Goodwood Test: 2021 Suzuki Katana Review

The original Suzuki Katana was an icon. Designed by Hans Muth to completely overhaul the identity of Suzuki, it managed to not only do that, but also clinch the title of fastest production bike in the world in 1981. But a bike so bold in its styling was always going to be controversial to some, and while many loved the Katana, equal amounts recoiled. That kind of reaction though, creates icons. Take the Hayabusa, the latest version of which we recently reviewed here, while some were angered at its particular styling, others adore it.

The Katana waved goodbye to the world in 2006 after 25 years in the Suzuki line-up. So when the name was resurrected in 2019, the pressure was on. Now powered by a 999cc engine and styled to retain its iconic looks while not seeming outdated, the Katana is back. Can it be a new icon?

I think the new Katana looks fantastic. OK it’s not quite as bold as the original and it’s not going to be causing controversy with anyone, but it retains the signatures of the 1981 Katana, draped around the mechanicals of a modern bike.

It’s not quite as naked as the original, but the new Katana still eschews as many extraneous body parts as possible. Four exhaust pips slink their way from under the rider, mimicking the styling of the original, and the square headlamp could have come straight from 1981 – except for the fact that it properly works.

The petrol tank sits almost as high as the top of the tiny aero screen and the back is about as minimal as it can get. The two exhaust outlets sit low and so blacked-out that the shroud seems almost invisible, while the rear plate is held on a single swingarm mount, meaning the rear feels extremely low in clutter. It is, I think, a handsome looking thing, almost the definition of ‘80s retro.

The Katana’s main headline is the engine. The 999cc inline-four has been unbolted from the GSX-R1000K5 and produces 150PS (110kW), which, with the bike weighing 6kg less than the GSX that provided it, is plenty for all but the most demonic of riders. Throttle control is a tad lumpy lower down, with the Katana’s torque bouncing through the transmission just a little, but once you get out of town the power delivery is excellent. Pin the throttle and the Katana becomes eager, with the low-down torque excellent at higher speeds. In fact you find yourself trying to stay lower down the rev range at times to access that torque and haul the bike around. That means that on a longer cruise the Katana can be happily left in top gear for all but the most strenuous of accelerations.

The handlebars sit high and the seat is tall, meaning the riding position is a bit more upright, perfect for the taller rider like me, although it might leave someone of shorter stature feeling a little perched atop the bike. The steering though is sharp, and grip plentiful, meaning you can gun the throttle on corner exit to use the excellent torque and pull the bike away with little worry about slip. The brakes also come from the GSX and feel a mite snatchy at the front, adding to the Katana’s slightly fidgety feel around town, but the rear brakes are much more malleable on the pedal.

The ride is firm, but not uncomfortable, and suits the overall feeling of the bike. It isn’t going to rattle your fillings out over the roughest of English tarmac and it’s also not going to lollop down the road like a wounded rabbit should you hit a large bump at speed. For such a slimline seat there is relatively little vibration through the backside, although some still remains  on a longer ride.

The Katana has a very stylised display, mounted within the body of the retro front end, it’s also been designed with ‘retro’ in mind. The readout is white, on black, meaning it looks a bit like a computer readout from the early 1990s. I think they look in keeping with the styling of the bike, but there’s also a chance they are actually outdated, given that it’s 2021 and colour screens are now a reasonable expectation.

The Katana has four-stage traction control, unsurprisingly going from reasonably overbearing all the way to off, and ABS as standard, although there are no rider-specific settings. There’s also a single push starter and anti-stall, which is useful around town given the lumpen nature of that engine below 20mph.

As it turns out the new Katana may be as polarising as the original. The engine is a masterpiece, but you could understand anyone annoyed by the less smooth nature when riding around town. The looks are fantastic for me but perhaps a little too safe if you are looking for the Katana to still be a revelation.

Riding over distance is easy on the Suzuki and for those less likely to feel comfortable with hammering all 150PS out of a corner the traction control is sophisticated enough to keep you feeling safe even if you do venture into more attacking territory. It remains slightly cheaper than most of its rivals, although more expensive than the GSX that shares the engine, so it will come down partly to personal preference which bike you really want.