiser layout with nothing fancy and no terrible eye-sores to loose sleep over. The handlebars are wide and the foot controls are out front, though not stupidly so. Again, its standard take-no-chances cruiser fare pretty much across the board.


The forks are set out at a 33° angle and the shock works through a link-type system to smooth the ride over the Volusias 65.2 inch wheelbase. Seven positions of preload adjustability are available out back, though theres no concession made for either rebound or compression adjustments at either end. The thing that so many of us like about the smaller-displacement cruisers is the way they rev, and this Suzuki will wail. Theres none of that rev-limiter cutting in seemingly right after youve released the clutch and get underway. The Volusia likes to run, and by the time you realize theres no hard limiter to bump into (the Volusia uses a soft limiter) youve already grabbed another gear and are on your way.
In fact, the motor feels quite a bit stronger than the dyno numbers suggest. Our Dynojet Model 250 measured out just 42 horsepower and 43.2 pound-feet of torque. And while were sure thats correct, the bike feels quite a bit stronger. We were expecting to see more like 50-plus horsies and torquies. How else to explain the way Calvin was able to keep up with me and Lisa on Hondas ST1300 during a recent flog on a beautiful afternoon? I know I wasnt poking along since the ST was dragging some hard parts and Lisa was a bit tense, squeezing other not-so-rigid parts. But there was Calvin right behind us the whole time. Getting off of the bikes for a cold beverage at the Backwoods Inn, Calvin was also enthused at the Volusias pace. He kept saying how well-connected the bike felt, and the rest of us have to agree. The chassis, with its cradle-type steel frame, is right up there with excellent big-bore bikes like Yamahas Warrior and Kawasakis Mean Streak. The biggest complaint with the bike is the too-soft suspension. It lets down the otherwise excellent chassis and impressive motor. Keeping what appears to be an old-school bike current, a digital ignition system with 3-D timing maps and throttle position sensor make sure the fuel/air mixture gets lit off at the correct moment. The throttle response was excellent except for when the bike was cold. It takes a long time to get the motor up to temperature so you have to be patient before really enjoying the thing. But once warmed up, power spins from the five-speed transmission (featuring a high fifth gear ratio for relaxed highway cruising, Suzuki claims) through the shaft final-drive to the rear wheel smoothly every time the throttle is opened. Suzuki claims their shaft-drive system has "low torque reaction," but I think all that means is that their shaft-drive system doesnt suck. It is, in fact, pretty well-sorted out. Just like the rest of the bike.
For the price of this Volusia, its more than just a bargain, its an absolute steal. Its quite an impressive performer and something that Suzuki should be really proud of. Its just a shame the bike will continue to go relatively unnoticed with all the current marketing hype that targets Power Cruisers.

This bike has us already preparing a few other bikes for a mid-size cruiser comparo. Were anxious to see if theres anything else out there that can rival this Volusias bang for the buck. So stay tuned, eh?
Second Opinion
Calvin Kim


The motor is smooth, but too cold blooded. Takes a looong time to warm up, even with full choke. Bars felt wide, but wasnt uncomfortable. I like the digital odometer and clock stuff. Brakes could be better, but modulated well. It has a solid transmission.
Suspension felt really soft, but that wasnt surprising. Chassis feels solid (though it should considering it is made of metal.) The only thing not to like? The rather bland styling. It gets lost in the crowd.

Specifications
Engine: 805cc, four-stroke, liquid cooled, 45° V-twin,
SOHC, 8-valves, TSCC
Bore & Stroke: 83.0 x 74.4mm
Compression Ratio: 9.4:1
Carburetor: Mikuni BDSR34
Lubrication: Wet Sump
Ignition: Digital/transistorized
Starter: Electric 
Transmission: 5-speed
Final Drive: Shaft Drive
Overall Length: 2510mm (98.8 in.)
Overall Width: 985mm (38.8 in.)
Overall Height: 1110mm (43.7 in.)
Seat Height: 700mm (27.6 in.)
Ground Clearance: 140mm (5.5 in.)
Wheelbase: 1655mm (65.2 in.)
Front Suspension: Telescopic, coil spring, oil damped
Rear Suspension:  Link-type, oil damped, 7-way 
adjustable spring preload
Front Brake: Single hydraulic disc
Rear Brake: Single drum
Fuel Tank Capacity: 17 liter (4.5 gal.)
Claimed Dry Weight: 239kg (526 lbs.)
Color: Black/Blue, Silver/Silver
MSRP: $6,599

After a slow trickle of information from a series of teasers to last week’s deluge from an apparently accident leak, Suzuki has officially unveiled its updated 2012 V-Strom 650 ABS.
Initial reaction on the blogosphere to last week’s leak was rather tepid. After several teasers hinting at a “new middle-class motorcycle”, many expected Suzuki to introduce a dramatically changed new V-Strom, perhaps somewhere in the 800cc segment to compete against the new Triumph Tiger 800 and the BMW F800GS.
Proclaiming it “time for real adventures”, Suzuki’s teaser campaign hinted at something more off-road oriented than the previous Wee-Strom. The reality turned out to something still better suited to pavement than dirt.


When the first images and specs emerged, the perception was the 2012 Suzuki V-Strom 650 was, as the cliché goes, more evolutionary than revolutionary. But perhaps that isn’t such a bad thing. The previous V-Strom 650 was a very capable machine, powered by the well-received engine inherited from the Suzuki SV650 and SFV650 Gladius.
The fuel-injected engine on the 2012 Suzuki V-Strom has the same bore and stroke as the previous version (81.0mm x 62.6mm), but it has been updated with new pistons, piston rings and cylinders. According to Suzuki, the updated engine offers higher torque at low-to-mid revs, thanks to a modified cam profile, as well as more horsepower at the high end. Suzuki also claims a 10% improvement in fuel economy, allowing for a slimmer, lighter fuel tank with a capacity of 5.3 gallons from 5.8 gallons. Claiming a curb weight of 472 pounds, the 2012 V-Strom ABS is about 13 pounds lighter than the 2011 version.
The new V-Strom uses the same aluminum twin-spar frame and swingarm as the previous model. The front suspension uses 43mm telescopic forks with five spring preload adjustments and 150mm of stroke. The rear suspension also offers adjustable spring preload, with fine adjustments made with a knob located under the frame cover on the right side.
Like the 2011 model, the V-Strom 650 will only be available with ABS. According to Suzuki, the ABS components are lighter and more compact on the 2012 model, weighing 1.5 pounds, less than half the previous ABS system’s 3.3 pounds.

The 2012 Wee-Strom uses the same aluminum twin-spar frame as the previous version. The new muffler has a buff-finished end cap and silver metallic cover to protect optional side cases from excessive heat.

The seat on the 2012 V-Strom 650 is new, with an embossed logo and red stitching. At 32.9 inches, the standard seat sits 0.6 inches higher than on the previous version, which, according to Suzuki, reduces rider fatigue for long-distance riding. For riders with longer or shorter legs, Suzuki is offering a couple of optional seats that are change the seat height to either 33.7 inches or 32.1 inches.

The standard seat is 32.9 inches from the ground, but Suzuki will offer optional seats for taller and shorter riders.

A slimmer fuel tank combined with the new side vents give the 2012 V-Strom 650 a narrower shape than the previous version.

Design-wise, the new Wee-Strom is slimmer than the previous version. The narrower tank helps make it easier to put your feet down despite the higher seat, while the previous version’s side plastics have been replaced by black resin air outlets, a change intended to improve cooling and provide better wind protection. The windscreen offers three adjustable settings, with the upper edge in the default setting 30mm set back from the 2011 model’s windscreen.
Behind the seat, Suzuki replaced the aluminum rear carrier and passenger grab handles with a lighter black resin components that are lighter and less affected by ambient temperature.
Another update is the new instrument panel with an analog tachometer and brightness-adjustable LCD display. The LCD screen displays a gear indicator, fuel gauge, ambient temperature and odometer/trip meter/fuel consumption. The tachometer also features a coolant and oil temperature warning and a road freeze warning that lights up when the road temperature approaches freezing.
The 2012 V-Strom 650 will be produced in three colors, though only two will be offered in the U.S. American consumers can choose between Metallic Fox Orange and Glass Sparkle Black while other markets will be offered the Pearl Mirage White.
The 2012 Suzuki V-Strom 650 ABS will arrive in American dealerships in November, though pricing remains to be determined. Suzuki will also offer a number of accessories, though the North American offerings have yet to be finalized.

The 2012 Suzuki V-Strom 650 ABS will be available in North America in black or orange. The white version seen in the close-up shots will be available in other markets.

2013 Suzuki V-Strom 1000 Concept | Review, Features, Specs - 2013 Suzuki V-Strom 1000 Concept pictures, prices, information, and specifications. Here is information on the 2013 Suzuki V-Strom 1000 Concept. If you want to get a quote on a new 2013 Suzuki V-Strom 1000 Concept use our Build Your Own tool, or Compare this bike to other Suzuki Motorcycles.

2013 Suzuki V-Strom 1000 Concept Review

The Future Is Here. Suzuki Motorcycles offers a glimpse into the future with the release of the concept motorcycles, V-Strom 1000 Adventure Tourer Concept. Sharing the spirit of the successful global V-Strom 650, V-Strom 1000 Concept has been engineered to provide fun, excitement, and flexibility for riders who are looking for world-class open new adventure motorcycles.

Find your ultimate goal. More than a decade ago, Suzuki developed the V-Strom 650. Motorcycle offers exceptional flexibility, convenience, and fun to ride character. A balanced package includes a V-twin engine is very flexible and lightweight aluminum chassis. Sharing the spirit of V-Strom 650 ABS succeed globally, the all-new V-Strom 1000 "Concept" will provide fun, excitement, and the flexibility to open class riders who are looking for a new world of adventure motorcycle.


"Suzuki Motorcycle adventure touring forever change categories when developing V-Strom 650 and introduced to the worlds most versatile, convenient and fun-to-ride bikes," said Perry Morison, General Manager, Suzuki Motorcycles. "We are two V-Stroms, 650 and 1000, were among the best-selling adventure tourers, and we are very excited about the release of the concept of V-Strom 1000 for showing the future direction of this model is popular and of our organization."

V-Strom current 1000 has actually redesigned the bike interesting concept to focus on rider-friendliness and equipped with 1,000 cc powerplant that produces an acceleration of business along with the rumbling V-Twin a strong and distinctive. Thin and lightweight aluminum frame, thick padded seat and adjustable windshield make fun V-Strom 1000 Concept and easy-riding, whether its down the street or explore the hinterland.

For enhanced rider confidence when braking, Concept V-Strom 1000 features performance-inspired radial mount caliper front brakes and Antilock Braking System (ABS) to ensure traction on the main road in all weather conditions. The V-Strom 1000 Concept is also equipped with a sophisticated traction control system for improved sports ride, performance and peace of mind to negotiate slippery surfaces with confidence.



The suspension has been completely overhauled with the 1000 V-Strom concept featuring an inverted front fork and single-shock suspension is easy to adjust back style. Inspired by the 1988 DR750S, the first big adventure tourer Suzuki V-Strom 1000 Concept features bold and distinctive styling to create an unparalleled presence.

The concept of V-Strom 1000 features all-new baggage system that provides easy installation, a narrow overall width when mounted and looks clean when it is released. Riding experience will be further enhanced with new features to satisfy even the motorcyclists most discerning adventure.

2013 Suzuki V-Strom 1000 Concept Features

Powerful, rider-friendly machine:

A totally redesigned 1000cc liquid-cooled V-twin engine produces rumbling acceleration joint venture with a powerful V-twin.

Lightweight, balanced Chassis:
Sleek and lightweight aluminum frame, thick padded seat and adjustable windshield provides a convenient easy, and fun to ride character.


Brakes and Suspension:
Performance-inspired radial mount caliper front brakes with Antilock Brake System gives the driver confidence in braking on different road conditions. The concept of V-Strom 1000 is also equipped with inverted front fork and easy to customize the style of a single shock rear suspension.

Distinctive design Styling:
Inspired by the 1988-Suzuki DR750S first big on / off-road machine-Concept V-Strom 1000 features bold and distinctive styling to create an unparalleled presence.

Sophisticated Traction Control System:
Suzuki advanced traction control system is equipped for enhanced sport riding, performance, and peace of mind to negotiate slippery surfaces with confidence.

Storage System:
A new baggage system all designed and tested in line with the overall development of the V-Strom is. Baggage system provides easy installation, a narrow overall width when installed, and look clean when it is released.

2013 Suzuki V-Strom 1000 Concept Pictures Gallery

SUZUKI GV 1200 GLF Madura 1165 (1984 - 1986) Description & History: Only a few GV 1200 Madura were made. With a 1165cc engine, four Mikuni BDS carburetors and 10.5:1 compression ratio, the "big" 1200 monster had the 90 HP at 8500rpm.

SUZUKI GV 1200 GLF Madura 1165 1984 - 1986 Full Specifications:
Brand: SUZUKI, Model: Madura, Type: GV 1200 GLF Madura 1984, Name Year: GV 1200 GLF Madura 1165 1984 - 1986, Engine Type:  Liquid Cooled, Four Stroke, 82 Degrees V-Twin, DOHC, 4 Valves Per Cylinder, Displacement: 1165 cm3, Bore Xstroke: 3.07x2.40 in OR 78.0x61.0 mm, Compression: 10.5:1, Horsepower: 86(117)/ KW(hp)/RPM, Torque: -, Fuel System: -, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Shaft, Frame: -, Front Suspension: -, Rear Suspension: -, Front Brake: Dual Disc, Rear Brake: Single Disc, Length: 87.6 in OR 2225 mm, Width: 34.3 in OR 871 mm, Seat Height: 30.3 in OR 770 mm, Wellbase: 62 in OR 1575 mm, Ground Clearance: 5.7 in OR 145 mm, Weight: 540 lbs OR 245 kg, Fuel Capacity: -, Tyres Front: -, Tyres Rear: -.

SUZUKI RGV 250 GAMMA 247 (1987 - 1997) Description & History:

SUZUKI RGV 250 GAMMA 247 1987 - 1997 Full Specifications:
Brand: SUZUKI, Model: RG, Type: RGV 250 GAMMA 1987, Name Year: RGV 250 GAMMA 247 1987 - 1997, Engine Type:  Water-cooled, 2-stroke, V-twin, Displacement: 249 cm3, Bore Xstroke: 2.20x1.99 in OR 55.9x50.5 mm, Compression: 7.5:1, Horsepower: 33(45)/8500 KW(hp)/RPM, Torque: 27/8000 lb-ft/RPM OR 37/8000 Nm/RPM, Fuel System: Mikuni VM32SS Carburetor, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: Telescopic, Coil Spring, Oil Damped, Spring 5-way Adjustable, Rear Suspension: Full-floating Suspension, Gas/coil Spring, Front Brake: Twin 300 Mm Disc, 4-piston Calieprs, Rear Brake: Single 210 Mm Disc, 2-piston Calipers, Length: 79.3 in OR 2014 mm, Width: 27.4 in OR 696 mm, Seat Height: 29.7 in OR 754 mm, Wellbase: 54.1 in OR 1374 mm, Ground Clearance: 4.7 in OR 119 mm, Weight: 282 lbs OR 128 kg, Fuel Capacity: -, Tyres Front: 110/70-17, Tyres Rear: 140/60-18.

SUZUKI T 125 124 (1967 - 1971) Description & History:

SUZUKI T 125 124 1967 - 1971 Full Specifications:
Brand: SUZUKI, Model: X6, Type: T 125 1967, Name Year: T 125 124 1967 - 1971, Engine Type:  Air-cooled, 2-stroke, Parallel Twin, Displacement: 124 cm3, Bore Xstroke: -, Compression: -, Horsepower: 11(15)/8500 KW(hp)/RPM, Torque: -, Fuel System: Carburetor, Gearbox: -, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: -, Rear Suspension: -, Front Brake: Drum, Rear Brake: Drum, Length: 76 in OR 1930 mm, Width: 30.5 in OR 775 mm, Seat Height: -, Wellbase: 50.6 in OR 1285 mm, Ground Clearance: -, Weight: 280 lbs OR 127 kg, Fuel Capacity: -, Tyres Front: -, Tyres Rear: -.

SUZUKI Boost King 1340 (2001) Description & History:

SUZUKI Boost King 1340 2001 Full Specifications:
Brand: SUZUKI, Model: Boost King, Type: Boost King 2001, Name Year: Boost King 1340 2001, Engine Type:  4-stroke, Four Cylinder, Liquid Cooled, DOHC, 16 valves, Displacement: 1340 cm3, Bore Xstroke: -, Compression: 12.5:1, Horsepower: -, Torque: -, Fuel System: Fuel Injection, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: Inverted Telescopic, Coil Spring, Rear Suspension: Link-type, Gas/oil Damped, Front Brake: Dual Hydraulic Disc, Rear Brake: Single Hydraulic Disc, Length: 87.4 in OR 2220 mm, Width: 31.5 in OR 800 mm, Seat Height: 31.7 in OR 805 mm, Wellbase: 60 in OR 1524 mm, Ground Clearance: 4.7 in OR 119 mm, Weight: 518 lbs OR 235 kg, Fuel Capacity: -, Tyres Front: 120/70 ZR-17, Tyres Rear: 200/50 ZR-17.

SUZUKI GSX-650F 656 (2008 - Present) Description & History:

SUZUKI GSX-650F 656 2008 - Present Full Specifications:
Brand: SUZUKI, Model: GSX-F, Type: GSX-650F 2008, Name Year: GSX-650F 656 2008 - Present, Engine Type:  Liquid Cooled, 4 Strokes, 4 Cylinder, 16 Valve, DOHC, Displacement: 656 cm3, Bore Xstroke: -, Compression: 11.5:1, Horsepower: -, Torque: -, Fuel System: Electronic Injection, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Chain, Frame: -, Front Suspension: Telescopic Fork, Rear Suspension: Swing Arm, Front Brake: Dual Hydraulic Disc, Rear Brake: Single Hydraulic Disc, Length: 83.9 in OR 2131 mm, Width: 29.9 in OR 759 mm, Seat Height: 30.3 in OR 770 mm, Wellbase: 57.9 in OR 1471 mm, Ground Clearance: 5.3 in OR 135 mm, Weight: 476 lbs OR 216 kg, Fuel Capacity: 5 gallons OR 5 L, Tyres Front: 120/70-ZR17, Tyres Rear: 160/70-ZR17.

2010 Suzuki GSX-R750 comes with a new model and features of the previous series. Some of the improvements and changes are made to make a better and perfect that motorists will be more comfortable. Because customer satisfaction is a goal you are creating this vehicle. Suzuki GSX-R750 has a 750cc engine, Compact 4-stroke, 4-cylinder, liquid-cooled engine designed for optimum combustion efficiency and maximum power delivery. In the Suzuki GSX-R750 also added some important features such as digital instruments, Electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) fuel injection system that will make the distribution of power at maximum engine and more optimal, and for the features along with its function you can see below along with the existing specifications on the 2010 Suzuki GSX-R750.





2010 Suzuki GSX-R750 - Specifications
Engine:

• Bore Stroke 70.0 mm (2.756 in) x 48.7 mm (1.917 in)


• Compression Ratio 12.5 : 1


• Engine 750cc (45.8 cu. In), 4-stroke, liquid-cooled, DOHC


• Fuel System Fuel Injection


• Ignition Electronic ignition (Transistorized)


• Lubrication Wet sump


• Starter Electric

Chassis:

• Colour Blue/White, Brown


• Brakes Front Disc brake, twin


• Brakes Rear Disc brake


• Curb Weight 198 kg (437 lbs)


• Final Drive Chain


• Fuel Tank Capacity 17.0 L (4.5/3.7 US/Imp gal)


• Ground Clearance 130 mm (5.1 in)


• Overall Length 2040 mm (80.3 in)


• Overall Width 715 mm (28.1 in)


• Seat Height 810 mm (31.9 in)


• Suspension Front Inverted, telescopic, coil spring, oil damped


• Suspension Rear Link type, coil spring, oil damped


• Tires Front 120/70ZR17M/C (58W), tubeless


• Tires Rear 180/55ZR17M/C (73W), tubeless


• Transmission 6-speed constant mesh


• Wheelbase 1405 mm (55.3 in)

Key Features:

• Instruments - Compact, lightweight instrument cluster features step motor controlled analog Tachometer, LCD speedometer, dual trip meters, clock and a comfortable position indicator teeth


• S-DMS engine managem - S-DMS engine management system that allows drivers to select from three engine settings to match up with the conditions attached handlebar switch


• Adjustable Footpegs - Three ways tailored footpegs now feature die-cast construction and can be moved into the three different positions with a 14mm horizontal and vertical range


• LED Tail Light - Combination LED taillights and brake lights built into the back of tailsection, displaying a red, mirror lens, covering the LED light.


• Compact 4-stroke, 4-cylinder, liquid-cooled engine designed for optimum combustion efficiency and maximum power delivery


• Fuel Injection - fuel injection system features Suzuki Dual Electronic Throttle Valve (SDTV) system - with dual fuel injections per cylinder and a new compact 8 hole, either spray injectors for improved fuel atomization.


• Bold Headlight - The GSX-R750 features a sharp and aggressive look with bold lighting design, point of the tail and compact overall layout.


• Titanium Lightweight titanium valves with steel springs and aluminum alloy spring retainers operated by thin wall hollow camshafts to reduce weight and inertia


• Steering Damper - steering damper which uses electronically controlled solenoid valves to move the needle pointed reducing or increasing oil flow to adjust damping force.


• Bold Headlight - The GSX-R750 features a sharp and aggressive look with bold lighting design, point of the tail and compact overall layout.


• High volume exhaust - high volume Suzuki Advanced Exhaust System (SAES) with an innovative under engine room that leads to a large volume muffler with a clear triangular silencer

2012 Suzuki Burgman 650 Exec - USA Specifications/Technical Details
US MSRP Price: $9,899 USD

CHASSIS
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Color Pearl Moon Stone Gray and Pearl Mirage White
Curb Weight 278 kg (613 lbs)



Final Drive Gear Drive
Fuel Tank Capacity 15.0 L (4.0/3.3 US/Imp gal)
Ground Clearance 130 mm (5.1 in)
Overall Length 2260 mm (89.0 in)
Overall Width 810 mm (31.9 in)
Seat Height 750 mm (29.5 in)
Suspension Front Telecsopic, coil spring, oil damped
Suspension Rear Swingarm type, coil spring, oil damped
Tires Front 120/70R15M/C 56H, tubeless
Tires Rear 160/60R14M/C 65H, tubeless
Transmission SECVT
Wheelbase 1595 mm (62.8 in)
ENGINE
Bore Stroke 75.5 mm (2.972 in) x 71.3 mm (2.807 in)
Compression Ratio 11.2 : 1
Engine 638 cc (38.9 cu. in), 4-stroke, liquid-cooled, 2-cylinder, DOHC
Fuel System Suzuki fuel injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet sump
MPG 38
Starter Electric