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Manuals and documentation for Suzuki GSX 750 F Katana


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Key Features

A special feature of the motorcycle is an in-line 4-cylinder liquid-cooled engine that produces about 150 hp. power and 86 Nm of torque. The Suzuki GSX-R 750 engine has a large cylinder bore and short stroke, which allows it to spin up to very high speeds, delivering peak power at 13,200 rpm. Thanks to the use of dual throttle bodies (SDTV technology) and a specially designed exhaust system, the engine does not sag at low and medium speeds, providing smooth throttle response for motorcycles in its class.

Technical forces

Model:Suzuki GSX-R 750
Type:Sport
Year of issue:1985 - present
Engine's type:4 - cylinder, 4 - stroke
Working volume:749 cc cm.
Cooling:Liquid
Bore and stroke:70 mm x 48.7 mm
Compression ratio:12.5:1
Number of valves per cylinder:4,DOHC
Fuel supply system:Electronic injection (dual injector system)
Ignition type:Digital
Maximum power:150 hp at 13200 rpm.
Torque:86.3 Nm at 11200 rpm.
Transmission:6-speed
Type of drive:Chain
Frame:Aluminum diagonal
Front tire size:120/70 ZR17 58W
Rear tire size:180/55 ZR17 73W
Front brake:'Twin discs, radial, with 4-piston caliper (Brembo), 310 mm
Rear brake:One disc with 1 piston caliper (Nissin), 220 mm
Front suspension:Inverted telescopic fork, all adjustments, travel - 120 mm
Rear suspension:Monoshock absorber with progression, all adjustments, stroke - 130 mm
Acceleration 0-100 km/h:3.2 sec.
Maximum speed:270 km/h
Seat height:810 mm
Wheelbase:1390 mm
Gas tank capacity:17 l.
Motorcycle weight:167 kg.
(dry) 190 kg. (curb)

Video

Sports tourer Suzuki GSX 600 F Katana

- the fruit of the rivalry between Japanese motorcycle manufacturers in the mega-popular class of 600 cc sportbikes. About a decade and a half ago, the Katana 600 motorcycle, also known as the Suzuki GSX 600 F, entered the arena as a fighter from Suzuki. But “Katana,” you see, sounds more interesting, and usually the owners of this model call their motorcycles that way. This strong mid-ranger has some undoubted advantages, which has ensured its good popularity and a well-deserved reputation as a reliable “riding” motorcycle.


Equipped with an in-line “four” air-oil cooling, the Suzuki Katana 600 does not belong to the category of “hyperbikes” and does not impress with its technical characteristics. However, this is a very balanced motorcycle, pleasant to drive, albeit with its own characteristics. Sharing roots with Suzuki's famous GSX-R line of motorcycles, the Katana 600 takes on the best features of a jixer, such as endurance and overall quality.

The Katana engine, which has four valves per cylinder, is capable of producing 80 horsepower and 55 nm of torque. Not so much for a sports tourist, but not little either - the figure is, let’s say, average. But the impeccably well-functioning 6-speed transmission makes its considerable contribution, providing the motorcycle with powerful and smooth acceleration. The Suzuki Katana 600 picks up speed smoothly, delighting the motorcyclist sitting on it, and does not try to jump out from under its rider if he suddenly opens the gas a little sharply.

The dry weight of the motorcycle is almost 180 kg, which is not so little for a 600 cc sportbike, although, however, its cubic classmates from the Kawasaki ZZR line of motorcycles weigh about the same. This is not to say that the Katana is very easy to control; active maneuvering requires some effort, which is especially noticeable when it is necessary to fit into a long turn at high speed. But we can safely say that the Suzuki Katana 600 steers quite predictably and predictably, as well as brakes, however. Three brake discs are responsible for braking, and they do their job well.

The advantages of the motorcycle also include the comfort that it can hit. The seat of the Suzuki Katana 600, which seems rigid at first glance, turns out to be surprisingly comfortable, once you sit down on it, and, according to reviews from the owners, the motorcyclist’s seat is not subjected to severe tests even with many hundreds of kilometers of daily mileage. At high speeds, you can lie down on the gas tank to shield yourself from headwinds, since the Katana GSX600F's old-fashioned fairing copes well with headwinds.

This bike can be called friendly, but it still requires certain skills. Not the most modern in its design, the Suzuki Katana 600 requires some driving skills to get used to its features like its imposing cornering. At the same time, smooth acceleration and moderately tenacious brakes really forgive some mistakes typical of novice motorcyclists. This is the paradox. But the bike is really good.

Winter 2014, the treasured sum is itching in my pocket, the choice of motorcycle is made, it’s decided - I’ll take it. In general, initially I didn’t even really know about the existence of this particular model, it’s really not popular in Russia. It just so happens that if someone wants a sport and is looking towards Suzuki 600s, then probably with the K6-7, not earlier. And I also looked. But suddenly a regional search gives me this option for an interesting price, even without a photo on the ad, but I was hooked. At that time, the last thing I wanted was to get involved with K0-3, they were not at all impressive, but here there was a commensurate price tag and a more or less fresh year with pleasant outlines.

The first inspection showed the essence of the cost; the motorcycle had a past and not the most humane one. All the iron on the right side is scuffed, the broken welded subframe is bent in a wave and points to the left side ~7cm from the central axis, the right clip-on is ridiculously welded at the site of the break, the fresh paint did not lie in an even layer on the soldered original plastic, a home-made license plate mount it looked as if every trip it performed a quiet feat of remaining in place, the front disc was bent. But the frame, engine and fork were undamaged, which was pleasing.

And everything seemed sad, I was upset, but then I sat down with a fierce amount of skepticism about this purchase. And just YES! This is my size! With a height of 190, it’s difficult to fit on most 600s, but this year’s Jika gave me room to turn around and feel quite comfortable. The ergonomics are excellent, the buttons are exactly where they should be, and the tactile sensations are wonderful. The illuminated instrument panel pleased me with its readability and design. Plus, this model had a fully adjustable suspension and a standard damper, which was very useful. Based on these emotions, the decision was made - we must take it. Then, with the help of magic, a mat, a gazelle and two crowbars, this miracle finally drove along a slippery winter road from the region to my already prepared garage, where I immediately began disassembling the new toy.

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There were a lot of replacement parts, the total cost of which was an extra 50k on top, but now I knew my motorcycle thoroughly, not taking into account the internal condition of the engine, which, in general, showed itself to be very good. It started easily and ran smoothly. In general, I must say that servicing this motorcycle is the simplest and most enjoyable undertaking I have seen. All the components and assemblies are located logically and accessible, it’s not like I’ve taken a lot of motorcycles apart, but I can get by with about 10, so I have some idea about it. I was surprised by the previous owner’s approach to the process of assembling the motorcycle - there wasn’t enough fasteners, and the ones that were available were all different, whatever came to hand, they screwed them on, they couldn’t find them, and that’s okay. Even at the place where the feather was attached to the lower traverse there was a gap from one bolt. No good - I ordered everything I needed from japa. I also really didn’t like the mounting of the number plate and the design of the rear turn signals; they were attached through the undertail plastic, which seemed extremely unreliable. Fortunately, there is the material and equipment to do everything right. I ordered a license plate mount from CrazyIron and made a transition flange from duralumin to the original subframe mounts. Well, and at the same time, turn signal extensions. It turned out quite well.

I also changed all the cosmetic little things that I could get my hands on, because the original appearance was very annoying. Little things remain little things, but their totality creates an overall image and complements the impression.

The angle of the motorcycle always bothered me; it seemed to me that it was too steep. My comrades assured me that this was how it should be, saying that this is the case in many sports. This didn’t give me any peace and I decided to inspect the step. I couldn’t even imagine that this was possible, but it’s a fact - the step was previously broken and welded. The circumstances of this breakdown remain a mystery to me. I didn’t want to start a collective farm, so I ordered another one for cheap at a disassembly site. Really, who else might need it but me.

In the end, I also ordered reflective strips for the rims from CustomTaylor33 - an interesting thing, specific, worth the money. After a good couple of months, I was finally happy with the result. I don’t think it’s worth mentioning the replacement of consumables, it goes without saying. Everything was ready. The equipment purchased 1 year before the motorcycle finally left the store boxes. The first rays of the summer sun are leaving. But that is another story.

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