2008 Suzuki B-King Sport Rider

12 Апр 2015 | Author: | Комментарии к записи 2008 Suzuki B-King Sport Rider отключены
Suzuki B King Concept


It was a pretty audacious by a Japanese OEM. Even one a long-established reputation for performance all else.

When Suzuki the original B-King concept at the ’01 Tokyo Motor all the rest of the interesting machinery at the event faded into as far as the sportbike public was concerned. bikes usually showcase and alternative ideas in motorcycle and while the B-King included its of unorthodox visions of motorcycling’s in its overall package, the centerpiece of the engine-is what captivated the

Instead of some biofuel or powerplant, the B-King was basically ol’ American big cubic overkill personified. Not only did the use the 1298cc engine from the Hayabusa, but it also had a crank-driven force-feeding the already beefy to the tune of a claimed 240 horsepower.

led to a significant groundswell of public to make the B-King a reality, so tasked its engineers with the concept into the real Of course, building a blue-sky bike and building an actual machine for public consumption are two different jobs, and many versions of previous concept have ended up being watered-down reflections of the original. didn’t want to fall that trap and spent a amount of time-seven years-trying to the production version as close to the as possible.

King Of The Bs

The original concept bike was conceived as vision of the ultimate … laden with high performance and technical advances for in the 21st century. The name the concept of becoming the king of the Bs: (Pursuing ultimate engine to boost the machine forward tremendous acceleration performance), and Beauty (Pursuing the pleasure of and of being seen, with a robust beauty composed of of carefully shaped components) and (Pursuing a fascinating new man-machine with electronic features let the machine more actively its running condition to the rider).

The foundation for the boost portion of the was already laid with the engine, although the supercharger had to be for the production model due to cost, and power issues (despite the company that gave to the Hayabusa, Suzuki management that the public wasn’t ready for a 240-horsepower … just yet). The production had the good fortune of undergoing design at the same time as the new so instead of being saddled the old-generation engine in diluted the B-King comes with the same engine as the new ‘Busa; the airbox and exhaust are different on that later).

The concept styling was the other main that really made it out from the rest. A menacing, and bold overall look was the theme, from the blocky headlight to the huge fuel with its large intake on either side that housed the turn signals, to the underseat twin mufflers their slash-cut megaphone Adding to the big-and-powerful motif huge tires mounted on ends: a 150/70-17 front and a rear.

One look at the photo of the concept bike reveals Suzuki stylists have the production version’s overall pretty darn close to the The majority of the former look is from the squarish headlight to the side scoops on the fuel to the angular tailpiece with mufflers. Unfortunately the monstrous had to be exchanged for slightly more rubber in the name of realistic on the street, which actually up paying major dividends for the handling characteristics (again, on that later).

The concept had a dizzying array of electronic befitting the bike’s futuristic The instrument panel was built a heads-up display on the helmet with the ignition using recognition instead of a key; was also a sophisticated antitheft for communication and tracking if the bike was onto a truck.

Various self-diagnostic systems present throughout, with technology allowing remote of scheduled maintenance, as well as a weather warning system to the rider of bad conditions ahead. were no rearview mirrors; a TV camera transmitted its rear to a small LCD monitor mounted the dash.

While the concept of all electronic gadgetry is nice, engineers thankfully recognized futuristic systems like fitted to the show concept aren’t very practical in use without further refinement. none of the concept bike’s functions made it to the production

The Sum Of All Gears

As previously mentioned, the and new Hayabusa were developed at the time, so the B-King gets the new-generation 1340cc powerplant as the No parts-bin refugees here; all the found in the ’08 Hayabusa are present in the B-King mill as Besides the increased displacement, include the titanium valves, new pistons, redesigned connecting revised crankshaft and 44mm dual-throttle-valve throttle bodies.

For details check the Hayabusa Ride in the Feb. ’08

Instead of the ‘Busa’s twin exhaust system, the B-King the concept bike styling a 4-into-2-into-1-into-2 system with SET valve and twin underseat An O2 sensor and several catalyzers meeting strict EPA and Euro III standards.

Rather than to adapt to the ‘Busa’s chassis, the uses an all-new frame and designed with the … different riding intentions in The frame is made using the latest casting methods allow varying thicknesses in sections of the casting for optimum balance, along with fewer sections in the final The beautifully cast swingarm uses the same precision method to achieve similar

The B-King’s different fuel and chassis requirements forced an redesign, with the B-King’s volume slightly smaller at than the Hayabusa’s 10,300cc. geometry is a bit relaxed from the with rake extended to degrees (from 24.2 and trail lengthened to 107mm/4.2 (from 98mm/3.9 inches); is also 1.5 inches longer the ‘Busa at 60 inches.

The 43mm KYB fork was designed especially for the and it-along with the KYB single shock-offers full adjustability of preload, rebound and compression There’s also a reservoir-equipped damper positioned just the steering head to quell Braking is handled by radial-mount calipers with offset-size gripping 310mm discs up with a single 260mm caliper combination out back.

And Suzuki couldn’t fit the concept original massive tire it came close: While the tire is the usual 120/70-17, the is a fat 200/50-17 size. Thankfully, also saw fit to have OE-spec of Dunlop’s superb Sportmax as stock tire fitment.

You Can

Suzuki didn’t make any to hide the B-King’s hefty and sitting on it only reinforces the that you’re not astride scrawny poseur bike. the reach to the handlebar is fairly and the wide, flat seat good support with legroom, the B-King’s midsection is wide between the rider’s Accentuating the sensation of size is the top of the tank, which splays out due to the added width of the fake air on each side (unfortunately, outward appearances, the B-King not have ram-air induction).

mavens will assume the B-King’s relaxed steering and additional wheelbase would it much more ponderous the ‘Busa-but nothing could be from the truth. Once the B-King’s hefty feel disappears, replaced by a balanced, chassis that is anything but While not exactly possessing the agility of a middleweight sportbike, the steering is surprisingly responsive and with barely moderate required to initiate a turn; the provided by the handlebar (which is than the usual clip-on and the quick-steering Dunlop Qualifiers help here.

Twisting the throttle reveals while some of the ‘Busa’s to teleport you into the next zip may be missing, it’s not by much; the still has gobs of that lunge that make the so addictive. Gearing is shorter on the ‘Busa but still rather to wind out first gear quickly have you approaching highway speed limits.

Not it matters much with the four-cylinder’s shiploads of torque make the Suzuki quite of holeshotting or passing traffic with almost laughable With a ‘Busa powerplant no need to retune the engine for torque.

In a similar setup to the ‘Busa, the B-King has two available power modes. Unlike the however, you cannot switch modes on the fly, and the B mode is useless, turning the B-King an asthmatic shell of its former with no real practical to its 114-horsepower powerband (it’s no in low-traction conditions, as you can still spin the rear tire at low openings).

Some of you out there are screaming, If the engine is exactly the as the new ‘Busa and it has shorter gearing, why it as quick? The answer lies in the chassis forcing a smaller the lower volume of the underseat restricting exhaust flow and the additional 15 pounds of heft. not make mountains out of molehills, the B-King is still one seriously motorcycle that will the daylights out of nearly every … bike in a straight (the only bike would come close is the BMW

The fully adjustable suspension for fairly easily striking a compromise between sportbike-firm and and the comfy ergos make the a more-than-amiable everyday companion. is minimal even at highway speeds, and although there’s a fuzziness in the mirrors at 4000 the B-King feels smoother the ‘Busa overall.

In fact you almost envision making the into a nice sport-tourer, it not for the lack of fairing, decent accommodations and, most of range; the B-King’s frame enforces a smaller 4.4-gallon tank. With the engine 32-35 mpg, the B-King’s warning starts to blink on the gauge at around 125 miles, and the last bar on the gauge starts to at about 140 miles, you’d find a gas station fast.

when the road turns and the pace ramps up, the B-King itself surprisingly well for a (with a full tank) You won’t be giving well-ridden a scare, but the same neutral and steering traits present in environs pay major dividends in the Only when you really trying to fling the B-King does the bike’s major remind you of its presence.

Up to that (which is well outside of the intended usage anyway) none of the massive weight to upset handling that expect in such a big and heavy Traction from the Dunlop is superb, and feedback through the and chassis is good enough to touching footpeg to tarmac confidence, even if ground is less than with the Braking from radial-mount calipers and 310mm discs is with responsive power and progressive feel.



+ Monster surprisingly good handling

+ Comfy ergos, great

+ Great stock tires

Heavier than a Hayabusa

Engine mode B useless

Limited fuel range

Liquid-cooled, transverse inline, 4-cylinder 4-…

Valve 4 valves/cyl. shim under adjustment

Suzuki B King Concept

Displacement: 1340cc

x …: 61.0 x 65.0mm

ratio: 12.5:1

Induction: 44mm throttle bodies, 2

Transmission: 6-speed

Front 43mm KYB inverted fork, 4.7 in. adjustments for spring preload, and compression damping

Rear Single shock absorber, 5.4 in. adjustments for spring preload, and compression damping

Front 3.50 x 17 in. cast-aluminum alloy

wheel: 6.00 x 17 in. cast-aluminum

Front tire: 120/70ZR-17 Sportmax Qualifier

Rear 200/50ZR-17 Dunlop Sportmax

Rake/trail: 25.5 deg/4.2 in.

Wheelbase: 60.0 in. (1525mm)

height: 31.7 in. (805mm)

capacity: 4.4 gal (16.5L); 4.2 gal (16.0L) version

Weight: 578 lb (262kg) 551 lb (250kg) dry (49-state version)

Roll-ons: 60-80 mph: sec; 80-100 mph: sec

Quarter-mile: 9.84 sec @ 140.4 mph

Top NA

Fuel consumption: 30-34 33 mpg avg.

**’08 Suzuki Opinions

Suzuki B King Concept
Suzuki B King Concept
Suzuki B King Concept
Suzuki B King Concept
Suzuki B King Concept
Suzuki B King Concept

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