The Katana 1100 that Suzuki unleashed on an unsuspecting motorcycle world in 1982 was a machine like nothing seen before from Japan. It was bold, stylish, imaginative, breathtaking: very different to the succession of fast but visually dull models that had preceded it. And underneath all the fancy bodywork, the Katana was an outstanding superbike too.

Katana was the Japanese word for a Samurai warrior's ceremonial sword, and it fitted Suzuki's sharp new silver blade perfectly. With its pointed nose, tiny flyscreen. low clip-on handlebars and swooping tank-seat section, the Katana was a unique machine with an infinitely more aggressive image than the GSXI100 roadster to which it was closely related.

This landmark in the history of Japanese superbike development had partly European parentage. The Katana had been shaped by the German group Target Design (which had also been responsible for BMW's striking R90S almost a decade earlier). Although some riders criticized the Suzuki for being more notable for style than practicality, most welcomed the alternative to the

formatted 'Universal Japanese Motorcycle' with its four-cylinder engine and unfaired, upright riding position that provided no wind protection.

Suzuki had the ideal basis for the Katana in the 1075CC air-cooled engine from the GSX1 100. with its 16 valves, phenomenally broad spread of power, and reputation for reliability. To give the new bike extra teeth, the motor was tuned with a modified airbox, reworked carburettors, new exhaust camshaft and lightened alternator. It produced a maximum of 111 bhp at 850()rpm. a useful 11 bhp up on the standard unit.

Chassis layout remained conventional, and the twin-cradle steel frame was unchanged, but many parts were new. Suspension was stiffened at both ends, new triple clamps gave a shallower steering angle for added stability, and the front forks gained a hydraulic anti-dive system claimed to be similar to that of Suzuki's 500cc grand prix racers.

The Katana looked lightning fast when standing still, and when moving it was much, much faster. The big GSX motor was already a superb  powerplant. with huge reserves of instant mid-range torque. The Katana had breathtaking acceleration - and even more urge at the top end.

Top speed was a genuine 140mph (225km/h). And the Katana's stretched-forward riding position, with its welcome bit of wind protection from the small screen, made that performance more usable than that of most rivals.

Handling was very good for such a big. heavy bike. The fairing and screen were solidly mounted, so contributing to the Katana's impressive highspeed stability. The firm suspension gave a level of control (and discomfort) that was almost Italian, marred only by the anti-dive's occasional tendency to make the forks lock up over a series of bumps. The triple-disc brake system worked well, even in the wet. though this could not be said of the standard fitment tyres.

Inevitably, the radical Katana did not suit every rider or every occasion. Its suspension was harsh and uncomfortable in town, its seat was hard, and its steering was quite heavy al slow speed. But this was not a bike to be ridden at slow speed. Its

purposeful nature was an integral part of its appeal. At last, this was a Japanese bike that provided both performance, handling and style, at a sensible price.

The Katana was a huge hit. and remained popular for years. Suzuki broadened the Katana range with a 1000cc version with slide carbs for production racing, watered-down middleweight models, and even pocket-sized 250 and 400cc replicas for the Japanese market. Years later they even restarted production of a "special edition' Katana 1100 that was almost identical to the original. Fair reward for a brave and brilliant bike.