ON SUZUKI ON SUZUKI - OCTOBER 2014
The Official Suzuki Owner’s Magazine
OWN THE STREET 2015 Suzuki GSX-S750 8 PLUS: + Around America on a V-Strom 1000 ABS Adventure + Meet The New Suzuki Racers + Take a Virtual Lap of Ryuyo
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New Models Inside
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TABLE OF CONTENTS
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Departments
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Editor’s Letter We Listen to You
News Busa Stampede, SoCal Suzuki, Rockin’ Dealers, 40 Years Of RM, And Much More!
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Vision Spectacular Suzuki Sightings
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Where are they now? Past Champions
From The Factory Your Virtual Lap Of Ryuyo
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From The Factory SMAC - All-American Assembly
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Tech Brake Check
Tech Tips You Need
Suzuki Racing Ken Roczen
Suzuki Racing Blake Baggett
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Features
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U.P. High Mileage Riding Michigan
Around America Road Trip With The V-Strom 1000 ABS Adv.
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L. A. Burgman Seeing Stars With The Burgman 400 ABS
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The Meaning of RM 40 Years Of Racing Model History
Product Focus
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2015 GSX-S750 Street Inline 4
2016 GSX-S1000 & GSX-S1000F Taking It To The Street
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2015 V-Strom 650 XT ABS More Versatile For More Adventures
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2015 GW250 & GW250F Big Bike Style. Small Bike Price.
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2015 KingQuad 500AXi All-Around All-Terrain All-Star
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2015 DR-Z70 Foundation for Off-Road Fun
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ON SUZUKI
FROM THE PRESIDENT’S DESK W hat do you prefer? On-road, off-road or a little of both? Two wheels or four? No matter how you like it, Suzuki has what you desire for 2015. How do we know? Because we listened to you.
Over the next few months, Suzuki dealers nationwide will begin to receive a wide range of new and updated motorcycles, scooters and ATVs based on your input and our skilled craftsmanship. Last year at this time we were celebrating our 50th Anniversary in America. Many of you shared great stories and photos of how Suzuki has been an important part of your life. We printed a lot of those memories in the first issue of On Suzuki, and several more remain on SuzukiStories.com. While celebrating anniversaries is nice, we’d rather throw parties for new and improved Suzuki vehicles. That’s what we’re doing now – and we thank you for your input.
We heard so many of you asking for a V-Strom 650 with spoke wheels, so we made one. The new V-Strom 650 XT ABS features innovative reversed spokes that allow the use of tubeless tires. Check out all the details on the new V-Strom inside here. We also heard Suzuki fans nationwide calling for the high-performance of GSX-R sportbikes in street-performance packages. And we introduce the GSX-S750 sportbike for the street. Powered by Suzuki’s GSX-R heritage as well as your desires, the GSX-S model delivers street-focused style and performance. And because we like to deliver high performance at a great value, this motorcycle will be available soon at a great price. To give you a preview of more good things to come, we’re showing the early 2016 GSX-S1000 and GSX-S1000F streetbikes. With similar GSX-R lineage, the GSX-S1000 models deliver street-focused power and handling in both naked style and full-fairing versions. ATV riders will be glad to see that we injected big im-
provements into the KingQuad 500AXi ATVs. An updated front bumper is the first thing you’ll see, and behind that are significant improvements to the engine including a new twinspark-plug cylinder head, plus a new multi-hole fuel injector, revised muffler and more. These changes work together to improve engine efficiency and performance across the board. Off-road bikes for young riders? Got that with the DRZ70. More variety in the entrylevel streetbike category? Check out the GW250 and new full-fairing GW250F. DualSport? We have a complete line. Competition bikes? The RM-Z line is leading the pack. We are thriving in our 51st year because of you. Listening and working hard to provide the finest products and services will help us celebrate even more anniversaries. Visit your Suzuki dealer to see all our motorcycles, scooters and ATVs. Share your stories with us, too. We’ll keep listening.
Tak Hayasaki
President Suzuki Motor of America Inc.
ON SUZUKI The Official Suzuki Owner’s Magazine October 2014
EDITOR & PUBLISHER Glenn Hansen HansenHouse Communication Chino Hills, Calif. CONTRIBUTING WRITERS Dennis Johnson, Derrek Sigler PHOTOGRAPHY Joe Bonnello, Enrico Pavia, Paul Smith, Glenn Hansen ART DIRECTOR Dave Palacios PRODUCTION ADVISOR Mike Velez Recon Media, Inc. ADVERTISING SALES Glenn Hansen HansenHouse Communication glenn@hansenhousecommunication.com For your safety, always wear a helmet, eye protection, and protective clothing when riding any motorcycle or ATV. Never ride under the influence of alcohol or other drugs. Study your owner’s manual and always inspect your Suzuki before riding. Take a riding skills course. For the MSF street course nearest you, call 1-800-4469227. Off-road riders can enroll in the DirtBike SchoolSM by calling 1-877-288-7093. ATV riders can call the SVIA at 1-800-852-5344 and we’ll even pay for the training. Suzuki engineered the GSX-Rs™, GSX1300R, LT-Z400 and LT-R450 for experienced riders. The QuadSport® LT-Z50 may be used only by those aged 6 and older, and the QuadSport LT-Z90 may be used only by those aged 12 and older. Always supervise riders under the age of 16. All other Suzuki ATVs may be used only by those aged 16 and older. On any ATV, avoid paved surfaces. Never ride on public roads. Avoid excessive speeds. Never carry passengers or engage in stunt riding. Along with concerned conservationists everywhere, Suzuki urges you to Tread Lightly!® on public and private land.
We hope you enjoy On Suzuki magazine. And if you do, visit OnSuzuki.com to sign up for your subscription.
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SUZUKI NEWS
BUSA STAMPEDE
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he sixth annual Busa Stampede rode into Southern California June 23-28, with riders making a pit stop at Suzuki Motor of America, Inc. HQ for a visit with Tak Hayasaki, SMAI President and part of the team that created the original Hayabusa launched in 1999.
“It was perfect to turn this Busa Stampede into the ‘Hayabusa Homecoming’ and to spend time at the Suzuki corporate headquarters,” said the Rally Master known simply as Scar. “It was way more than I expected it to be.” This was the first Busa Stampede held in Southern California; all five previous events were held in Reno, Nevada. “It was kind of an experiment,” said Scar. “Reno is a bit remote, and most people had to come great distances. Plus, the event needed to be in a higher population area - like Southern California - to grow. With 50 Hayabusa riders in attendance for this year’s six-day Busa Stampede, Suzuki was eager to invite the group to its corporate office in Brea, Calif. This was the first
Suzuki Motor of America President Tak Hayasaki with Rally Master Scar.
such riding group to be invited to Suzuki’s headquarters. “They really went all out,” said Scar. “President Hayasaki was there for the whole thing, telling us about his work helping launch the original Hayabusa, also they handed out tons of Hayabusa gifts for attendees.” The Busa Stampede attendees also took a tour
of the Yoshimura R&D headquarters, just 20 miles from Suzuki’s office. Like all previous Busa Stampede events, this one was about riding first. The group of Busa riders covered a few of Southern California’s best-known motorcycling routes including Mulholland Highway in the Santa Monica Mountains, Palomar Mountain near San Diego, the Glendora Mountain Road in the San Gabriel Mountains, and more. “These rides helped cement the decision to move the event to Southern California from Reno,” said Scar. “There are so many great places to ride down in Southern California. Sure, there is great riding up near Reno too, but we’ve done that five years in a row. The Busa Stampede is all about riding, it’s not a show and shine. That’s where this is different from so many other events. Scar has plans for next year’s event, with new ideas and riding routes for the 2015 event to make it bigger and better, he said. For info, write to info@busastampede.com. Suzuki opened its garage to hold the bikes of Busa Stampede riders.
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So what did this year’s riders think of the Busa Stampede? Jim Seely
I approached the 2014 Busa Stampede with a moderate level of trepidation; I typically don’t ride in large groups. I can proudly admit that I was wrong. Scar did an exceptional job organizing the Stampede, personally welcoming each rider, and structuring each day’s riding groups according to style and desired level of intensity. The opportunity to spend time at the Suzuki headquarters and meet one of the men responsible for the Hayabusa’s conception was one I will remember for life. The ride through Malibu on the final day of the Stampede couldn’t have been any better. It will be my pleasure to reconnect with the group for another Stampede; I highly recommend it to all Hayabusa riders.
Aaron Evans
Every year that I’ve attended the Busa Stampede, it’s been an extremely rewarding experience. And I’ve gone to all six. Every one seems to get better! The 2014 Busa Stampede was exceptional as a brand new venue was introduced, along with new roads, friends, and memories. Rally Master “Scar” is an exceptional host and a great friend. Hats off to him for setting up the Suzuki headquarters and the Yoshimura tour experience! I always look forward to reconnecting with my Busa Stampede buddies, and sharing great rides with new ones.
Jim and Jennifer Seely at the Rock Store on the last day.
Winston Yeung
The Busa Stampede is the premier Hayabusa event on the planet. What else is there to say? This was my first time attending, and it far and away exceeded my expectations. From start to finish, I rode more than 1,800 twisty miles. Between meeting great new friends, eating delicious food, and riding the best canyons together, it was an experience I will never forget. Count me in for next year’s event. I can’t wait. Know one thing: this event is for riders. If you plan on sitting around looking at show bikes with murals on them, this might not be for you. Suzuki set up its event-special photo booth for all Busa Stampede riders while at the corporate office. Here’s Winston Yeung and his Busa.
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Welcome Southern California Suzuki! One of Suzuki’s newest authorized dealers, Southern California Suzuki is located just a few miles west of Suzuki’s corporate headquarters in Brea, Calif. The multi-line dealer held a Suzuki Grand Opening celebration in July, and was busy throughout the summer promoting Suzuki vehicles. The shop takes a unique brand-focused approach to marketing its products. “We think it’s best to give Suzuki the special focus it deserves,” said Jason Hirchert, Assistant Sales Manager for the dealership. “We do this for other brands, and it helps us to best serve customers with the right products, accessories and service they need.”
Owned by motorcycle industry veteran Tom Hicks, the business originated in April 2000 as Southern California Triumph. Hicks changed the name to Southern California Motorcycles as he added brands to the multi-line shop. In February 2013, Hicks began a podcast radio show called “Ridin’ SoCal” where he interviews a variety of industry professionals, including Suzuki’s own Terry Knott. Along with its special in-store focus on the Suzuki brand, Southern California Suzuki also provides demo rides to interested customers.
This Dealer Rocks
One of Suzuki’s newest dealers, Riders Hill of Dahlonega, Georgia, invites motorcyclists from throughout the region to come, sit, hangout and chat with friends. Rows of white rocking chairs aligned on the porch of the main showroom and the service center serve as visual invites to any passersby. With the shop located near North Georgia’s best motorcycle routes, Riders Hill gets a lot of visitors rocking. The shop, which added the Suzuki line in late 2013, offers Suzuki’s full line of vehicles, accessories, and apparel, and the shop also has a unique for-sale-by-owner program for pre-owned motorcycles, plus a café for snacks and lunch on weekends. The separate tire center and service shops, located across the parking lot from the main store, handle all a customer’s service needs. Next time you’re in North Georgia, stop in and say “Hello” to owners Anthony and Susan Lancaster.
Riders are welcome to sit a spell at Riders Hill Suzuki.
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SUZUKI NEWS
Buy Motorcycle. Ride to Alaska. Check. About a year ago, Carlos Gutierrez told his wife Lula, that he would learn to ride a motorcycle, then he’d ride it to Alaska alone on the historic Alaska Highway. He did not own a motorcycle. In fact, he’d never learned to ride a bicycle. Problem? Not at all. He started by buying a Suzuki 650 ABS. “I just got up one morning and thought it was time to do this before I got too old to enjoy it,” said Gutierrez, “and Alaska seemed like a good destination for a motorcycle trip.” From his home in central Texas, Carlos aimed his Burgman north and took a route through the wheat fields and prairies of Nebraska, the cornfields of Kansas, and to the Black Hills of western South Dakota. “I rode the Iron Mountain Road or 16A in the Black Hills with its 17 miles of 314 curves, 14 Switchbacks,
three pigtails, three tunnels, two splits and four presidents,” said Gutierrez. “That was an awesome ride in itself. Many riders who go to Sturgis don’t do this road, even though it’s so close.” But this trip was all about Alaska. When Gutierrez got to the Alaska Highway, he found an incredibly rough road with several long construction areas, plus miles of gravel and mud. “The last part of the construction was 150 miles long and ran from Haines Junction through Destruction Bay to the Alaska Border,” he said, “and it was the toughest part of my journey.” Gutierrez didn’t stop after completing his Alaska journey. He took a straight shot back to Texas, then enjoyed a lot more Burgman time, totaling nearly 30,000 miles in his first year of riding. “I rode the Burgman in
all sorts of weather, from 15 degrees to 112 degrees, through mountains and plains and desert roads,” he said. “I learned to appreciate the beauty of our great nation and its people. This year, I rode from San Antonio to Las Vegas in January and from San Antonio to New Brunswick, Canada, via Maine in April with a stop in Washington, D.C.” “The Suzuki Burgman was a good choice for me,” he said, “since it’s so quiet and is the most comfortable motorcycle around. I also looked at a BMW scooter, but the Burgman won me over because of its looks and comfortable ride.” Gutierrez, who turns 70 years old later this year, is a veteran who served America with honor during the Vietnam War. Thanks for your service and for this great story Mr. Gutierrez, and enjoy the ride.
Carlos Gutierrez stops at the Toad River Lodge on the Alaska Highway in British Columbia.
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40 Years of RM
In 2015, Suzuki celebrates the 40th Anniversary of the RM, and the bikes that have followed, right to today’s RM-Z line. See more in this issue on the special heritage of RM, and visit your Suzuki dealer to see one in person.
Bucket List:
BIKELANTA
Put this on your motorcycling bucket list. Suzuki dealer Mountain Motorsports, with three locations in the Atlanta area, is host to the annual Bikelanta weekend. The Seventh Annual Bikelanta took place May 17-18, 2014, and thousands of motorcycle fans showed up to the dealer’s facility in Conyers, Georgia. The weekend event is a celebration of motorcycles that includes custom sportbikes, street freestyle, a bikini contest, demo rides, food vendors and a whole lot more. Suzuki was on hand at the 2014 event to help give away a Yoshimura Suzuki GSX-R1000. Check with Mountain Motorsports about exact dates for the 2015 Bikelanta event.
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Show On the Road
The Progressive International Motorcycle Show tour – known in the industry as IMS – has released the schedule for the 2014-2015 tour season with some significant changes. The show begins this year at the San Mateo County Event Center in Northern California’s Silicon Valley. The event in Phoenix will move to Scottsdale, Ariz., and this year’s tour will stop in Miami Beach in January, 2015. Suzuki will display a wide range of vehicles at shows on the tour. At a few locations on last year’s tour, Suzuki held special events such as demo rides and sales on parts and accessories. The Long Beach event – the home stop for many of the motorcycle manufacturers – often includes special activities. There are also prize giveaways and special coupons given out at most shows. Check the Suzuki website and Facebook page for more information on schedules and activities at each stop on the IMS tour, and for tickets visit motorcycleshows.com.
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HOURS CELEBRATION
Suzuki Celebrates Suzuka
“It was my first time to Japan,” said Shawn Bostwick of Del City Oklahoma Suzuki. “It was a great experience overall, with phenomenal racing action. And Suzuki did a wonderful job of putting it on; I couldn’t have asked for anything better.” Bostwick and 29 other Suzuki dealers attended the Suzuka 8 Hours race this past June as guests of Suzuki Motor of America, Inc., for their outstanding
work in the first half of the year promoting Suzuki sportbikes. As winners of Suzuki’s “Race to Suzuka” contest, these dealers traveled to Japan for the famed 8 Hours endurance race at the Suzuka Circuit. Suzuki dealers got to watch Kevin Schwantz compete on the Yoshimura Legends race team, and they were also on hand to celebrate the 60th Anniversary of Yoshimura.
The Yoshimura Legends Team of Schwantz, Nobuatsu Aoki and Satoshi Tsujimoto suffered an early-race crash in rainy conditions that ended their effort. The Yoshimura Suzuki Shell Advance Team, including Takuya Tsuda, Randy de Puniet and Josh Waters, finished second overall, completing 172 laps during the eight-hour contest that is part of the World Endurance Championship season.
Calendar Oct. 31-Nov. 2 – San Mateo County Event Center, San Mateo, Calif. Nov. 7-9 – Westworld of Scottsdale, Scottsdale, Ariz. Nov. 14-16 – Long Beach Convention Center, Long Beach, Calif. Nov. 21-23 - Washington State Convention Center, Seattle Dec. 12-14 – Jacob K. Javits Convention Center, New York City Jan. 9-11 – Washington
Convention Center, Washington, D.C. Jan. 16-19 – Miami Beach Convention Center, Miami Jan. 23-25 – Dallas Convention Center, Dallas Jan. 30 – Feb. 1 - I-X Center, Cleveland, Ohio Feb. 6-8 – Minneapolis Convention Center, Minneapolis Feb. 13-15 – Donald E. Stephens Convention Center, Rosemont, Illinois
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SUZUKI NEWS
Suzuki Rocks
Suzuki kicked off its 2015 model year in rock-n-roll style with its annual Dealer Business Meeting taking over the Hardrock Hotel & Casino in Las Vegas. Suzuki Motor of America, Inc. (SMAI) chose this venue to showcase the variety of new models introduced for 2015. “Can you feel it?” asked SMAI President Tak Hayasaki, “The excitement for 2015 has been building, and with these new models introduced at the Hardrock, we know that 2015 will be a great year for Suzuki.”
Sheriffs On Suzuki
Alex Zapata (left) and Jason Whitsell, deputy sheriffs in the San Bernardino County (Calif.) Sheriff’s Department, take a break from their hard work patrolling and protecting the area around the Glen Helen Raceway grounds near Devore, Calif. Zapata, who regularly patrols the local highways on a Sheriff’s motorcycle, said he enjoys the chance to work off-road on the Suzuki DR-Z400. “This Suzuki will handle all sorts of terrain,” said Zapata, “and it’s comfortable ride for long shifts.”
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VISION
Maker’s Mark Ride responsibly with your Suzuki DR-Z400SM.
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VISION
Flash Light
Exploring Southern California’s San Bernardino Mountains on the Suzuki KingQuad 400ASi.
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VISION
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Legendary
Kevin Schwantz, center, prepares for a Yoshimura Legends demonstration ride at the 8 Hours of Suzuka endurance race.
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VISION
Colors of COTA The Suzuki MotoGP team testing at the colorful Circuit of the Americas in Austin, Texas.
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SPECIAL FEATURE
Where Are They Now?
From Sportbike to Motocross to ATV, Suzuki has helped turn riders into champions for many years. Remember these winners from the past? Doug Gust
Greg Albertyn
An ATV racing icon, Doug Gust raced through three decades, and is one of the most successful and enduring ATV racers of all time. He won the Pro Production ATV MX championship two years in a row (2003, 2004) racing a Suzuki LT-Z400, and the World Power Sports Association Pro 450 championship in 2006. “Digger” Doug earned his nickname as an excavator, but has turned to the skies for his current profession as an aerial crop duster and seeder in southeastern Wisconsin.
Greg “Albee” Albertyn, a native of Johannesburg, South Africa, won several South African motocross championships, plus the 125cc and 250cc World Championships, in the early 1990s. Albee moved to America to race for Suzuki for AMA SX and MX championships, and he persevered to win the 1999 AMA National MX title aboard a Suzuki RM250, before retiring the next year. Today, Albertyn calls Southern California home where he works in the utility industry.
Antron Brown
Through 10 seasons drag racing Suzuki motorcycles, Antron Brown scored 16 Pro Stock Motorcycle victories in 33 final rounds, and twice he finished second in the final points standings (2001 and 2006). In 2008, Brown switched his seating position to take on Top Fuel Dragsters, and in 2012 he earned the NHRA Top Fuel World Championship driving his Matco Tools dragster, the sport’s first African American champion.
Mat Mladin
Seven-time winner of the AMA Superbike Championship, Mat Mladin won a total of 72 AMA Superbike races in a storied career, more than twice as many as the next rider on the list. He helped make the GSX-R1000 the winningest superbike in America. The Australian retired from AMA racing in 2009, and returned to his home country to run Bike Gear Warehouse, an online retailer, which closed its doors in 2012. Today, Mladin spends time with his family on his farm near New South Wales.
Ben Spies
After winning three consecutive AMA Superbike Championships on his Yoshimura Suzuki GSX-R1000 (2006, 2007, 2008), Ben Spies moved to Europe and raced World Superbike and MotoGP. He retired at the end of the 2013 MotoGP season, trading high-horsepower motorcycles for humanpowered roadrace bicycles. Spies created Elbowz Racing in 2011 to help develop elite amateur bicycle racers. He splits his time between homes in Texas, and Lake Como, Italy.
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GREAT RIDES
Wes Aho, a retired postal worker, and Jim Perfetti, a sawyer, collect miles on their Suzuki KingQuad ATVs in Michigan’s Upper Peninsula. And they have a great collection.
LONG LIVE THE KINGQUADS
High-Mileage Suzuki KingQuads in Michigan’s U.P. “I remember sitting in my garage waiting,” said Wes Aho. “And it was delivered on New Year’s Eve.” His 2006 Suzuki KingQuad ATV, that is. “I had tried Jim’s KingQuad, and rode other makes, too. Then I bought the Suzuki.” That was 20,138 miles ago, or there about. Jim’s Suzuki KingQuad? That one has even more miles on it. Wes and his friend Jim Perfetti live in Mohawk and Houghton, Michigan, respectively – in the U.P., Michigan’s Upper Peninsula; actually in the Upper part of the Upper Peninsula. Okay,
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they’re on the Keweenaw Peninsula on the Upper part of the Upper Peninsula. It’s as difficult to get there as it is to explain where it is. But it’s worth it – if you like riding ATVs. We drove north on a sunny summer weekend to meet Jim and Wes, and to talk about ATVs – Suzuki KingQuad ATVs. Jim owns a 2005 KingQuad; he started riding about 10,000 miles before Wes. How did they get so many miles on their KingQuad ATVs, especially when the ATV riding season is six months long? (While a few ATV riders will hit the trails year-round, snowmobilers “own” this terrain from November through April. The area got 341 inches of snow last winter.)
“We go out on Saturdays,” said Wes. “I’ll drive south to Houghton early in the morning; then we have breakfast and just head out. We’ll ride maybe 200 to 300 miles.” “We go north sometimes, but it’s real rough up there,” said Jim. “Yeah,” Wes echoes, “the trails are nicer down south, smoother.” These are long rides; they’re out on the trails for 12 hours some days. Most of the times, it’s just Wes and Jim, with an occasional third rider. “We’ve tried the club rides, but they are usually huge groups of riders and they go for short rides,” said Wes. “We like to get more miles on.”
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Miles and Miles of Michigan
“I like the trail to Bergland,” said Wes. “And my favorite is maybe the Pioneer Trail,” said Jim. Lucky for these two – and for any ATV rider in the area – these trails connect for more than 70 miles of exploring. They’re just a small part of Michigan’s public Off-Road Vehicle trail system that includes nearly 4,000 miles of trails, about 70 percent of these are open to ATVs. It’s also legal, in Michigan’s Upper Peninsula, to ride ATVs on state forest roads (unless they’re posted otherwise), adding even more miles for ATV riding. Jim and Wes do most of their riding in the six-county area encompassing Houghton. “We have gone to Marquette,” said Jim, “but that’s a long day.” Marquette is 100 miles southeast of Houghton. Along with hundreds of miles of connected trails, the area is filled with wildlife. “We see wolves and coyotes,” said Jim. “They can look the same, but the wolves are bigger, and they’re not afraid. We saw our first cougar last year.”
Trusty KingQuads
On our way up to meet Jim and Wes, we stopped to talk with a custom jewelry maker somewhere near Crystal Falls, Michigan, and we started talking about ATVs, of course. When the shop owner heard of our plans to meet Jim and Wes, he got curious. “Well, how many miles do they have on those Suzukis?” the craftsman asked, thinking his Polaris could compete. But when he heard “20,000 and 30,000 miles,” he decided he didn’t want us to see his ATV. “My KingQuad has the original battery, the original CV boots and bearings, a whole lot of original parts,” said Jim. Wes was quick to say the same; both riders have enjoyed solidly reliable performance from their KingQuads. “We do change the oil about every 1,500 miles,” said Wes. “And our dealer, Chad at M&M Powersports in Hancock, Michigan, provides great support. He checks over our machines occasionally, and he’s always quick and honest.” “In the future, we will buy only Suzuki ATVs. Why would we buy anything else?” asked Jim.
Michigan ATV enthusiasts get to enjoy more than 3,000 miles of this – at least when the area’s not covered in snow.
This bridge spans Portage Lake and the Houghton Canal, connecting Hancock on the north to Houghton, Michigan. With a call to the local police station, ATV riders can get a personal escort across the bridge to access more trails.
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GREAT RIDES
With many wide trails and dirt roads open to ATVs, riders can find endless amounts of adventure in Michigan’s Upper Peninsula. Many trails are more technical and tighter than this one.
Exploring the U.P. with an ATV By Derrek Sigler Mention “trails” in Michigan’s Upper Peninsula (U.P.), and most think of snowmobiles. While enjoying the U.P. by sled is truly an epic experience, those same trails are available year round for ATV and dirt bike riders to enjoy. Just like West Virginia’s Hatfield-McCoy ATV riding area, the ATV-friendly U.P. has a ton to offer the adventuring off-roader. Every county in the U.P. has some form of state-sanctioned trail system. Maps are available on the Michigan Department of Natural Resources website (Michigan.gov/ DNR) to show the hundreds of miles of riding opportunities. A few basic regulations help keep the trails safe for all riders. Those under 16 years old are required to pass an approved ATV safety course. Additionally, all riders must wear a helmet, unless they are riding in a UTV with seatbelts and certified rollover protection. All ATVs ridden on public land must have an ORV permit, available from any DNR license
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center or online. Additionally, new for 2014, any ATV ridden on state trails needs a state trail permit, also available from any license outlet. Michigan sells more than 200,000 trail permits annually and that number increases each year. While spring and summer are great times to ride, autumn in the U.P. is special. Renowned for its fall color, the U.P. beckons riders to enjoy the breath-taking scenery. Especially enticing is the “Copper Country” areas of Keweenaw, Houghton, Baraga and Marquette counties. Once known for rich copper mines, these counties are now full of challenging ATV trails that connect for miles and miles of adventure. Be sure to stop by Day Yooper’s Tourist Trap in Ishpeming, in Marquette County. For a taste of the U.P., grab a pasty and Vernor’s Ginger Ale. Dozens of great restaurants in the U.P. serve pasties – a baked pastry filled with ground beef and
veggies – but many folks will direct you to Dobber’s Pasties (DobbersPasties.com/) in Escanaba, on the southern side of the U.P. Riding in the U.P. is an adventure in itself. If you have a long riding day planned, consider bringing extra gas with you. While you can find trailside gas stations, quite a few are open only during the long winter months Planning a trip for late fall? Forget about the last half of November; Michigan’s firearm deer season runs Nov. 15-30. And if Yoopers (that’s a U.P. resident) take anything seriously, it’s deer season. Schools are closed for opening day and all the state trails are closed to recreational riding during this time. When you plan your Michigan ATVenture, consult the Pure Michigan website – Michigan.org – for travel information, points of interest and more. One thing is certain; exploring Michigan by ATV is a sure way to a great ride.
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PROTECT YOUR INVESTMENT WE HAVE YOU COVERED NOW AND DOWN THE ROAD... ESTIMATED REPAIR COSTS:
Instrumentation $600* Cables $300*
Frame $2,200* Seals & Gaskets $480*
Steering $440*
Rear Suspension $360*
Electrical $550* Fuel Injection $1,200*
Transmission $2,400*
Front Suspension $700*
Engine $3,800*
Brake Components $230*
are based on average repair costs. Your repair cost may vary.
WHAT YOU PAY WHEN COVERED BY
**
**Zero Deductible: You will face no out-of-pocket expenses. Suzuki Extended Protection will take care of the entire cost of covered parts and repairs using genuine Suzuki parts
ZERO DEDUCTIBLE
You will face no out-of-pocket expenses. Suzuki will take care of the entire cost of covered parts and repairs using Genuine Suzuki Parts.
COVERAGE
Suzuki Extended Protection covers all major components, parts, and systems on your new Suzuki. Normal wear or maintenance items, such as tires, break pads, clutch plates, oil filters and batteries, are not covered.
NO MILEAGE LIMITATION
ZERO $0
TRANSFERABILITY
Your Suzuki was built to be ridden, and we encourage you to do just that. Like the Suzuki Limited Warranty, there is no mileage limitation.
Your Suzuki Extended Protection plan is transferable one time to the next owner during the life of the plan (except in New Hampshire), increasing your Suzuki’s resale value.
TOWING & RENTAL REIMBURSEMENT
THREE EASY WAYS TO ENROLL
In the event of a covered breakdown, Suzuki Extended Protection will repay the costs of transporting your Suzuki to your nearest dealer nationwide up to $50 per occurrence.
1. Visit Your Suzuki Dealer 2. Go to SuzukiSEPDirect.com 3. CALL TOLL-FREE (877) 473-7669, option 4
See Your Suzuki dealer for details.
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GREAT RIDES “This week, I’m taking a brand-spanking new 2014 Suzuki V-Strom 1000 ABS Adventure and starting an 18,000-mile journey around North America.” - Paul Smith, adventure rider
Around America “Adventures are to the adventurous.” -English proverb
May 10 This week, I’m taking a brand-spanking new 2014 Suzuki V-Strom 1000 ABS Adventure and starting an 18,000-mile journey around North America. The bike is one of the first on our shores “off the ship” from Japan. I work for Adventure Motorcycle magazine,
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Jim “Capt’n” Kirkland, Suzuki Motor of America, Inc., Director of Service (below right), hands over the keys to a 2014 V-Strom 1000 ABS Adventure outside of Suzuki’s HQ in Brea, Calif. Other than the hanging straps, this is pretty much the load for the next nine weeks, or so.
and this trip is all about meeting folks, finding stories and lots of photography. I’ll be mostly camping and staying with friends on the route. What is “the route?” Read along as I ride. The route starts from Suzuki HQ in Brea, California.
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May 15 The destination was Prescott, Arizona; first I wanted to check out Highway 89, grab a few photos, and camp for the night. I racked up about 400 miles of the best riding conditions, even though it was in the mid-90s across lots of desert terrain. I devoted the day to getting to know the bike. The more I ride this new V-Strom 1000 ABS Adventure, the more I love it. I’m also taking it easy on the engine until the first service (coming up in Phoenix next week). I’m accustomed to
my BMW R1200GS Adventure. But the V-Strom is far more maneuverable and agile. It’s also a lot lighter. The V-Adventure’s windscreen is smaller, but even though I’m in a tall seat, there’s no buffeting or head whip. The V-Strom’s dash has an unusual feature, a realtime mpg gauge. I’ve been monitoring it in an attempt to determine average fuel consumption. So far, I’m seeing numbers as high as 60 and as low as 18 mpg. I’m averaging around 40 mpg at speeds of
May 22 Riding through Monument Valley was tricky, but awesome. Swirling dust was everywhere, and some spots along the road gave the illusion of a fire. My current riding companions had “bookmarked” a specific area they’d visited on a previous trip, and vowed they’d return to camp. It’s Bureau of Land Management space and “free” for camping; all you have to do is get there. We turned off the main road on to the dirt and gravel track of the Valley of the Gods. I’m not particularly comfy on dirt, especially with a new bike. But we all aired our tires down to 25 psi and off we went. I reckon we rode in about 10 miles before locating an ideal spot
about 70 mph (always obeying speed limits). Braking is tight. But I haven’t kicked in either of the two traction control settings, yet. I’m intentionally holding off until I really know the bike with TC off. One thing I learned quickly on this route: the bike slices through the wind. You can almost feel the knife-like quality, unusual for any adventure bike. It’s rock steady, too. I’m impressed and having a great time with this new ride.
PACKING I do a lot of “adventure rides,” and the packing varies depending upon the mission. In this case, I have to cart an “office” around, along with camping gear (I hate hotels), and clothing for several climate changes. I estimate about 60 pounds of gear. I’m ready for rain; nearly everything is waterproof. If it’s not, I’ll pull over and put the contents into plastic bags before continuing on. I have a GoreTex riding suit, and just to be extra safe I’m carrying a rain suit that doubles as a windbreaker in case it gets a little too chilly, especially in the north around Alaska. The standard rear rack on the new V-Strom is compact, capable, strong and easy to use. Integrated with the passenger grab bar, this storage aid makes it easy to carry items both large and small, and it looks good on the bike when not in use.
Photos cannot tell the complete story of the awe-inspiring Valley of the Gods in southern Utah.
to pitch our tents. The sun was setting, it was really windy and we were poised on top of a hill with a spectacular view. After staring at a star-infested sky and several shooting stars, we put down for the night. Ah! The silence! The next morning after an oatmeal and coffee breakfast, we saddled up and rode out the rest of the way through the Valley of the Gods. My road companions were heading north, while I was off to New Orleans. I’m a couple thousand miles into a 14,000-mile road trip around North America that’s already been an incredible experience, and this is only the beginning. OCTOBER - 2014
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GREAT RIDES
Lost For A Reason Ron Grace here, founder of Lost for a Reason. I’m a carpenter from Arvada, Colorado. The inspiration for starting LFAR came from many great rides on the Navajo reservation (including northern Arizona and southern Utah). Along these rides, I couldn’t ignore the reservation’s poverty and other problems. We started about one year ago, and we all share a common love for people and a desire to help. I have had to learn fast about non-profit rules and regulations. When we started, my business partner and I decided to use our
yearly advertising budget to do something different. Instead of the usual flyers and mailers that most people throw away, we decided to sponsor a work trip
May 24 Back to solo riding and a day of “helmet time.” Those who’ve ridden long distances know about this. It’s just you, the bike and your thoughts. I’m thinking about this new V-Strom. The bike is approaching 2,000 miles, so I’m beginning to open her up a bit. The suspension is a little looser and I’m experimenting with settings. The new V-Strom 1000 has remarkably improved suspension. It may rival aftermarket offerings. The front brake will make this bike stop on a dime, it’s so positive. I try to use it with just a couple of fingers. And the seat is proving to be a “100 miler.” So many seats out there hurt after 50 miles or so. After several hundred miles, every day for several days, I’m impressed. And this comes from a guy who’s a seat swapper – always trying to find something better. Few places in the world are as uniquely beautiful as northern New Mexico. I arrived in Santa Fe just as the sun was surrendering to the evening’s stars. The navigation system had run out of juice, and my paper maps weren’t all that helpful. Fortunately my smartphone’s ability to scour the web saved the day. While searching for a campground, the idea of staying at a hostel emerged. Years ago, when I backpacked around the world, hostels were the hub for many similar travelers. I was only a couple of miles from the Santa Fe International Hostel and after a silly amount of handmade paper-napkin-map juggling, I rolled in and the hostel had a room available; I couldn’t believe my luck.
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to help the Navajo people. We purchased t-shirts and stickers to be sold as fundraising items, like seed money to grow something.
For example, a $20 LFAR T-shirt costs $7 to make and $3 to ship (on average). We send the remaining $10 to the Navajo reservation, or we buy building materials for a project. I’m a carpenter learning to be a nonprofit organizer. We function on volunteer labor and we will give 90% to the children and families on the Navajo reservation. Along his ride across North America, Paul Smith is spreading the word about Lost For A Reason. Chris Kelly, Paul H. Smith and Ron Grace representing Lost for a Reason, the charity created to supported the people of the Navajo Nation.
May 27 Coming from Southern California, I’d almost forgotten what rain looked like. But after leaving Clovis, N.M. on the way to Austin, Texas – one of my favorite towns – the skies opened up, and to say I got doused would be an understatement. It might be more accurate to say I swam there. Riding in the wet stuff can be fatiguing. The next day I decided to take it easy with a short haul to Houston. To my surprise, it not only rained, it was all but impossible to stay on the road. Visibility was close to zero. Not even my waterproof gear could hold up to this drencher. But I discovered a long time ago that you just go with the flow (pun intended). What may seem an uncomfortable situation from afar becomes tolerable after you’re in it. So I saddled up, rode through the flooded streets back into the barely crawling I-10 traffic, turned on my emergency blinkers and snailed it to Houston. Honestly, I don’t know how the V-Strom took the constant pounding of rain, wind and lakes of water I rode through. And the Bridgestone Battlewing tires clung to the road. I’d kicked in the bike’s new Traction Mode and she hung
on like cat claws on a carpet. Amazing, to say the least! It took six-plus hours to make the 150-mile run from Austin to Houston, not bad for zero visibility and riding with several pounds of water saturated into my gear. Now that I’ve been here for a day, everyone is asking about the bike. It’s a chance to talk about the riding long distances, my thoughts about the bike, and to discuss Lost for a Reason. The idea of riding a motorcycle thousands of miles is more appealing than I would have thought. But for some reason, it’s still considered an unusual way to travel.
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June 2 I left New Orleans in more rain. Several fellow travelers at the hostel asked, “Are you really gonna ride in that stuff?!” Yep. It’s taken years of practice. Two wheels and wet surfaces demand about 4,000-percent more attention and a constant “red alert” style of cautiousness. Rain riding tips: When you’re dry and warm, you’re more likely to be alert,
responsive and aware of the surroundings than if you’re cold, wet and uncomfortable. I pack a separate rain oversuit because waterproof riding suits won’t shed the wet stuff the way a rain oversuit will. Material like Gore-Tex is breathable, but if you hit it with enough water, it’ll eventually become overwhelmed, not saturated like normal cloth, but wet nonetheless.
I had just enough dry weather in New Orleans to snap this picture of the V-Strom Adventure on famed Bourbon Street.
June 3 Suzuki’s engineers may be building the most reliable motorcycle engines ever made. This thing hasn’t even hiccupped since I first hit the starter in Brea, California – highway speed for hours, stop ‘n go traffic, blazingly hot desert riding, sticky red sand and gravel from Utah’s geological wonders. You can’t even drown the V-Strom! I made it to an amazing motorcycle campground called Two Wheels of Suches (Georgia). It’s perfect for everything from individual riders to rally groups. It’s also very clean and well thought out. And the road there is like a little bit o’ heaven, nonstop twisties, banked curves and tight switchbacks. The scenery is gorgeous, too. It’s green, green, green, with little lakes, white fluffy clouds, and nicely cared-for properties. No wonder this is one of North America’s motorcycle riding Meccas. Last year I rode these curves on my BMW R1200GSA, so this gave me a direct comparison with the V-Strom Adventure. Lighter and a bit lower, the V-Strom is much more at home on roads like these and
considerably more fun to ride. The roads are challenging and technical – no room for daydreaming. This is exactly the riding I love, and a good place to experiment more with the bike’s new traction control system. It has three settings: off, 1 and 2. In traction control modes, there’s a discernable change in the way the bike handles and responds.
On these twisty and unforgiving mountain roads, I found the hightraction mode gave me more perceptible control. You can ride with it on or off, but it felt like I could get further into lean angles, and braking was more positive. I’ll experiment with the other mode later, on gravel roads. I was looking forward to visiting Riders Hill in Dahlonega,
Geo., a new Suzuki dealer not too far from Suches. Their location is a hangout. They have a snack bar, and the obligatory porch lined with chairs inviting riders to relax, watch the comings and goings of others, and chat with buddies. It’s all done with a unique southern style that we don’t see very often on the West Coast.
Georgia’s Two Wheels of Suches motorcycle campground is recently renovated with clean and comfy facilities. It’s a perfect motorcycle escape frequented by friendliy riders and surrounded by great roads
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GREAT RIDES June 9 Last year while in this area, I stayed at Willville, a motorcycle-only campground in southern Virginia. It’s the kind of place you look forward to visiting. This quaint and one-of-a-kind location is situated a few miles south of Roanoke near an entrance to the Blue Ridge Parkway – one of the prettier sections of the 450-mile stretch through the stunningly gorgeous motorcycle country. Willville is owned and operated by Will B. His casual manner and laid-back style add to the fun. He’s also a wealth of information on nearby roads and motorcyclerelated events, and he knows virtually every rider within hundreds of miles. Will and George, a couple of expert riders, asked if they could test ride the V-Strom Adventure. I was anxious to hear what they had to say. Both were suitably impressed and rather surprised by the
June 14 bike’s capabilities – especially its handling and low-rpm acceleration. They were both considering upgrading. After the demo rides, I packed up and hit the road. The Blue Ridge is so picturesque and fun to ride that you don’t want it to end. But if there’s a snake in this Eden, it’s the deer. The guys back at Willville said to stay off the Parkway around dusk because it’s infested with deer. On my run I passed
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On the road to Rhode Island, I hit mostly drizzling rain and fog. I chose a route that cut through Maryland, Pennsylvania, New York and Connecticut. In the mountain passes outside of Gettysburg, Penn., I hit 100 straight miles of pea soup fog (glad to have LED tail lights). Still, brief glimpses of the mountain landscape made it all worthwhile. I avoid fast food chains. But on this segment, just after a harrowing foggy ride, I grabbed the first dry and warm place I could find – McDonald’s. Normally I would rant about this stop, but something unusual happened. After my oatmeal and coffee, I was saddling up in the rain when I heard someone shout, “Mister!” The gal who’d served me ran out carrying a bag of cookies she prepared for me in case I felt hungry later. Oh, the wonderful folks we meet out there.
While camping in Willville, I ran into Julia Burns on her DR650. She’s a recent convert into adventure motorcycling, and she’s planning a trip to Bolivia.
June 15 I couldn’t help but notice now that, with some miles on it, the V-Strom seemed to handle even better. Some of that might have been my increased familiarity, but I was impressed by the bike’s flawless performance through hour upon hour of pounding rain and scary road conditions. I made it to Syracuse, New York, at twilight. My rain suit kept me dry, but the boots filled up with the wet stuff. Just as I pulled through the tollbooth of the I-90, the rain stopped. Still, it was far too soggy
many of them grazing along the roadside. I also took the chance to get the bike in for its 5,000-mile service at the Manassas Honda-KawasakiSuzuki dealership. I ended up spending the day there, and it was great getting to know Diana Edwards (owner), Greg L’Heureux (service) and Mike Schelin (tech). They reminded me once again that this trip is really about the people along the way.
to camp, and the hotels were out of my budget. The Syracuse International Hostel was another gem of a find – only $28 for a dorm bed and all the facilities, kitchen and Wi-Fi in a charming old mansion. Rising at about 5:30 a.m. I re-packed so my passport and other ID would be readily available at the border. It was only about 250 miles to London, Ontario, Canada, including a pass through Niagara Falls – something you have to see to believe. It defies description by its sheer size and power.
The staff at Rosenau Powersports in Dearborn Heights, Mich., They did the 6,000-mile tire swap to keep the V-Strom running smooth through the rain.
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In this Nebraska storm, I just barely made it off the road in time before the wind would have blown me over.
My next destination was Arvada, Colorado, to visit Ron Grace, the founder of the “Lost for a Reason” charity. By the time I got to Chicago, the rain was really coming down again. Crossing Indiana, Illinois and Iowa turned out to be both wet ‘n dry as I passed through several storms on my westerly route. Heading west across Nebraska the next day, I was hit by yet another power storm. The cloud formations were crazy and they moved fast! The rain came down so hard I couldn’t see the road, and then golf ball-sized hail pounded the gas station where I was seeking relief below a flimsy overhang. Just then, a couple in a van parked nearby called me over to “get in!” They were members of a local HarleyDavidson riders club, and their kind offer of shelter came at the perfect time. The storm passed soon, and I gassed up the Adventure and continued on. The next stop was near Fairplay, Colo. It took me a couple of hours, and the last few miles were on gravel/ dirt roads that were fun and also gave me another chance to test the Suzuki’s traction modes. It seems that Traction Mode 2 is best for that type of surface. My local friend Chris Kelly and I rode from there to nearby Buena Vista, and outside of this town, high up in the neighboring mountains, we found snow and the Continental Divide.
To read the rest of this adventure, log on to SuzukiCycles. com/News to see how Paul made it through the Rocky Mountains, Canada, and Alaska before returning to Southern California.
The twisty and tasty switch-back route was great, and the view near the Continental Divide was even better.
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GREAT RIDES
JUST ANOTHER DAY ON A MOTORCYCLE IN L.A.
The Suzuki Burgman 400 ABS
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ord has it that motorcycles and scooters are supposed to be two different animals. Don’t let the Suzuki Burgman 400 ABS know this.
I decided to ride a Burgman on a big loop through Southern California, hitting a handful of the area’s popular motorcycle hangouts in one day. Just like one might on a “real” motorcycle. The loop included a good chunk of freeway, Pacific Coast Highway (PCH), some Santa Monica Mountain roads, Mulholland Highway, tight twisties, canyons, the Rock Store, more canyons, Neptune’s Net, even more coast and traffic, and a stop at Walker’s Cafe in San Pedro for a nice cold (root) beer. The Burgman owned it all. Getting out of Los Angeles to any good riding spot or biker hangout requires a few miles of super slab. Doing it on a weekday morning means it’s just you, your bike and about 50,000 angry commuters. This is where the Burgman’s automatic CVT and capable power worked wonders. L.A. traffic moves like a spring, stretching and compressing, with bits of crawling followed by flat-out sprints. Not having to clutch and shift through this let me focus on riding - not the phone or the breakfast burrito like the car drivers around me. On the trip through Santa Monica and Malibu, things start to open up a bit. The Pacific Ocean to my left. Cliffs to my right. The Burgman can finally breathe and it definitely loves open lengths of road. My day trip turned east and up into the hills, and the Burgman was more than adept at hustling up fun mountain roads like Mulholland Highway. You’ve likely watched videos of countless riders having “difficulty” on this road. The Burgman gobbled up The Snake, and sailed through Edwards Corner with ease.
Motorcycle Hangout #1
More than just my first stop of the day, Southern California’s famed Rock Store is where motorcycles reign supreme. On any given weekend, the place is awash in chrome and tattoos, one-piece leathers and nose piercings, and a good mix of just about every motorbike style known to man. Jay Leno even shows up occasionally on one of his many two-wheelers. On this day, the spot was open for a special occasion that included a gaggle of production “bobbers” and chromed cruisers.
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The Burgman slipped in nicely, its otherworldliness drawing stares from the assembled crowds. This is when the questions started. How does it handle? I show a proud grin. What’s the storage like? Pretty good, I said while tucking my full-face Arai into the trunk, next to a camera bag and sack of snacks. Gas mileage? Likely much better than that peanut tank on those cruisers.
Road Food for Bikers
Back down the canyon to the PCH, I headed north to Neptune’s Net, the turnaround point for this ride. Located just inside Ventura County, this roadside seafood
house attracts a mix of bikers, surfers, travelers and locals. It’s another spot that echoes every weekend with the rumble of V-twins and metrics. A quick lunch of a crab cake burger and fries, and I slipped back into the saddle and onto the highway for the long run back south. It was on this portion of the trip where some of my fleeting thoughts about the Burgman sort of crystallized into an overall impression of the bike. There is an ease of use that isn’t so much better than riding a motorcycle as it is simply different. From parking it and stowing your gear, to depositing
a bag of groceries under the seat, getting on and going, it’s simply simple. So is the ride.
Days End
As I finally motored into San Pedro for a stop at the world famous Walker’s Cafe near the Point Fermin lighthouse for a cold drink, I thought about all the times I’ve made similar jaunts on motorcycles. I realized, this time, I felt different, yet the same. There was that same feeling of time travel I get while on a bike, but not quite. I noticed one thing that is always the same: The grin. That satisfied grin. Dennis Johnson
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BEHIND 2015 SUZUKI ‘BARS
2015 Suzuki
GSX-S750 Inline Four Street Smart Performance
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he original Suzuki GSX-R750 was designed as a streetlegal bike that was born on the circuit. The 2015 Suzuki GSX-S750 gives that championship-winning heritage even more street-smart performance. Blending just the right mix of modern sportbike performance with futuristic streetbike style, this 750 is purpose-built for excitement. Suzuki took the powerful 749cc inline four-cylinder fuel-injected sportbike engine from the GSX-R750, and tuned it to deliver the perfect power curve for street riding. The engine’s cam profiles have been revised, and the intake and exhaust tracts have been reshaped to boost low-end torque and mid-range power. This gives the 750 unmatched throttle response and intense acceleration. Suzuki dual-throttle valve fuel injection means the performance is crisp and consistent. Handlebars replace the race bike’s clip-ons, delivering a more upright streetbike style. A complete instrument cluster features adjustable brightness, plus and analog tachometer, a digital LCD speedometer, plus a fuel-consumption meter, gear position indicator, fuel gauge, odometer/trip meter and a clock.
Key Features Powerful 749cc inline four-cylinder fuelinjected engine delivers powerful torque and strong acceleration.
Dual front brakes with floating 310mm discs and dual-piston calipers. 240mm rear disc brake with single-piston caliper.
Throttle bodies feature the Suzuki Dual Throttle Valve (SDTV) system for combustion efficiency, and better throttle response and torque in low-to-mid rpm.
Carefully sculpted bodywork with highlights including a vented front fender, molded mirrors, chiseled fuel tank, textured tank side panels and an angular tail section with integrated LED taillight.
Iridium type spark plugs provide a more condensed and hotter spark yet last longer. Frame design combines the advantages of a compact tubular streetbike frame and a twin-spar sportbike frame.
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Distinctive triangular muffler with a formfitting brushed stainless steel heat shield. Brightness-controllable instrument cluster, featuring a prominent analog tachometer and a large, digital LCD
speedometer readout. The LCD display also includes a gear-position indicator, coolant temperature gauge, fuel gauge, selectable odometer/dual-tripmeter/fuel consumption meter and a clock. A compartment underneath the removable passenger seat can carry a U-shaped lock or can be used to store small items. Suzuki Exhaust Tuning (SET) servocontrolled butterfly valve helps enhance torque, response and acceleration, especially at low-to-mid rpm range.
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State-of-the-art transistorized digital ignition system contributes to a more complete combustion by igniting the mixture at the precise instant. GSX-S750Z model (shown) features special Suzuki-signature Blue/White colors, plus gold-anodized front fork outer tubes, red-anodized front fork spring adjuster bolts, matte silver handlebars, red-finish rear suspension spring, and a blue-colored drive chain.
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BEHIND 2015 SUZUKI ‘BARS
2016 Suzuki GSX-S1000 & GSX-S1000F Taking It To The Street
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arly on, Suzuki’s streetbikes were primarily two-strokepowered machines. When the company introduced the GS line in 1976, it showed the world that it could build performancefocused four-strokes. And when it introduced the GSX750E in 1980 (called the GS750E in the United States), motorcyclists were on alert that Suzuki was serious about high-performance. With 16 valves and a new Twin Swirl Combustion Chamber, this four-stroke made power like no other. While the bike could surely
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compete on the racetrack, it was about street performance first. And because it was a forefather of the inimitable GSX-R line, its DNA had racing stamped all over it. These new apples fell right under that same tree. The 2016 GSX-S1000 and its sibling the GSX-S1000F are in the same family tree as the GSX-R750 born in 1985 and still dominant today. The new inline-four GSX-S models carry the spirit of GSX-R to the street. They’re also closely related to the GSX-RR, Suzuki’s new MotoGP race machine. It’s more than just an attitude, a spirit, or a lineage. This is about shared technology and components; it’s about performance-packed hard parts evolving from one generation to the next. Both
GSX-S street bikes are powered by a 999cc inline four-cylinder powerplant that’s based on the long-stroke GSX-R1000 engine, which makes an ideal street-riding power and torque curve. Focused on making big power through the low and mid range, this engine also uses cams optimized to deliver street-dominating power. Through the Suzuki Dual Throttle Valve (SDTV) system, Suzuki fuel injection uses long-nose, 10-hole fuel injectors for powerfully efficient combustion and fuel economy. A newly designed air intake system uses partition plates to guide air into the airbox. A four-pipe exhaust header feeds an under-bike exhaust chamber sized right to enhance performance but minimize weight.
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A new high-efficiency round radiator and a liquid-cooled oil cooler work undercover to maintain proper operating temps. The GSX-S duo also brings Suzuki’s advanced traction-control system to sport street bikes. The three-mode (plus “off”) traction-control system monitors front and rear wheel speeds plus throttle position, crank position and gear position, and will optimize engine output – all to suit the rider’s preference. The sensitivity of the traction-control input increases from Modes 1 to 2 and 3. Both Suzuki GSX-S bikes use a chassis designed for street riding comfort, with a low 32.0-inch seat height, Renthal aluminum Fatbar handlebars, and a narrow seat-tank junction. The 43mm inverted forks are adjustable for damping, rebound and spring preload. And the link-type rear shock has adjustable rebound and spring preload.
Key Features
Brembo mon-block front brake calipers work with 310mm floating-mount dual discs for superb braking performance. The GSXS1000F is equipped with an Antilock Brake System, which is available on the GSX-S1000. The GSX-S1000F features a fairing and chin spoiler, plus a dual-headlight face below a short windscreen. The
*Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.
999cc long-stroke fourcylinder powerplant brings enhanced throttle response across the entire rpm range.
Three-mode traction-control system lets riders choose the optimum ignition-timing setup for their riding style.
Finely tuned fuel injection with 10-hole injectors feeding the Suzuki Dual Throttle Valve system for more complete combustion, reducing fuel use and exhaust emissions.
Newly designed lightweight and compact twin-spar aluminum frame.
Iridium spark plugs produce a strong spark for efficient combustion. KYB adjustable, upsidedown front fork.
naked-style GSX-S1000 is equipped with angular radiator shrouds that enhance the aggressive image and aid cooling performance. It features a single headlight. With the 2016 GSX-S1000 and GSX-S1000F, Suzuki changes motorcycling for the better, again.
Distinctive and aggressively style body work, whether rider wants a fairing or naked-bike style. The front disc brakes are equipped with the topof-the –line radial-mount Brembo monobloc calipers.
Renthal aluminum Fatbar handlebars are lightweight and reduce vibration. Full LCD instrument cluster is lightweight and features a speedo, tach, odometer, dual trip meter, clock, water temperature gauge, gear position indicator, average and instant fuel consumption readout and more. The 4-2-1 exhaust system contributes to stronger low-to-mid range output with exciting exhaust notes and adrenaline-
rushing performance. Radiator shrouds efficiently guide air to the newly designed and highly efficient round shaped radiator. New cam profiles designed to optimize the valve timing suitable for the streets, but with the racetrack in mind. Antilock Brake System (ABS)* unit features a lightweight, compact design. The ABS monitors wheel speed, and matches stopping power to available traction. OCTOBER - 2014
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BEHIND 2015 SUZUKI ‘BARS
2015 Suzuki
V-STROM 650 XT ABS
More Versatile for More Adventures
S
ince its introduction in 2004, the V-Strom 650 has been the top seller in its DualSport category. So many adventure motorcyclists favor the 650 for its outstanding handling, long-range comfort, reliability and great price. For 2015, Suzuki introduces the V-Strom 650 XT ABS to give these riders even more. More versatility for more adventures. To transform this particular DualSport into the “XT,” Suzuki updated the venerable V-Strom 650 with the addition of spoke wheels running tubeless tires, plus new styling, and a wider range of accessories such as newly designed top and side cases. These updates work with the V-Strom’s remarkable engine and chassis to increase the bike’s versatility, expanding riders’ opportunities for adventure. That class-leading package is built around Suzuki’s proven 645cc fuel-injected V-Twin engine that produces significant torque and top-end power while remaining fuel-efficient. The six-speed tranny includes a tall top gear for low-rpm freeway cruising. Plus, with features such as anti-lock brakes, a heightadjustable windscreen, and a complete instrument package, the XT ABS is an adventurer’s friend.
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Key Features 645cc fuel-injected V-Twin engine produces signature Suzuki V-Twin torque and power pulses, plus quickrevving high-rpm power. Compact radiator uses wind-directing plates to enhance cooling efficiency and allow hot radiator air to flow out to the side air outlets and away from the rider’s legs. Fuel-injection system uses fine-atomization 10-hole fuel injectors for high combustion efficiency paired with the Suzuki Dual Throttle Valve system for linear throttle response and low emissions. Twin iridium spark plugs for each cylinder heighten spark strength and combustion efficiency, contributing to increased power, easier engine startup and a more stable idle.
New top and side cases are light and strong. Newly designed and distinctive beck on the front end help lead air to the radiator, and fit with the bike’s long and narrow bodywork. New aluminum spoke wheels – 19-inch front, 17inch rear – are designed for better chassis absorption and stability, and they work with tubeless tires. 43mm-stanchion-tube front forks feature five-way spring preload adjustment, and the link-type rear suspension is easily adjustable using the springpreload adjuster knob, no tools necessary. Front dual 310mm-disc brakes and rear 260mmdisc brakes deliver smooth, controllable stopping power. The motorcycle’s
expansion-resistant highpressure brake hoses enhance the responsive brake feel. Antilock Brake System (ABS)* unit features a lightweight, compact design. The ABS monitors wheel speed, and matches stopping power to available traction. Three-way heightadjustable windscreen is carefully shaped with extensive wind tunnel testing and it efficiently reduces wind noise and rider fatigue. Instruments with an analog tachometer and brightness-adjustable LCD speedometer. LCD readouts include odometer, dual trip meter, gear position, coolant and ambient temperature, average fuel consumption, fuel gauge and clock.
*Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.
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BEHIND 2015 SUZUKI ‘BARS
2015 Suzuki
GW250 & GW250F Big Bike Style. Small Bike Price.
A
lot of “small bikes” are just that; they’re small. The 2015 Suzuki GW250 takes a different approach. It keeps the price small, and delivers big on features, size, and performance. For 2015, Suzuki offers the GW250 in two colors and styling options. Riders can choose the new GW250F full-fairing version in a Pearl Nebular Black color. It features a windscreen, a headlight housing, and full-fairing bodywork. The GW250 version returns for 2015 in a new Candy Cardinal Red look and fairing-less naked-bike appeal. In both versions, the GW is a full-size motorcycle featuring firstrate components, all at an entry-level price. Suzuki fuel-injection
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technology feeds the 248cc liquid-cooled, twin-cylinder engine, which delivers user-friendly power focused on strong low-to-mid rpm performance. The six-speed transmission gives riders good control of the power delivery for confident cruising at freeways speeds and on city streets. The GW’s long chassis delivers a comfortable ride, and the contoured seat is low to accommodate a range of riders, plus it’s roomy and comfortable for a passenger. This motorcycle rolls on 17inch aluminum three-spoke wheels. Hydraulic disc brakes front and back provide consistent stopping power. Riders looking for an affordable full-featured – and full-size – motorcycle will find a perfect fit in the 2015 Suzuki GW250 and GW250F.
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Key Features 248cc, liquid-cooled SOHC inline 2-cylinder engine produces user-friendly power well suited to a variety of riding conditions. Suzuki Fuel-Injection system electronically controls the fuel volume and the injection timing to the optimum values according to the riding condition, based on information from various sensors, in order to improve fuel economy and reduce emission. A six-speed transmission is well mated to the engine design and the cylinders’ longstroke setup for better low- to mid-range power delivery. Telescopic front forks soak up bumps for smooth tracking up front – whether riding rough city streets or faster open roads. Rear suspension action is handled by a mono-shock system that stays hidden from view to amplify the bike’s style. With seven-way adjustable spring preload, the rear suspension adds to its versatility.
and controlled braking whether commuting on city streets or roaming the open road. Strong three-spoke 17inch aluminum wheels are wrapped in road-grabbing tires rated to provide sport-style performance through a wide range of road conditions. The multi-function instrumentation displays a variety of information. In the center, there is large analog tachometer with convenient digital gear position indicator. It’s flanked by a digital LCD speedometer, odometer, twin trip meter, clock and fuel gauge readouts, maintenance interval indicator and adjustable rpm indicator on the right, plus LED indicators on the left. The comfortable contoured seat has a low 30.7-inch height, and also has passenger grab bars for comfortable tandem rides. 12-month limited warranty.
Hydraulic disc brakes front and rear provide consistent OCTOBER - 2014
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BEHIND 2015 SUZUKI ‘BARS
2015 Suzuki KINGQUAD 500AXi All-Around All-Terrain All-Star
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ith fresh style and enhanced performance, the 2015 Suzuki KingQuad 500AXi ATVs are ready to deliver the all-terrain all-star performance you demand. Performance first, Suzuki updated the KingQuad 500’s engine package by incorporating a new twin-spark-plug cylinder head for improve combustion. The fuelinjection system uses a new multi-hole fuel injector to deliver finer injection spray, also
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boosting combustion efficiency. Along with the new Pulsed-secondary AIR-injection (PAIR) system and a catalyst convertor, these changes work to deliver cleaner emissions. The 493cc liquid-cooled engine is compact and produces exceptionally strong power. Suzuki engineers redesigned the inner structure of the muffler, giving this KingQuad an improved power feel. Combined, these enhancements help give the engine smoother operation throughout the rev range, producing a particularly stronger feel and the
mid- to high-rpm range. The look of the KingQuad 500AXi is updated with a new more rugged front bumper design. The speedometer cover is also refreshed with the new style. Completely assembled in America at Suzuki’s facility in Rome, Georgia, the KingQuad 500AXi maintains the features that make it a leader in handling, rider comfort, and ease of use. Fully independent suspension front and rear uses easily adjustable shock absorbers at all four wheels.
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The efficient and fully automatic QuadMatic continuously variable transmission uses a durable V-belt. The KingQuad 500AXi Power Steering model features a compact and lightweight electric power steering system to help reduce rider fatigue. The components are mounted high on the vehicle to avoid water and debris. On both the Power Steering and non-power steering model, riders can choose
2WD, 4WD, or differential-lock 4WD to suit the riding conditions. This KingQuad has a long list of outstanding features, including hydraulic disc brakes up front with sealed, oil-bathed rear brakes, an info-packed gauge package, Suzuki’s T-shaped seat, and a fuel tank well positioned below that seat for best weight distribution. Get to your Suzuki dealer this winter to see for yourself.
Key Features Compact and lightweight electric power steering delivers lighter steering in a variety of conditions to reduce rider fatigue. (KingQuad 500AXI Power Steering model only).
a durable V-belt and centrifugal clutch.
and consistent stopping performance.
Advanced engine-braking system helps the transmission control speed to minimize freewheel during descents.
Gate-style drive mode selector lever lets the rider easily and securely select between low, high, neutral or reverse setting.
493cc fuel-injected fourvalve powerplant uses a cylinder canted forward for a lower center of gravity, reduced engine height and lower seat height.
Torque-sensing limited-slop differential with three modes – 2WD, 4WD or differentiallocked 4WD – easily selected with a handlebar-mounted button.
Improvements include a newly designed twinspark-plug cylinder head for combustion efficiency, fuel economy and strong power, plus a new multi-hole fuel injector for clean emissions.
Fully independent suspension system – with A-arm front and A-arm/I-beam rear – features adjustable shocks and delivers superior riding comfort and versatile handling performance.
Efficient and functional fully automatic QuadMatic Continuously Variable Transmission (CVT) uses
Front dual hydraulic disc brakes and rear sealed oilbathed multi-disc braking system deliver strong
Fuel tank positioned below the seat helps keep the machine’s weight center low. The tank’s ratcheting gas cap is easy to tighten. Complete gauge package, including a speedometer, odometer, separate trip meter, gear and differential displays, clock, fuel gauge, clock and more. Suzuki’s exclusive T-shaped seat is designed for all-day comfort and easier bodyweight transition during sporty trail rides.
New updates include a redesigned front bumper and an updated speedometer cover. Improved oil dipstick cover makes it easier to check engine oil level. Standard equipment includes a tow hitch and a sealed 12V accessory outlet. Two storage compartments: one easily accessible under the rear fender, and another with a spin-off top on the right front fender. The True Timber XD3 Camo finish is ideal for hunters and outdoorsmen — designed to blend in with a young oak and birch forest in late fall and early winter. 12-month limited warranty.
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BEHIND 2015 SUZUKI ‘BARS
2015 Suzuki
DR-Z70 Foundation for Off-Road Fun
T
he Suzuki DR-Z70 is back to bring families even greater opportunities for off-road riding together. This right-sized off-roader helps kids develop the fundamentals of dirt bike riding while having fun on the trails. And it’s styled to match full-size DR-Z and RM-Z motorcycles, giving young ones the same style as Mom and Dad. Most importantly, the 2015 DR-Z70 is properly sized for beginners learning to ride or for more skilled younger riders dropping the gate at their local track. It features 10-inch front and rear wheels, a low 22-inch seat height, and its weight (with fluids) is just 121 pounds. Size is not the only thing that matters. Built by Suzuki to perform, this DR-Z uses a torque-strong 67cc four-stroke engine with electric start. Its keyed ignition helps Mom and Dad keep good control of who gets to ride the bike. It features a three-speed transmission with automatic clutch, so kids can learn to shift gears easily. With an adequately sized engine and adequately sized chassis, the user-friendly DR-Z70 is ready for many enjoyable years down the road.
Key Features 67cc air-cooled 4-stroke twin-valve engine. 10-inch front and rear wheels are sized right for young riders. Smooth-shifting 3-speed transmission with automatic clutch. Push-button electric starter and traditional kick starter, for convenience and flexibility.
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Chassis designed for user-friendly dimensions and to realize a lightweight electric-starter-equipped machine. 22.0-inch seat height sized for beginners and skilled young riders. RM-Z racing style in Championship Yellow or Black.
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Safety Information
The DR-Z70 is designed for use by children and off road use only – not for use on public roads. Single rider only - weight limit 40kg (88 lbs). Not recommended for children under age 7. Parental supervision required during operation. Rider must always wear a helmet, eye protection and protective clothing. Ride safety and be thoughtful of others.
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SPECIAL FEATURE
The Meaning of RM Forty Years of Suzuki Motocross
I
t’s not that Suzuki is all about racing. It’s just that you can’t separate the two. The manufacturer could not exist without motorsports competition and all its pressure, anxiety, achievement and thrill. Suzuki makes much more than just race vehicles, of course, but the energy of racing is a life force. It pumps technology and performance through the manufacturing veins.
The company took its very first motorcycle, the Suzuki Diamond Free, and raced it in the Mt. Fuji Hill Climb in 1953. It won that race. Then won the hill climb competition again in 1954. Building on that achievement, Suzuki began entering, and winning, road races around the world, including multiple Isle of Man TT victories through the 1960s, plus World Grand Prix wins across Europe and Asia. These and other
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roadracing experiences eventually lead to the creation of the dominant Suzuki GSX-R sportbikes. Suzuki used trophies, podium finishes and even less-successful race results to engineer its range of race bikes, street bikes, scooters, ATVs and more. One Suzuki motorcycle brand has been – and still is – created solely for competition. Its name even means racing. Racing Model. RM. Born in 1975 with the RM125, the Suzuki RM family has been in continual development as a line of true competition motorcycles. Evolving into the RM-Z family with the four-stroke-powered 2005 RM-Z450 and the first fuelinjected MX bike with the 2008 RM-Z450, Suzuki’s motocross bikes come from a heritage of nocompromise performance. When a rider such as Ricky Carmichael chooses to close out the greatest career in motocross by competing on Suzuki RM and RM-Z motorcycles, that history of performance becomes even more powerful.
The 2015 Suzuki RM-Z450 fulfills the mission of the original 1975 RM - that is to deliver a pure competition experience. 2015 RM-Z450 top. 1968 TM250, bottom right. 1975 Suzuki RM125, bottom left.
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“Racing Model” Heritage
Photo Credit: Joe Bonnello
The family tree of all Suzuki motorcycles starts with that hill-climbwinning Diamond Free from 1953. But a closer genealogical study of the tree’s offroad limbs shows one Suzuki bike that is often overlooked. “Five years before Honda’s 250 Elsinore or Yamaha’s YZ250 came Suzuki’s 1968 TM250 twin-piper – a works-spec racer that was also the Orient’s very first production motocross bike,” wrote Mitch Boehm, editor of Moto Retro Illustrated, in the magazine’s Spring 2012 issue. “Fewer than 100 were imported to the U.S., and most enthusiasts have only thin knowledge of the blue-and-silver racer. But it was a serious motorcycle, and an important one, too, as it paved the way for the world-beating RH/RN/ RA racers of the 1970s, and the superb RM production bikes, as well.” That bike retailed for a few hundred bucks in 1968. Because Suzuki knew this was a race bike, that original retail price included an extra barrel, two countershaft sprockets, a piston and extra rings, an air filter and a carburetor jets for fuel-mix adjustments. Prized as a collectible, a clean ’68 Suzuki TM250 is worth thousands today. The TM, however, was just the pre-cursor to the RM line. Those early racers had their issues, and Suzuki dropped the TM when the RM125 was launched in 1975. And when the 1976 RM was unveiled, its racing character was clearly evident. “If you looked at that (1976) RM and compared it to the bike that carried Joel (Robert) to his first championship six years earlier (Suzuki RH models), it was clear that Suzuki racing and production departments were working together. From that point on, it can honestly be said that there was never a bad bike that carried the RM prefix,” said Dirt Bike Magazine in its December 2011 issue. OCTOBER - 2014
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SPECIAL FEATURE SUZUKI RM/RM-Z RACING TIMELINE AMA Supercross Champions – 250cc/450cc
AMA Supercross Champions Lites West – 125cc/250cc 1985 – Bobby Moore 1987 – Willie Surratt 1994, 1995 – Damon Huffman 2009 – Ryan Dungey
1981 – Mark Barnett 2005 – Ricky Carmichael 2006 – Ricky Carmichael 2010 – Ryan Dungey
AMA Supercross Champions Lites – 125cc/250cc 1987 – Ron Tichenor 1988 – Todd DeHoop 1990 – Denny Stephenson 1992 – Brian Swink 1994 – Ezra Lusk 1997 – Tim Ferry 2001 – Travis Pastrana 2003 – Branden Jesseman
AMA Motocross – 250cc/450cc 1975, 1976, 1977 – Tony DiStefano 1980, 1981 – Kent Howerton 1999 – Greg Albertyn 2005, 2006 – Ricky Carmichael 2009 – Chad Reed 2010 – Ryan Dungey
“Racing Model” Today
Forty years after the RM125 – and fast-forwarding through the technology evolutions of “Full Floater” suspension, highpowered two-strokes, the first four-stroke with fuel injection, and so much more – Suzuki delivers the 2015 Suzuki RM-Z450. No, maybe it’s not fair for this story to skip over 40 years that saw such radical improvements. But if you own an RM or RM-Z, or if one ever passed you on the racetrack, then you recall those details well. While it’s important to remember where you came from, it’s even more important to appreciate where you are today. The 2015 Suzuki RM-Z450 fulfills the original mission of the
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1975 RM – that is to deliver a pure competition experience. You could say that, with its significant new features and targeted improvements developed through worldwide race testing, it too Suzuki 40 years to build this new Racing Model. Along the way, the manufacturer took input from the world’s greatest motocross and Supercross racers.
helped develop, they’ve chosen to ride it. The bike’s new Suzuki Holeshot Assist Control technology gives racers a distinct advantage every time the gate drops, no matter the racing surface. By selecting the Holeshot Assist Control’s A Mode, RM-Z450 riders will have enhanced traction and less wheel slip on hard-packed or slippery conditions.
2015 RM-Z450
1982 RM250 with FullFloater suspension
– 40-Years Invested
In B Mode, the RM-Z450 provides a more aggressive launch when gate conditions provide more traction. In either A or B mode, Holeshot Assist Control is programmed with specific commands that return ignition timing to normal operation and let riders power into and through the first turn. Riders can shut the system off, too.
Developed at the top levels of international racing, the 2015 Suzuki RM-Z450 proves that 40 is the new fast. Forty years of Suzuki motocross has delivered a competition bike that some of today’s top racers have not only
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SPECIFICATIONS 1975 RM125 GENERAL
Lites Motocross – 125cc/250cc 1980, 1981, 1982 – Mark Barnett 1990 – Guy Cooper 2000 – Travis Pastrana 2009 – Ryan Dungey
World Championships – 125cc 1975, 1976, 1977 – Gaston Rahier 1978 – Akiro Watanabe 1979, 1980, 1981 – Harry Everts 1982, 1983 – Eric Geboers 1984 – Michele Rinaldi 1990 – Donny Schmit 1991 – Stefan Everts 1993 – Pedro Tragter
123cc single-cylinder 2-stroke piston valve
Cooling:
Air cooled
Overall Length:
80.3 in
Overall Width:
33.9 in
Seat Height:
35.5 in
Ground Clearance:
9.6 in
Wheelbase:
53.5 in
Dry Weight:
190 lbs
SPECIFICATIONS 2015 RM-Z450 ENGINE
World Championships – 250cc 1970 – Joel Robert (Geboers 2nd) 1971, 1972 – Joel Robert 1980, 1983 – Georges Jobe 1990 – Alessandro Puzar 1994 – Greg Albertyn 2001, 2002 – Mickael Pichon
Engine:
449cc, 4-stroke, single-cylinder DOHC
Cooling:
Liquid
Compression Ratio:
12.5 : 1
Fuel System:
Suzuki Fuel Injection
Lubrication:
Semi-dry sump
DRIVETRAIN
World Championships – 500cc 1971, 1972, 1973, 1975, 1976 – Roger DeCoster 1982 – Brad Lackey
Suzuki RMs and RM-Zs have long been known as the best handling bikes on the racetrack. New suspension helps continue that tradition. The 2015 RM-Z450 features the Showa SFF Air Fork. Tested and proven by factory racers including James Stewart, the SFF-Air is now standard on the 2015 RM-Z450. It delivers more progressive suspension feel and offers infinite adjustability in a package that’s nearly 2.5 pounds lighter than the conventional spring fork. Adjustments to the SFF-Air fork can be made easily with use of a hand-help pump. The RM-Z’s fuel-injection system – found in both the RM-Z450 and RM-Z250 – is developed with the same highperformance engineering that helps Suzuki sportbikes remain
Engine:
the favorite choice of roadracers everywhere. The RM-Z system gives riders two additional fuelsetting couplers to make the most of any track condition. A simple trackside swap (no tools needed) of a fuel coupler lets riders adjust to a richer or leaner fuel setting for precise throttle response. Suzuki engineers redesigned a number of components – including a longer kickstart lever, revised kick-gear ratios, updated de-compression system, a redesigned exhaust camshaft and more – to make the 2015 RM-Z450 easier to start, saving time and energy for riding. Like the race-winning RMs before it, this new RM-Z450 is designed to help riders win. The feature list is long, and continues with updates such
Transmission:
Five-speed
Final Drive:
Chain DID520MXV4, 114 links
CHASSIS
as a 16-percent more efficient cooling system, a revised exhaust muffler to meet strict AMA sound regulations, plus redesigned frame members for a four-percent weight reduction.
A Racing Company?
Suzuki is a racing company – look at the RM and RM-Z – and it’s more than that too. It’s an engineering company focused on delivering features that help you get the holeshot, race through the corner, and power over the whoops to the podium. And it’s a manufacturing company that produces history-making vehicles, while helping you create your own great story.
Front Suspension:
SFF, Inverted telescopic, coil spring, oil damped
Rear Suspension:
Link-type, coil spring, oil damped
Front Brakes:
Disc
Rear Brakes:
Disc
Fuel Tank Capacity:
1.6 gallons
DIMENSIONS Overall Length:
86.2 in.
Overall Width:
32.7 in.
Wheelbase:
58.9 in.
Ground Clearance:
12.8 in.
Seat Height:
37.6 in.
Curb Weight:
249 lbs.
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FROM THE FACTORY
RIDING RYUYO
Take A Virtual Lap of Suzuki’s Famed Test Track Where do rocket manufacturers test new vehicles? We can’t answer that question. But we do know where Suzuki tests the Hayabusa and every other street motorcycle. It takes a special track to test all Suzuki motorcycles. With its 1.5-mile long back straight, the Suzuki Motorcycle Technical Center, located in Ryuyo, Japan, might seem designed solely for the famed Hayabusa sportbike. It’s true, the Hayabusa can stretch its legs completley at the track best known as Ryuyo; but Suzuki tests every other streetbike here, too. Designed by Mitsuo Ito, Japan’s only winner of the Isle of Man
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TT (1963, on a 50cc Suzuki racer) the four-mile track was opened in 1964. Today, it features that 1.5-mile straightaway, as well as a first-gear hairpin corner, two 120 mph turns, 80 mph S-bends, a big sweeping 180mph left-hand corner, plus all sorts of testing options. The testing facilities at Ryuyo include more than just a big fast track. Here Suzuki performs a variety of endurance and durability tests. Engineers also test street motorcycles on specially prepared flooded roads, over speedbumps and through potholes, and across cobblestone streets. The grounds also contain the offices for much of Suzuki’s engineering, sales and marketing staff, as well as racing personnel.
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The Suzuki GSX-R750, GSX-R600, Hayabusa (below), and every other street motorcycle endure test loops on the Ryuyo test track.
But you want to know about the track and test riding. Before we send you on a virtual lap around the Ryuyo circuit, remember that Suzuki’s test riders work year-round in wet and dry conditions. The area enjoys a fairly mild winter, but with the track located right on the Pacific Ocean (the beach is just a few hundred yards to the east) strong cross winds can add to the testing challenge. For safety, and for the most efficient and effective testing, know that there are guidelines to where on the track you should ride. Throughout the circuit, there are basically three lanes. Left is the slow lane. The middle lane is the go-for-it fast section. And the right lane is generally rougher, including special elements designed to mimic rough road sections, like breaking bumps, or aging roads, or other “natural” conditions. Time for your lap around Ryuyo.
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FROM THE FACTORY Your Virtual Lap of Ryuyo
1.
The Pit House Garage is your off-bike testing HQ. In this meeting room you can talk with other riders about testing, take rest breaks and make minor bike changes. Video monitors inside show nearly every corner and significant parts of the track.
not perfectly flat. It can be quite cold and windy in the winter, and strong winds can blow in sand and debris, too. In the first half of this straight, there is a small “handling course” option – first gear and second gear sort of technical turns.
2.
7.
3.
8.
Turn One: In your virtual lap of Ryuyo, you’ll pin the throttle, even on a Hayabusa, through this blind left-hander that goes slightly uphill.
Turn Two: This is another fast turn, where you will go hard in fourth gear, maybe 120 mph. It’s a good test of a bike’s mid-corner stability. There is a chicane option here, say, if you’ll be riding a MotoGP test bike (but you won’t – this virtual lap only goes so far).
200R: If you’re good, you can take this incredibly fast right-hander in fourth gear at about 120 mph. 30R: This first-gear hairpin is the slowest corner on the track, and it requires
the hardest braking. Look hard to the left and you may see the motocross test riders at work. And if you peer out even farther you might see some action on an ATV test track. You’ll also pass the offices of all the Suzuki staff in sales and marketing who wish they were out test riding.
9.
170R: Accelerate all the way through this left-hand corner from the slow hairpin before it. This banked corner works the left side of the tire hard, where most previous action has been on the right side. Exit this one in third gear, at perhaps 120mph. Then you’ll be back to the Pit House garage, or Turn One again.
4.
S-Bends: This is a left, right, left set of slight turns that you’ll take in third gear at around 100 mph – a perfect GSX-R600 section. This portion was inspiration for Suzuki’s S-DMS threeway switch.
5.
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an
RYUYO
Oce
Back Straight: A long row of trees on your left side help block the Pacific Ocean breeze for much of this 1.5-mile straight. The surface is rough and
ific
6.
Pac
70R: Take this fast hairpin in second gear, at maybe 60 mph. Be smart and fast through this important corner because it exits into the long back straight. As you ride through the flat corner, you may notice black tire marks from controlled high-speed slides.
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Suzuki Genuine Parts Don’t Settle for Anything Less! All Suzuki Genuine Parts... Are tested and guaranteed by Suzuki (Non-genuine parts are not tested.) Meet rigorous levels of standards set by Suzuki for performance, quality, durability, etc. Are used when Suzuki motorcycles and ATVs are manufactured at Suzuki factories
Suzuki Parts ad V2.indd 1
Are available at all authorized Suzuki dealers, which offer genuine service Are covered by Suzuki Warranty (Ask authorized Suzuki dealers for details)
9/25/14 1:14 AM
FROM THE FACTORY
SMAC ATV Plant
ALL-AMERICAN ASSEMBLY
Suzuki KingQuad ATVs and Engines Now Assembled in the U.S.A. for the Global ATV market. 50
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B
eginning in June this year, Suzuki began assembling the 400cc, 500cc, and 750cc engines that power the KingQuad ATVs. Taking place at the same Suzuki Manufacturing of America Corporation (SMAC) facility in Rome, Georgia where KingQuad ATVs are assembled, the new engine assembly work helps Suzuki better serve the growing global market, including Suzuki dealers in America and 52 countries around the world. It adds manufacturing jobs in this northwest Georgia town and reaffirms Suzuki’s commitment to building KingQuad ATVs in the United States.
ATV engine assembly was phased in over a three-month period, starting with 400cc automatic and manualtransmission engines in June, followed by 750cc engines in July and 500cc engines in August. The facility invested in a range of new equipment for engine assembly. An all-new assembly line includes various bearing presses, a crankshaft pulling machine, and an automated crankcase sealant dispenser, among other equipment. Line-working professionals also use special tools during assembly that are computer controlled to pre-defined specifications for torque, pressure, etc. Each tool communicates via wireless data transfer to a computerized “poka-yoke” system to verify quality specifications of many assembly operations. (Poka yoke is a Japanese term used across manufacturing industries to describe systems that help eliminate mistakes.) When assembled, each engine is run on a “motoring bench” to verify and document proper engine operation as well as various critical engine parameters. The quality control steps at SMAC are not unique to the new engine assembly systems. The ATV assembly lines have used thorough quality assurance measures,
and the first is the operator of the assembly line. Any operator can stop the entire assembly line if they find a defect or have problems during the assembly process; they simply pull a nearby Andon cord to stop the line. Multiple quality checks are performed before and during the assembly process, and the Quality Control Department performs a “final inspection” at the end of the assembly line. Additionally, each unit is tested to verify engine operation, gearbox operations (high/ low, 2WD/4WD, Forward/Reverse), speedometer calibration and setting (MPH or KM/H) and other measures. One unit per day is pulled from the line for a more detailed audit by Quality Control. Outside the facility, Suzuki is able to perform further vehicle testing nearby. The factory, first opened for Suzuki ATV assembly in 2002, now covers more than 130,000 square feet on a 35-acre site in the suburb northwest of Atlanta. Assembly as this plant started with the 400cc Eiger and the 500cc Vinson ATVs in 2002 and 2003. Suzuki expanded the facility in 2004 to add metal fabrication and injection molding. Assembly of the 700cc KingQuad was added to the line a couple years later. This growth at SMAC involved an investment of more than $1 million in new equipment or equipment transfer from Japan. Adding engine assembly makes the SMAC facility even more responsive to the needs of Suzuki dealers and customers. New ATVs can make it from the assembly line to a Suzuki dealer in the U.S. as quickly as overnight.
Suzuki has been assembling KingQuad ATVs in Rome, Georgia, for 12 years. The addition of engine assembly completes the package at the Suzuki Manufacturing of America Corp. facility.
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TECH Q&A
Suzuki TU250X
You Deserve Brakes
But How Do You Keep It On the Level
R
emember the last time you had to brake quickly? After you stopped, and after your heart rate returned to normal, you probably thought, “Glad I was prepared for that one.” And maybe you said, “Thanks brake pads.” Rider skill, awareness, and good brake pads all played a role. But have you thought of the fluid that keeps your brakes reacting as fast as your brain? What is brake fluid and how often should you change it? Read on. Simply stated, brake fluid is a hydraulic fluid that actuates the brake caliper. When you apply pressure (with your hand or foot on the
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brake lever or pedal) the fluid helps amplify this pressure to exert braking force. Squeeze hard and the pressure builds quickly, squeeze gently and the pressure is applied gradually. Though it works consistently inside a sealed brake system that doesn’t consume the fluid, heat in that system can be an enemy. Brake fluid has a high boiling point because calipers, pads and rotors can heat up – enough that rotors become extremely hot to the touch. This heat is transferred to the brake fluid, and if the fluid has a low boiling point, its performance could quickly deteriorate, leading to degraded brake response or outright failure. The situation? Glycol-based brake fluid – like the DOT 4 fluid Suzuki recommends – is “hygroscopic.” That means it absorbs water from humidity in the air. (Yes, that’s “hygro” not “hydro”). As soon as you open a new
can of brake fluid, its hygroscopic-ness kicks in, and the fluid is designed to absorb the small amounts of water that reach it, while still doing its job. The downside? The more moisture in your brake fluid, the lower its boiling point. Moisture may enter the system through the hoses, seals, master cylinder cover, etc. It is imperative that you keep the brake fluid container tightly sealed when not in use. We’re talking about water molecules here, but those molecules can bond into water droplets. Those drops collect near calipers, either boiling when heated – that’s not good – or eventually leading to corrosion. The system can absorb two percent of its volume in moisture in 12 months. Just leaving the brake fluid container open on the bench may result in the fluid failing a moisture test.
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Steps to Take Today
You can take some simple steps immediately to judge the condition of the brake fluid in your motorcycle, scooter or ATV.
1.
Squeeze the brake lever on the handlebar. Does it feel spongy? Does it pull too close to the handlebar? Same goes for the brake pedal. Spongy? Does it travel too far toward the ground? If so, your fluid may need to be topped off.
2.
Check your fluid level, and this will be different for different machines. Starting at the handlebars, locate the master cylinder. This could be a translucent plastic cylinder or a rectangular metal box. Either way, it is likely located near the brake lever. On the metal box type, there is a sight window. Level the bike and look for fluid through that window. If you see fluid, and it’s in the middle of the window, you are good. You may have a separate master cylinder for the rear brakes, and you’ll need to
DOT?
So what does the DOT Number mean? Good question. All brake fluid is clearly marked, and Suzuki recommends DOT 4 for all hydraulic functions – brake and clutch – on Suzuki motorcycles, ATVs, and scooters. DOT 4 fluid has a higher boiling point than DOT 3 fluid. Do not mix different types of fluid in the same system.
check that, too. Your bike or ATV doesn’t consume brake fluid, but the level will change when disc brake pads wear. If the level is too low, you could have a fluid leak.
3.
What if the fluid is low? You can do two things. First, open the reservoir and top off with the same type of brake fluid – DOT 4. If that fluid has been in your garage for a few years, toss it out and get a new bottle. If the bike’s fluid is excessively low, you probably should have your brake system checked out by your Suzuki dealer.
Suzuki GSX-R750
Suzuki Boulevard M109R
4.
Clean brake fluid looks like very mild tea. If your vehicle’s brake fluid looks more like coffee, you need to replace that fluid and have your brake system checked completely.
Changing the Brake Fluid You need to change your vehicle’s brake fluid every two years, according to the owner’s manual. Mileage has nothing to do with the age of the fluid. Also, change the brake hoses every four years. If you have fresh fluid and the correct tools, including a brake bleeding kit, you may be able to change the fluid on your own. Even easier? Visit your Suzuki dealer where service experts will have the best fluid and tools to handle this job quickly to OEM standards.
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TECH Q&A
The boots covering your ATV’s CV joints do a solid job, but they’re often run through tough conditions. Check front (pictured) and rear every time you wash your machine.
ARE YOUR BOOTS OKAY?
A
re you taking care of your joints? With age, they’ll wear, and repair work can be expensive and time consuming. So when you wash up after a hard day out, get underneath and check on these. Wait … you know we’re talking about the constantvelocity (CV) joints on your ATV, right? Connecting axles to wheels and to drive components, these CV joints are protected by CV boots that keep
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dirt and grit from causing premature wear on the machined joints. The rubber CV boots on your Suzuki ATV are engineered for maximum protection in all sorts of riding environments. But sticks and rocks can tear a boot, allowing water, mud and worse to potentially cause harm to those joints. With a simple check after each ride, you can catch any CV boot issues before your dealer service writer greets you with, “Well, we have some bad news…” A CV boot costs less than $20.
A CV joint replacement kit costs more than $100. While you are cleaning your Suzuki ATV after each ride (you do clean it after each ride, right?), visually inspect the CV boots. Depending on the model ATV you own, you may find up to eight boots under your Suzuki. These accordion-shaped rubber guards (check the picture above) attach to the inside differentials and the outside wheel hubs. Simply follow the drive axles and look for CV boots on each end of the axle. Visually inspect the entire boot (note that it rotates with the drive axle) and see if there
are any tears. You can also reach in to squeeze the boot to check for water intrusion. The boot itself may be intact but a failing clamp could let in water. Make sure that clamp is secure. If you see any damage to the boot or the clamp, get the ATV in to your Suzuki dealer. A certified technician can replace the boot and inspect the joints completely. The plastic protector in front of the axle is meant to guard the CV boot from rocks and sticks, so keep it intact, too. This simple five-minute inspection should be a part of anyone’s post-ride routine.
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Cleaning Visors and Windshields
Clean these special components with care, and the right cleaners.
Ever think about the product you use to clean your helmet’s visor or your motorcycle’s windshield? If you’re using a common household glass cleaner – that oftenblue-tinted juice – you may be doing damage to those important screens! Why? If that cleaner has ammonia in it, often for fragrance purposes, it could gradually turn your precious visor or windscreen cloudy, and maybe even cause it to crack. For that matter, avoid any cleaner that has wax, alcohol, or any abrasive material in it. Harsh chemicals can break down the visor material and other parts of the helmet, too. You can use wax-based products to maintain the shell of your helmet, but avoid getting any on the helmet’s visor. The best way to properly maintain your visor or windscreen is to use a mild detergent soap, some lukewarm water and a soft cloth.
Battery Maintenance Your Suzuki’s modern powersports battery is likely a sealed, no-maintenance unit that should – if properly maintained – last up to five years. Since it is sealed, you don’t have to worry about topping off the electrolyte fluid with distilled water either. Maintenance-free does not, however, mean “forgetaboutit.” Depending on your motorcycle, scooter or ATV, and the amount of wired accessories you’ve installed, your battery is rarely “off.” Several components can drain tiny bits of juice from your battery, even when it’s parked. Temperature extremes will accelerate the power run-down. And when the battery “self discharges”
to a certain point, it’s life is shortened. That is why your local Suzuki dealer has a full line up of NOCO GENIUS battery chargers that can maintain a battery’s charge or recharge a draining battery. Maintaining your vehicle’s battery to its proper 12.6-volt output – especially if the vehicle will sit parked in your garage for days or weeks – is the best way to help it last a long time. What else can you do to make sure your battery lasts to its full potential? Keep the battery contacts clean and free of corrosion. And make sure the cables stay securely attached to the battery. Remember: Always exercise caution when working with a vehicle’s battery and wear eye protection.
Tucked away below the seat of your Suzuki ATV or motorcycle, the maintenance-free battery does require just a little of your attention. It’s easy.
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SUZUKI RACING
Meet the Racers: Ken Roczen, RCH Racing Suzuki, Riding the 2015 Suzuki RM-Z450
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On Suzuki met up with Ken Roczen, the newest member of the RCH Racing Suzuki team. The 20-year-old Roczen, born in Mattstedt, Germany, will compete in AMA Pro Supercross and AMA Pro Motocross beginning in January 2015 on a Suzuki RM-Z450. On Suzuki: You’ve been riding motocross since you were very young, and you rode for Teka Suzuki in World MX GP competition before switching to KTM, finishing second in MX2 overall (2010) on the Suzuki RM-Z450. What was special about those early days on a Suzuki RM-Z motocross bike?
exactly what I am looking for. I have been basically racing Suzuki motocross all my life up until 2011 and it is just where I feel the most comfortable. I think this is the best racing decision I have made.
Ken Roczen: What was special then was the bike. Growing up with Suzuki, it was easy for me to basically be the rider that I was. The RM-Z always handled very well, and I felt as comfortable as could be on it. I grew up racing Suzuki all my life, and then joining the factory team made it that much better, so I think I was really on point in those two years. The RM-Z was a great bike to start off with and it helped make my job easier.
Roczen: They are different because the motocross tracks in Europe are a lot tighter and pretty different overall. The U.S. tracks get rough, and the weather makes a big difference. Also, in Europe, we don’t have a lot of hot days, and the tracks are faster here with big jumps and sections. For Supercross, I don’t think you can even call the European SX races “Supercross.” To me it’s more like Arenacross. It is a lot more difficult in the U.S. because the tracks are longer, the jumps are bigger, and there is more competition in the U.S. for Supercross.
On Suzuki: Why do you want to ride a Suzuki again? Roczen: I remember those days in Europe with Teka Suzuki. And I know the Suzuki RMZ450 has what it takes to be one of the top bikes, and it is
On Suzuki: How are motocross and Supercross different in the U.S. from Europe?
On Suzuki: A lot of riders from Europe have come to America to race, but few (if any) have had the success you’ve had
at such a young age. What is the key to your success? Roczen: I believe that I fit in well here, and I’ve always been messing around on a bike back in the day so I think that has boosted my skills just being able to come over here. I think I adjusted well to everything here, and it finally feels like home here. On Suzuki: I know there is not much “time off” for a MX/SX racer in America, but when you’re not racing, what do you like to do most? Roczen: What I like to do most is hang out with family and friends, and I love jet skiing. If I had a lot more free time, I would do what I did back in the day which was skating, surfing, riding my BMX bike, and snowboarding as well. On Suzuki: You’ve won both SX and MX titles, but is one or the other more important to you? Roczen: It’s very hard to say if one is better than the other because obviously it is very big to win either one. Just like it was special to be
the first German to win a GP season, basically the first world champion in like 43 years back then so that was big for me. And when I came to the U.S. it was my first Supercross title in the 250 class. Now coming to the 450 class and being the rookie and winning the outdoor season, that was big. So I would have to say all my championships have been very special; it’s hard to say there is one better than the other. On Suzuki: What would you like to tell Suzuki dealers and fans before you begin racing on the RM-Z450 for the 2015 season? Roczen: I am just very happy to finally be on the bike I have always loved. In my eyes, the Suzuki RM-Zs are the easiest bikes to ride, you just take them out of the box and they are unbelievably good. They’re basically race ready. I’m excited to meet my old and new Suzuki fans, and to meet some of the dealers and be giving autographs out and riding to make Suzuki fans happy.
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SUZUKI RACING
Photo Credit; VitalMX.com / GuyB
Meet the Racers: Blake Baggett,
Yoshimura Suzuki Factory Racing, Riding the 2015 Suzuki RM-Z450 58
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Suzuki welcomes Blake Baggett to the Yoshimura Suzuki Factory Racing team, and to the 450 class for 2015 AMA Supercross and Motocross. On Suzuki: Tell us about how you got started in racing. Blake Baggett: I started racing in 1996, and did a lot of the amateur races across the country. In 2009, I rode on my own bike just working my way up and figuring out what I was going to do as I turned pro. Then 2010 I rode for the Rockstar Suzuki team. From 2011, I rode for Pro Circuit. On Suzuki: 2012 was a big year for you, winning the AMA Pro Motocross championship in the 250 class, and racing for Team USA in the Motocross of Nations in Belgium. And this was only your 3rd year as a pro. How did you move up so fast? Baggett: I was just plugging away at it, working hard, and I put all the pieces together. I got along really well with the bike and with my team, and the results came. On Suzuki: You started 2013 with a tough injury, and right at the beginning of the Supercross season. A similar situation ended your 2014 SX season early. How have those two injuries affected your mental preparation for this season?
On Suzuki: You’re just beginning to work with the Yoshimura Suzuki Factory team. How are you finding that transition so far? Baggett: It’s awesome. I’m so happy to be where I am. Just the way everyone has been working together already. It’s great to start something new where everyone has your back, and wants you to succeed and move forward. I’m starting completely fresh with Yoshimura Suzuki, with a whole new crew, and I think this is good for me right now. On Suzuki: Will you be racing in the Monster Cup race in October? And if so, how do you prepare for this race in such a short time? Baggett: Yes, I’m racing in the Monster Cup. And it’s just a race to see where you’re at before Supercross. Of course, you want to win it, that’s the goal with all racing. But it’s a good chance to see where we’re strong and where we need to work. We can’t rush things, so we take this race with patience in our training and preparation.
On Suzuki: You have just a short time to get ready for Supercross starting January 3. What are your days like? Baggett: Testing, testing, and more testing. I’ll be working hard to get more comfortable with everything, getting used to the bike. I’ve had a little bit of time on the new RM-Z450, and I feel comfortable on it right away. On Suzuki: What’s your training like for this new bike and the new racing class? Baggett: I spend a lot of my training time in the gym to build strength, because I’m a little guy. I train mostly for strength and workout intensity, trying to mimic the intensity of a moto. It’s a sprint through these races so we train that way. I also make sure I get a lot of recovery so I stay healthy – it could be easy to overwork the training and that can lead to injuries. Plus, there is a lot of bike time, of course, that’s our main focus. On Suzuki: We know the combined SX and MX seasons
don’t leave much free time. But what do you like to do when not racing or riding? Baggett: I’m a hands-on guy, don’t really like to sit around. I have a ranch in Florida, and I’ve been building that up, with a new Supercross track, and getting buildings started. I’ve been flying out there on weekends to work on buildings and track construction, and then I fly back. My dad and I and a buddy are doing pretty much the whole thing. We’ve been trenching out for electrical and water lines, digging for septic tanks, etc. That pretty much takes up every second of free time. On Suzuki: What would you like to say to Suzuki fans and Suzuki dealers? Baggett: I’m glad to be back on a Suzuki, and excited to be part of an amazing team and a winning team. I’m glad to represent and ride Suzuki. The bike is amazing. I haven’t put a lot of time on it yet, but I felt comfortable right away.
Photo Credit; VitalMX.com / GuyB
Baggett: Injuries come with the sport; I realize that like everyone does. The one in 2013, I didn’t even crash. It was early in the first race in Anaheim, and somebody’s bike hit me, breaking every bone in my hand and two in my wrist. I sat out the entire SX season in 2013, but rode the Outdoors with broken bones in my hand. I couldn’t let it get to me, though. I just had to work hard to heal and get ready for racing. OCTOBER - 2014
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Bred From The Same DNA
Bred from technologies conceived, refined, and track tested in the development of MotoGP machines like the GSX-RR, the Suzuki GSX-R1000 proves that beauty is much more than skin deep.
At Suzuki, we want every ride to be safe and enjoyable. So always wear a helmet, eye protection and protective clothing. Never ride under the influence of alcohol or other drugs. Never engage in stunt riding. Study your owner’s manual and always inspect your Suzuki before riding. Take a riding skills course. For the course nearest you call the Motorcycle Safety Foundation at 1-800-446-9227. Suzuki engineered the GSX-RsŽ for experienced riders. Suzuki firmly believes racing belongs in one place-on the racetrack.
9/25/14 1:15 AM
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