#SUZUKI KATANA 1980 SOFTWARE#
#SUZUKI KATANA 1980 PLUS#

#SUZUKI KATANA 1980 SOFTWARE#

Ltd., while providing and developing these tools, has relied upon and assumed, without independent verification, the accuracy and completeness of all information made available to it from public / private sources and vendors or which has otherwise been reviewed by Girnar Software Pvt. and are based on pre-determined presumptions/assumptions. Privacy: we do not collect cookies or any other data.These questions and the calculations thereon resulting in specific data are developed and based on certain tools and calculators that are made available to Girnar Software Pvt. The latter two were much closer to being homologation race specials, with differences that included (depending on variant) forged pistons, welded cranks and slide rather than CV carburettors, and brake spec.Īustralian 6-Hour Specials were standard Katana 1100s, aside from the wheels and minor trim such as the 'suede' finish on the seat covers.

#SUZUKI KATANA 1980 PLUS#

The auction concludes June 20.Įd’s note: The 6-Hour Specials are different to though sometimes confused with the GSX1100SXZ E27 specials built for South Africa and New Zealand, plus the more widely-available GSX1000-based Katana racers.

It's being auctioned by Donington Auctions in Australia with an estimate of Au$30-40,000 (US$23-31,000, GB£16-22,000). This example claims under 3700km on the odo. Ironically Suzuki still won the 1981 Castrol Six-Hour race with a GSX1100 shod with a 17-inch rear wheel! But with the shipment stranded off Sydney heads due to a tugboat strike the Katana missed the cut-off date for race entry and the wire-wheeled Katana didn’t actually race in the 6-Hour that year. The 18-inch wheel was preferred for racing as there was a wider range of tyres available and the lower sidewall didn’t flex as much as the 17-inch. These were fitted with 19 and 18-inch wire wheels from the Canadian-spec version. Intent on winning the 1981 Castrol 6-Hour race at Amaroo Park, Suzuki Australia ordered 100 6-Hour Specials. The wheelbase stretched 1520mm and the weight was a considerable 232kg. However, the chassis lagged behind the engine as beneath the style was a twin shock rear end, skinny front forks (albeit with trendy hydraulic anti-dive), and a 19-inch front wheel. Itproduced a class-leading 111 horsepower at 8500rpm. The air-cooled 1074cc four-cylinder engine had double overhead camshafts, four valves per cylinder, and Suzuki’s TSCC (Twin Swirl Combustion Chamber) but was still an evolution of an earlier design. To everyone’s surprise Suzuki announced the Katana (named after a Samurai sword) would go into production during 1981, and so it did, for the 1982 model year. The first prototype appeared in April 1980, with an official unveiling a few months later at the Cologne show. The rider and motorcycle were incorporated as a complete aerodynamic package, with the fairing and fuel tank flowing air over and around the rider. Muth and fellow Target Design directors Hans Georg Kasten and Jan Olof Fellström presented Suzuki with a radical design created through wind tunnel testing.

When Suzuki embarked on their Katana in 1979, they engaged Hans A Muth’s Target Design to draw up their Katana. This model summary penned by motorcycle historian Ian Falloon gives an overview: It’s been in the hands or auto racing identity Bryan Thomson since new and he’s now decided to let go of this and a few other toys. It’s not quite up there with the appearance of a Loch Ness monster, but for an air-cooled Suzuki nut, it’s a close second – that is, the emergence on the market of a low-mile pukka wire-wheel Katana 1100 with a known history. Rare wire-wheeled variant never made it to the track

Suzuki katana 1980