B-King for a Day — Test Drives — Cycle Canada

26 Мар 2015 | Author: | Комментарии к записи B-King for a Day — Test Drives — Cycle Canada отключены
Suzuki B-King

B-King for a Day

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years after the prototype’s at the Tokyo Motor Show, the has finally arrived. Suzuki the supercharger (it was originally called the King) and has made a surprisingly if unconventionally styled, roadster.

Gene Roddenberry couldn’t imagined a more outlandish a group of youngsters surrounding a two-wheeler aiming hand-held devices that click capturing electronic images of the and storing them in hard with more memory NASA’s early navigational

When it was first introduced at the show the B-King was a hit. Its fuel tank panels a supercharger, and part of its appeal was the of an outrageous power output, putting it at 240 hp.

Subdued for mass the blower was sidelined (the air-intake grilles in the tank are retained), though the B-King’s cc inline four is lifted from Suzuki’s most machine to date, the 2008

The engine is identical internally to the with a bore and … of 81 x 65 mm and a ratio of 12.5:1. Valves are and share the same 33 mm intake and mm exhaust diameters, as well as cam timing and valve lift. in the intake and exhaust systems and fuel management mapping the B-King to claim 181 hp, a touch than the ’Busa’s 194, and torque is a massive 108 lb-ft.

response is modulated electronically via throttle valves (twin diameter is 44 mm) eliminating the abruptness of other big-bore inline-four Secondary fuel injectors in under high load and output at high rpm.

It seems as if engineers have a powerband that mimics the of a supercharged engine, because off idle and through the midrange is controllable and smooth, but as the tachometer sweeps past 8,000 the B-King begins pulling arm-stretching force.

Twisting the aggressively from 2,000 rpm in a progressive buildup of power, a surge in acceleration at 6,000 rpm turns into a downright to the 10,500 rpm redline.

Shifting the six transmission ratios is directly with how much of a rush the wants to experience. Roll on the gas in top at highway speeds for spirited acceleration; drop a couple of and twist the throttle to its stop and better have a good on the handlebar.

A soft rev limiter the power gently once revs are attained, eliminating ignition cutoff.

A lack of makes the B-King feel electric smooth. Engine reduces vibration to a very buzzing, felt through the tubular-steel handlebar and comfortably foot pegs. In typical bike fashion, the riding is neutral, with plenty of while the wide and flat is firm and provides good comfort.

And long-distance comfort is because with a modest consumption rate of 5.7L/100 km (50 the B-King is capable of stretching its fuel capacity to about 290 km.

Seat height is the same as on the at 805 mm (31.7 in.), allowing approaching six feet tall to both feet flat on the The wide fuel tank push the knees far apart seated forward while twisty roads at a sporting though this doesn’t to any discomfort.

One item that extra attention when is the sidestand, which is placed close to the shifter, and on more one occasion the bike was inadvertently into gear while the was running.

Instrumentation is simple and with a centrally mounted flanked on the left by warning and on the right by the digital speedometer. The incorporates an LCD display screen in its Information displayed on the screen is via switches that are inconveniently on the fuel tank console.

from the usual dual meters (trip meter are mounted on the instrument panel) and an unusual selection of information is on the screen, including a useful interval meter, and not so useful time and average speed A fuel economy computer have been better than the latter two items.

drive mode selector is featured as part of the B-King but unlike the S-DMS on the GSX-R and models, the B-King’s only has two power curves, and due to the centrally selector buttons (on the fuel console), power modes can be chosen when the machine is at a and in neutral.

Power is distinctly softer the rev range in B mode, but once you get to the A mode’s full honk, you to B only when traction is by wet pavement.

Despite the machine’s added weight (claimed dry of 235 kg/518 lb is 15 kg more than the faired ’Busa) and more chassis geometry (25.5 rake, 107 mm trail and 1,525 in. wheelbase vs. 23.4 degrees, 93 mm and mm/ 58.3 mm for the Hayabusa), the B-King lighter than the Hayabusa, attributable to the leverage offered by the handlebar and the upright seating that doesn’t put undue on the arms and wrists.

Steering at a pace feels slightly due to the steering damper, which is behind the top tripleclamp, though lightens considerably as speed Unlike … Buells or the TNTs, the B-King has a turning that allows straight-through

Steering transitions require effort, and the bike remains at lean despite its wide 200 mm tire. Stability at speed is and the machine exhibits none of the induced weaving that is on … bikes with handlebars.

Suspension at both is fully adjustable, and is firm yet in operation, adding a refined to the rigid-feeling chassis. It keeps the composed over a wide of paved surfaces, absorbing without harshness; it’s not but it’s not rock hard European sport bikes Mid-turn bumps don’t the B-King about, nor does the get kicked off the seat when potholes or frost heaves, it’s still wise to them.

Suzuki B-King

At the far end of the 43 mm inverted fork are radial-mount calipers and 310 mm discs that excellent braking, with lever effort, solid and effortless modulation. US and European are available with optional something Canadian B-Kings do without, at least for now.

braking action is a slipper We never felt its effect on the though track-day attendees certainly appreciate its benefitsand the should prove quite on a racetrack, at least for those main objective is having not competing.

Suzuki has a tradition of bold styling exercises mass produced motorcycles, other manufacturers, like that prefers minimizing by offering avant-garde designs the Rune in limited production Introducing a machine that drastically from mainstream doesn’t always take, at not immediately.

The original Katana of the 1980s only increased in years after it ceased becoming a collector’s item while the Hayabusa, which was met with skepticism, has attained status after nearly a in production.

It’s too early to if the B-King’s futuristic styling be beneficial or detrimental to its success.

the saddle

It was my misfortune that one of the machines tested after new traffic lawwhere 50 km/h the limit draws $10,000 and an immediate license suspensionwas the Concentrating on staying below 150 on the highway, I missed a bathroom and nearly ran out of fuel, as so effortlessly it exceed limits that in the of mechanical strain, the speedometer is the way to gauge speed.

I had anticipated a frisky hooligan but the despite its street fighter with ’60s Impala is all about sophistication. And that’s the of this machine, because I had a … Hayabusa to be a more machine, instead it’s a sprung standard with power delivered in a muted the power is as forceful as a hammer, to be but it’s a hammer wrapped in With its grand touring and spaced out bodywork it’s a mix of design and engineering, and though its is inarguable, it’s a machine left me a little cold. Graham

I really liked the and its “urban brawler” styling, but the kite-shaped pipes would have to go. The bike is extremely and refined, even, dare I pleasant. Ah, but therein lies the fly in the ointment for me.

As I saddled up, my mind with the “I dare attitude loudly proclaimed in the literature, I was somewhat disappointed to that the neck-snapping bursts of power that I was so anticipating missing, apparently smoothed by electronic babysitting systems. don’t get me wrong, this hauls … in a serious way (in it is un-Godly fast once the needle sweeps past 8K) but its of nastiness at lower rpm left me somewhat unfulfilled. My proposed override the …-proofing electronics, add a few to the rear sprocketand Velcro to the seat. Michel Garneau

I have a real problem the B-King. The problem is I love to it. It behaved so well, I was tempted to longer rides, and it easily by not beating my backside to a pulp.

On roads, it matched true machines in agility, it handled jaunts effortlessly, and it easily the daily rush-hour commute. The behaves with a refinement belies its oddball looks, so so that I could force to live with its bold it certainly turns heads.

But on a autumn morning ride I was to wear a backpack so that I store the layers of clothing would eventually come off as the increased throughout the daythere’s no way to any luggage on this thing, for a short ride. Now, if develops luggage for the B-King, the usefulness will increase I only hope the saddlebags look like spaceship pods. Costa Mouzouris

Suzuki B-King
Suzuki B-King
Suzuki B-King
Suzuki B-King
Suzuki B-King


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