Suzuki B-KING 1300 2011 — Specifications

Six years. It took Suzuki six years to turn a mind-blowing concept into a production machine. When the B-King prototype landed at the Tokyo Motor Show in 2001, with its supercharged four-cylinder engine, the crowd was stunned. Then silence. And then finally, in 2007, the Suzuki B-King 1300 rolled off the production line, stripped of its supercharger but not of its temperament. The 2011 version we have before us stays true to that radical roadster philosophy—one that borrows its vital organs from the Hayabusa and plants them into a streetfighter chassis.

The 1340 cc inline four-cylinder produces 182 horsepower at 9,500 rpm and 146 Nm of torque at 7,200 rpm. Read those numbers again. We're talking about a roadster, not a faired sportbike. For comparison, the BMW K 1200 R, which was already considered a brute, put out 163 horsepower. The Suzuki B-King 1300 slaps an extra twenty horses on top. The engine is derived from the Hayabusa, recalibrated to deliver more mid-range availability. The 81 mm bore and 65 mm stroke betray a motor that loves to rev, but the massive torque makes roll-on acceleration devastating from as low as 4,000 rpm. The 12.5:1 compression ratio confirms that Suzuki wasn't interested in half measures.

The transition from concept to production required a few aesthetic concessions. The headlight was toned down, the clip-on handlebars gave way to a more conventional bar, and the overall silhouette was slightly rounded off. The B-King nonetheless retains an imposing physical presence with its wide lateral air scoops, its 43 mm inverted fork borrowed from the GSX-R 1000, and its beefy swingarm that handles the 182 horsepower without flinching. The aluminum twin-spar frame and the 200/50-17 rear tire contribute to this impression of raw solidity. At 255 kg wet, the machine makes no claim to being a lightweight. It owns its size and wears it proudly.

The Suzuki B-King 1300 spec sheet reveals braking that matches the engine's potential: dual 310 mm front discs with radial-mount four-piston calipers, and a 260 mm rear disc. The rear monoshock offers 140 mm of travel, the fork 120 mm. This is a roadster built for the road, not the track, and the 805 mm seat height remains accessible to most riders. The 16.5-liter tank somewhat limits highway range given the engine's appetite, but the machine's temperament lends itself more to spirited rides than cross-continent hauls. As for pricing, expect 11,499 euros new for the 2011 model year. On the used Suzuki B-King 1300 market, prices have dropped significantly, making it a bargain for anyone seeking raw thrills on a budget. What's the price of a 2009 Suzuki B-King 1300? Often under the 7,000-euro mark depending on condition and mileage.

The B-King targets a very specific rider profile: the experienced motorcyclist who wants power without the fairing, spectacle without the sportbike riding position, brutality without compromise. It doesn't compete with modern electronically laden hypernakeds. No quickshifter, no riding modes, no anti-wheelie system. Just a colossal engine, a solid chassis, and a throttle that demands respect. Ermax accessories for the Suzuki B-King 1300 let you customize the beast with a fly screen or a taller windshield for better wind protection. But deep down, this motorcycle is complete as it stands. It is the last representative of an era when raw power was the only spec sheet that mattered. And for that, it deserves respect.