(Only 45 ever built)
The Suzuki Katana is a standard motorcycle sold in 1981. It was designed in 1979–1980 by Target Design of Germany for Suzuki. (Hans Muth ex BMW)
The production 16-valve Katanas of 1981 differed only slightly from the prototype; changes included a small wind deflector screen, paired mufflers, and black accent paint on the front fender and air box covers. Target’s design philosophy – keeping components compact and close-fitting – was applied to all areas of the bike’s design to reduce production costs, weight, and number of components required. Examples include the overlapping dials on the instrument cluster, and the offset petrol filler which allowed for a clean continuous seam weld on the tank.
In late 1980 when the GSX1100S Katana hit the street, it was claimed by Suzuki to be the fastest mass-production motorcycle in the world, ensuring the new looks were matched by unprecedented performance levels. So radical was the design departure from previous mass-market cycles that most major motorcycle magazines of the era thought the design would not appeal to the masses Nevertheless, it was a sales success, and the motorcycle had a lasting impact on motorcycle design. Portions of the design ethos are still visible in many current sport motorcycles, including the faired-in aspects of both the seat and the tank.
Factory variants
Several variants of the 1982 (Z model year) Katana 1100SZ were produced by Suzuki to support racing. The GSX1000SZ (circa 1981) was a 998cc variant of the GSX1100SZ produced in sufficient numbers to homologate the type as production machine that was eligible for modification for racing under the then current international superbike racing rules which included a 1000cc capacity limit. The GSX1000SZ had frame serial numbers beginning with GS10X-500001~, and were fitted by the factory with a performance inlet camshaft (part 12711-49201) paired with the same exhaust camshaft as the standard GSX1100SZ (part 12700-45820). The 1000SZ also sported round-slide VM32SS Mikuni carburetors and were often fitted with optional wire-wheels which were lighter and with an 18″ rear allowed tire choices more suitable for track.
The GSX1100SXZ “Wire-Wheeler” was an even rarer factory-built, and peculiarly southern hemisphere variant of the standard Katana 1100SZ. Faced with the single-seat Honda CB1100R, which on paper looked likely to be the dominant machine in the upcoming local production racing series. The New Zealand Suzuki distributor at the time asked Suzuki for a new upgraded machine to beat the Honda. Suzuki Japan responded by building 20 units of the New Zealand E27 spec GSX1100SXZ. During this period Suzuki sales were at an all-time high in New Zealand (around 42% market share) due in large part to Suzuki’s race track successes. In 1981 Kiwi Suzuki rider Graeme Crosby had finished fifth in the World 500cc championship and successfully defended his TT Formula One title. The E27 SXZ was fitted with wire-wheels, more powerful GS1100GZ front brakes, Mikuni round-slide oval-bore VM32SS carburettors, larger 33mm bore mufflers (same as fitted to the previous Castrol 6 Hour special the GSX1100T), performance camshafts (thought most likely to be Yoshimura profiles as was building Suzuki Superbikes and TT machines for competition during this period), braided brake lines, and an extra set of bronze sintered clutch plates.
Twenty units of the E27 where delivered to South Pacific Suzuki Distributors (Colemans) as 20 units were the minimum required to homologate the machines as production motorcycles rather than racing specials under the rules of the New Zealand Autocycle Union -then the governing body for motorcycle sport in New Zealand. The GSX1100SXZ was crowned the overall 1981/1982 NZ National Production Champion (riders Dave Hiscock, Neville Hiscock and Robert Holden), but failed to win the 1981 Castrol 6-Hour, Suzuki’s only Castrol 6-Hour loss for 5 years. 25 more units of the same E27 spec SXZ machines were built by Suzuki and exported to South Africa.
Several variants of the 1982 (Z model year) Katana 1100SZ were produced by Suzuki to support racing. The GSX1000SZ (circa 1981) was a 998cc variant of the GSX1100SZ produced in sufficient numbers to homologate the type as production machine that was eligible for modification for racing under the then current international superbike racing rules which included a 1000cc capacity limit. The GSX1000SZ had frame serial numbers beginning with GS10X-500001~, and were fitted by the factory with a performance inlet camshaft (part 12711-49201) paired with the same exhaust camshaft as the standard GSX1100SZ (part 12700-45820). The 1000SZ also sported round-slide VM32SS Mikuni carburetors and were often fitted with optional wire-wheels which were lighter and with an 18″ rear allowed tire choices more suitable for track.
The GSX1100SXZ “Wire-Wheeler” was an even rarer factory-built, and peculiarly southern hemisphere variant of the standard Katana 1100SZ. Faced with the single-seat Honda CB1100R, which on paper looked likely to be the dominant machine in the upcoming local production racing series. The New Zealand Suzuki distributor at the time asked Suzuki for a new upgraded machine to beat the Honda. Suzuki Japan responded by building 20 units of the New Zealand E27 spec GSX1100SXZ. During this period Suzuki sales were at an all-time high in New Zealand (around 42% market share) due in large part to Suzuki’s race track successes. In 1981 Kiwi Suzuki rider Graeme Crosby had finished fifth in the World 500cc championship and successfully defended his TT Formula One title. The E27 SXZ was fitted with wire-wheels, more powerful GS1100GZ front brakes, Mikuni round-slide oval-bore VM32SS carburettors, larger 33mm bore mufflers (same as fitted to the previous Castrol 6 Hour special the GSX1100T), performance camshafts (thought most likely to be Yoshimura profiles as was building Suzuki Superbikes and TT machines for competition during this period), braided brake lines, and an extra set of bronze sintered clutch plates.
