Insurance Groups for Suzuki Motorbikes to 2010.
Thank you for visiting our site, and we hope that you find exactly what you are looking for, plus more information regarding Suzuki Motobikes in general. We have placed the Suzuki Motorcycle Insurance Groups table below for reference only. As the Motorbike Insurance Industry changes things from time to time, this is only for your guide, as it is subject to change. For a more detailed update, contact one of the Bike Insurance companies within the pages of our site.
| Make and Model | Engine Size | Insurance Group |
| Suzuki DR 125 | 124cc | 4 |
| Suzuiki GN 125 | 124cc | 4 |
| Suzuiki GP 125 | 123cc | 3 |
| Suzuiki GS 125 | 124cc | 3 |
| Suzuki RG 125 Gamma | 124cc | 4 |
| Suzuiki RG 125 FU (92 on) | 124cc | 7 |
| Suzuiki RG 125 U (Wolf) | 124cc | 5 |
| Suzuiki TS 125X | 124cc | 4 |
| Suzuiki TS 125 R | 124cc | 6 |
| Suzuiki AN 250 Burgman | 250cc | 7 |
| Suzuiki DR 250 | 250cc | 8 |
| Suzuiki RGV 250 | 249cc |
11 |
| Suzuiki TS 250X | 249cc | 7 |
| Suzuiki DR 350 S/ SE | 349cc | 8 |
| Suzuiki GSX 400E / F | 399cc | 7 |
| Suzuiki GSXR 400 | 398cc | 12 |
| Suzuiki GS 500E | 497cc | 7 |
| Suzuiki GSX 550E | 572cc | 8 |
| Suzuiki GSF 600 Bandit | 599cc | 10 |
| Suzuiki GSF 600 S Bandit | 599cc | 11 |
| Suzuiki GSX 600F | 599cc | 11 |
| Suzuiki GSXR 600 | 599cc | 14 |
| Suzuiki RF 600R | 599cc | 13 |
| Suzuiki DR 650 | 640cc | 9 |
| Suzuiki SV 650 | 645cc | 9 |
| Suzuiki SV 650 S | 645cc | 10 |
| Suzuiki XF 650 Freewind | 640cc | 10 |
| Suzuiki GSX 750 (98 on) | 749cc | 12 |
| Suzuiki GSX 750 F | 748cc | 12 |
| Suzuiki GSXR 750 (pre 96 ) | 748cc | 14 |
| Suzuiki GSXR 750 (96 ON) | 748cc | 16 |
| Suzuiki VS 750 Intruder | 747cc | 9 |
| Suzuiki DR 800 (DR Big) | 779cc | 10 |
| Suzuiki VS 800 Intruder | 805cc | 9 |
| Suzuiki VZ 800 Marauder | 799cc | 9 |
| Suzuiki RF 900R | 937cc | 14 |
| Suzuiki GS 1000 E/G/S | 997cc | 10 |
| Suzuiki TL 1000S | 996cc | 15 |
| Suzuiki TL 1000R | 996cc | 16 |
| Suzuiki GSX 1100 | 1135cc | 12 |
| Suzuiki GSXR 1100 (pre 89) | 1052cc | 15 |
| Suzuiki GSXR 1100 (90 on) | 1127cc – 1074cc | 16 |
| Suzuiki GSF 1200 /S Bandit | 1156cc | 13 |
| Suzuiki GSX 1300R Hayabusa | 1298cc | 16 |
| Suzuiki VS1400/VL 150O Intruder | 1360 – 1500cc | 12 |
Suzuki Manufacturing started back in 1909 by someone called Michio Suzuki, and the company was founded in Hamamatsu, Japan. Suzuki did not start manufacturing Motorcycles or any bike for that matter, as they were mainly sole manufacturers of Looms for the Japanese silk industry.
Up until 1936, this was all that Suzuki manufactured, but they could see that there was a gap in the motoring industry. Then in 1937, they began to manfacture small cars as prototypes, but unfortunately the Japanese government stopped them just before world war II, as they classed these vehicles as a “non essential commodity.”
The real first experience for Suzuki Cycles was a clip on engine designed for cycles, which was also being produced by two other motorcycle manufacturers, including Honda. This was the way forward for Suzuki Motorcycles between 1951 – 1955, with production of the first real motorbike to leave their factory in 1956 – a 125cc four stroke over head valve (OHV) single cyclider machine, with a three speed gearbox.
In 1961, motorcycle racer Ernst Degner defected East Germany whilst being an MZ rider – and disapeared to the west carrying with him MZ’s most guarded secret – expansion chamber designs by Walter Kaaden’s – cheif designer for MZ motorcycles.
Using the MZ technology, Suzuki then went on to win the World Chapionship in the 50cc class from 1962 – 1967, also taking the same title for the 125cc class twice in the same period. In 1963, Suzuki began to trade in the USA, starting Suzuki Corp, Los Angeles.
Between 1965 – 1968 Suzuki released a host of new machines, starting with The Suzuki T20 – which was commonly known as the Super 6 – The X-6 and The Hustler. This was the first two stroke road going twin engine which became the fastest bike in its class. The use of the word ’6′ in the name was a simple reference to the amount of gears it had. (If only things were that simple now?)
In ’68′ production of the Titan T500 which was a two stroke twin, and then in 1970, Suzuki took it’s first world chamionship motorcross title with a 250cc machine riden by Joel Robert – who carried on to win the same title for the following three years.
The 1970′s was obviously the year for Suzuki, with the first sight of what we class now as a superbike, the GT-750, the first three cyclinder liquid cooled machine. This paved the way for more “kettles” (a UK nickname) to be made with different sized engines, the GT380 and GT550.
The first big engine motorcross bike went into production, the TMA400 which was a 396cc engine and built to compete in the 500cc Motorcross class. Roger Decoster won the world championship on the factory TM400A, and subsequently went on to win the same title for the following 3 years.
The Hustler 400 was launched in 1972 as a 400cc single cyclinder two stroke machine (from the TMA Motorcross Machine) – then in 1973 came the ‘RE5′, which was the first 500cc camerwankle engine produced under licence with NSU. This machine was the most expensive bike ever put in to production, which ended up costing Suzuki financially, announcing the split between them and NSU over the ‘Camerwankle Disaster.’
In late 1973 came the launch of the 123cc RM125 – which was air cooled and a fully production motorcross bike.
From 1976 – 1980 becaome the period for Suzuki Motorcycles classed as the “rampage era” – where they went solidly into the big engine macines launching the GS750, which was the first 4 cyclinder four stroke road legal bike, then in ’78′ came the GS 1000E, the flagship marking Suzuki’s commitment to world domination of ‘Literbikes.’
Wes Coley took the championship on the GS in 1979, which he carried into the next season before giving way to Eddie Lawson in 1980.
1980 was a big year for Suzuki, with developments in the suspension and engine department. The GS 750E went into production, the first double overhead camshaft engine upgradede to 4 valves. This was also when they launched the ANDF – ‘Anti-Nose-Dive-Forks’ – which went hand in hand with the announcement of a new Vice Chairman or Suzuki Corp, Japan.
In 1981, we were graced with the first ‘Katana 1100cc’ which was styled by Hans Muth, a German Designer. (Really!?!) This was the beginning of ‘Street Fighter’ styled machines, and the Katana boasted a 111hp engine and a maximum 8,500 revs per minute, and Marco Lucchinelli took the 500cc World Chamionship.
1983 launched the first ever 250cc race replica machine, which was designed completely from aluminium box section, 16 inch wheels and the new ANDF forks.
The RG500 Gamma came out in 1985, which was again a first for it’s class to have not only the aluminium box frame, but also a completely removeable gearbox system called the cassette. When the launch of the 1986 GSXR 750 hit the USA, reporter Kevin Cameron claimed whilst testing the machine for Cycle World; “Where will we go from here?” Little did he know that we wre going to a 1100cc version, which did the standing quarter in 10.3 seconds, with a flat out tank slapping experience of 160+mph. (That’s where we went!!)
In 1989 Jamie James took the world by storm on the on the GSXR 750, winnimg the AMA World Superbike Chamionship, and 1990 saw the 800 DR Big (779cc) which was the largest single cyclider engine ever produced in living memeory.
’91′ witnessed the removal of oil cooling with a switch to water and an increase in body weight for the GSXR 750 – and in 93 Wayne Rainey’s career was eneded in the season when Kevin Schwantz won the World Title by default. Schwantz at the time voiced how it should not have happened that way.
The Suzuki Bandit hit the streets in 1996 – with a 1196 cc air and water cooled engine, which became the much loved and adoured 16 valve engine Suzuki took pride in. ’97′ was the turning point for the GSXR 750, with a new frame, side mounted cam chain and here came the better known SRAD.
Also in 97 came the TL1000 S the first V-twin Suzuki Sportster – followed by a failing problem of ‘Tank Slap’ from the ‘R’ version – which didn’t seem to get much grace on the roads due to the inherent problems from the earlier version ‘S.’
In 1999 came a period of complete domination for Suzuki, winning 8 of the 9 titles for the AMA Superbike Chamionship. The Sports Bikes were getting quicker and slicker, as Suzuki decided to open assult the SuperSport market with the SV650 V-Twin DOHC 4 Valve. Suddenly, a ‘Peregrin Falcon’ flies out of the Suzuki nest with the launch of the Hyabusa – the head spinning liquid cooled Sports Bike with a 1296cc DOHC four cylinder in-line power plant.
2001 came the GSXR 1000 which was a mirror of the compact 750 machine, with the introduction of the down draft fuel injection system for the DOHC four cylinder liquid cooled 988cc. A small break between ’01′ and ’05′ – then the announcement of the four stroke 449cc RMZ 450 with the all new SASS. (Suzuki Advanced Sump System.
With the biggest engine ever came the M109R in 1997 – the V Twin Cruiser which was powered by a staggering 1783cc power house lump, owning the coverted title for housing the the largest reciprocating pistons in any passenger car or motorcycle to date. Oh, and Troy Corser gave Suzuki the first Superbike Chamionship, which they still haven’t matched since.
In 2008 Suzuki launched the Hyabusa powered B-King with a 1340cc engine. Still to this day, Suzuki claim that it is the best ranked naked machine ever produced.
2009 came the first Supermoto from Suzuki, the ‘Street’ styled Suzuki DR Z400 SM which came from the motorcross family, just dressed with a touch more attitude and road tyres and a 398cc DOHC dry sump engine. And going on from 2010 into 2011, Suzuki have stood back from development slightly compared to years gone by, with upgrades for the V Storm 650, the DR 650 SE and the DR Z400s.
2011 – Whats next?