Suzuki Recursion Concept: Bring on the Turbo!

10/29/2013 @ 12:16 pm, by Jensen Beeler38 COMMENTS


We are still a few weeks away from the Tokyo Motor Show, which begins on November 22nd, but that hasn’t stopped Suzuki from teasing a couple of its concept models ahead of time. First up, we have the Suzuki Recursion concept, a striking half-faired street bike.

Featuring a new 588cc water-cooled two-cylinder engine, the Recursion at first glance doesn’t seem like much, but what we really think is going to get your motor purring is the machine’s intercooled turbocharging system.

Suzuki says the turbo allows for the Recursion to offer big-displacement power in a middleweight bulk, which means the Suzuki Recursion would be a powerful, yet light sport bike with superb handling characteristics. The Japanese OEM also says that the Suzuki Recursion concept boasts impressive fuel consumption figures.

The idea is not a new one, and is something that can already be seen making headway in the automotive world. Able to offer more horsepower per liter, and more horsepower per physical cubic inch, forced-induction systems have become a new way for manufacturers to make lighter and more efficient vehicles — a critical undertaking as fuel prices continue to rise.

While motorcycles have been more immune to the pressures of fuel prices, the ability to offer liter-bike power in a middleweight’s body is an attractive proposition that should perk the ears of any two-wheeled enthusiast. Will Suzuki build the Recursion concept as a production machine? That remains to be seen. As always, time will tell.

Source: Suzuki

  • Scott

    Gimme a set of those wheels.

  • jimmy smith jr

    Suzuki doesn’t have money enough for these shenanigans.

  • jimmyjohn

    Now we’re talking …!

  • jimmy smith jr

    Keep it cheap lets turbo charge the SV650 engine.

  • MikeD

    MEHHH . . . Nothing more than Smoke and CGI.

    If they make it let’s see how much of the concept makes to the final product you and i can buy.

    Stuff too good to be true:

    Wavy rotor(s).
    What seems like a radial mount 4 piston caliper (monoblock ?!, we wish!)
    Shiny (billet?) clutch cover.
    SSSA ? Who are you ? Honda or Ducati ? LOL. Not even mighty Duc deemed their 899 good enough for a SSSA what makes u think Suzuki will slap it on one of their “entry level” Models ?
    Remote reservoir shock ? Maybe . . .
    Decent looking under-slung xhaust ? Long shot . . .

    And a last ranting point . . . JAPAN , IS ALMOST 2014, LET GO OF THE DANG 3 SPOKES WHEEL DESIGN.

    Guys, i’m sorry if i sound like a Negative Nancy but out of all 4 , Suzuki (only after Honda{but not as of lately}) is the one that gets my hatred FULL BOOST for their lack of “new” product or SIGNIFICANT refresh of current ones.

    At least Honda is trying. Kawasaki this past 5 years seemed like never stopped pumping “new” offers.

    As a positive note . . . those of you criticizing the latest “Transformers” models, this one Suzuki looks pretty “Organic” to me, doesn’t it ? (^_^)

  • Jake

    I’d like a turboed or supercharged single cylinder motard please. My buddy hacked together DRZ and a turbo and that thing was nuts. Power wheelies in every gear. Now get a factory to make a nice gentle tune, with some switchable maps and proper gearing and we’d have a winner.

  • It’s been done and it was a dismal failure. Unless they can solve the problem of lag (which they still haven’t done in hi-po cars) the you will have a bike that is as slow as a slug till the turbo kicks in.

  • Turbos add complexity reduce reliability and stunt actual improvement in engine design. They could make a 600 with 150+ hp if they wanted to without turbos. Also turbos run very rich and offer get less real world mileage as you have to give it more stick in lower revs around town and while cruising. The underbody exhaust is great for look but not performance. The wavy rotors trade ultimate braking power for track ability, not always a good thing on a street bike. I think they should cut weight and go di on the engine and dct for a trams instead of adding plumbing and heat.

  • Ip3wns spelling :(

  • MikeD

    BRING BACK THE STRATOSPHERE Concept and it’s GLORIOUS 1100 cc I-6 !!! Call it a Bandit !

    Clean sheet design & lighter Hayabusa, Gixxers and a fricking Sport Touring Machine !!!

    @Jimmy Smith Jr. :

    Have u ever looked under the hood of a turbocharged V-x car, truck or else for that matter ?
    If u stop for a second and use your noodle for longer u’ll see that it’s A LOT more complicated than doing it on any inline mill.
    Another thing mentioned in another site was how the I-2 is easier to move forward, put more lbs on the front axle and probably make for a shorter wheel base on the same motorcycle.

    I ride an SV1000N, i know of the + & – of a 90* V-twin, and it only gets worse the bigger the engine gets to locating it, plumbing management and wheel base growth.

  • MikeD


    +1 on the DCT and less Lbs. I can’t wait to see another of the big four making/selling it’s own version of the (DCT) technology.

  • JoeD

    Turbo Lag-The bane that killed turbo engines in the first run.

  • For everyone complaining about turbo lag, you should read up on what BMW and Ford have done with their smaller-displacement forced-induction engines that use this same design philosophy. This isn’t the 1980’s.

  • Gildas

    Or others. The last car I remember having real turbo lag was a Peugeot 505 Turbo… And that’s a looong time ago.
    A modern turbo can be run rich or poor, it depends on compression, how much charge cooling you’ve got and other factors as the position of the injectors, quality of fuel etc etc etc.
    But the tendency is to have direct injection turbo’s. Those engines, when you think about it, are not really Otto or Diesel stroke, but kinda in the sorta medium. SO all the stuff we all learnt about like the importance of octane get turned around…
    Remember, on ships we run 2 stroke, compressed, turboed, intercooled, direct multi injection, cross-head, single pneumatic valve diesel engines that can run on LNG or CNG etc.
    And that’s old tech compared to what was being done at the end of WW2 on gasoline engines… So there is still a lot that could be exploited and many options open to engine manufacturers.

    Just make 450cc turbos legal in MotoGP and we will have them in 2 years :)

  • jimmy smith jr

    @ Mike D

    D’s nuts.

  • motojoe

    The shapes remind me of the first Katana (just a little bit)

  • MikeD


    Yeah, it shows . . . i knew u had the Brain Power of a jellyfish. LMAO. Little child.

  • Mike

    Turbo lag and high fuel consumption? Half the people here must be older than my father, and I’m in my 30s. Even without DI proper turbo choice eliminates turbo lag. My FSAE team turbo charged an R6 engine with no noticeable lag, even with a restrictor and that system could have been the definitive of cobbled together. Today’s turbo systems are decades ahead of the turbo-lag period.


    1. Suzuki Cars USA went bankrupt, that had nothing to do with the global Suzuki fortunes or Suzuki bikes.
    2. A wave rotor isn’t a big deal and gives no advantage. Hell you can get them on KLRs. They’re dirt cheap.
    3. Why would a shiny clutch cover matter? And why would it being made of a machined billet of alloy make a difference. ‘Billet’ parts are more expensive have very few advantages (if any) over cast or forged parts depending on the application. Polishing a cast clutch cover is just as good as spending the time and money to cut a billet clutch cover for no reason.
    4. Suzuki can’t do a SSSA cause others do?

    I don’t think this will comes to market in anywhere near it’s current form, but it won’t be because Suzuki can’t overcome turbo lag or put a wave rotor on it. Though it does look pretty.

  • @Jake: “My buddy hacked together DRZ and a turbo and that thing was nuts. Power wheelies in every gear.”

    Oh, my. That sounds like pretty much the ultimate hooligan bike.

  • MikeD


    +1 and may i add, Pictures of said DRZ or it never happened !

    No, seriously, i would like to see what the guy put together.

    @Mike: Brilliant, awesome job taking my post out of context at your convenience. (~_^). I say: JOB WELL DONE Sr. ! (Thumbs Up).

    Seems like this week is my turn to get “picked up” by some random Yahoos that found A&R for the first time. (^_^).

  • Jesze

    @Phil what current performance cars suffer from turbo lag? I think you may suffer from either delusion or a case of having no clue.. The 930 and the 2002 era finished decades ago boy.

  • Norm G.

    re: “For everyone complaining about turbo lag, you should read up on what BMW and Ford have done with their smaller-displacement forced-induction engines that use this same design philosophy. This isn’t the 1980s”

    guys, you should thank Jensen. he’s just spared a few of you an ass chewing. thanks to advances made the past 20 years in diesel world the Achilles heels that once plagued turbos are but a foot note in history. ceramic ball bearings, reverse flow, Variable Geometry, Single Sequential, compounded turbos, etc.

    gas world now benefits from the ground work laid by names like Honeywell (Garrett), Cummins, Holset, Borg Warner (KKK/Schweitzer), Detroit, International, Man, Caterpillar, etc. JB specifically mentions BMW and Ford, but there are actually at least 10 ADDITIONAL auto manufacturers (Mercedes to Chevrolet) that offer some form of turbo charged model. they’re just not going out of their way to make a big stink. the technology is integral now and almost not worth mentioning unless your shopping a 911 or a Skyline.

  • Norm G.

    oh, and then there’s F1’s 2nd generation Turbo Era in starting next year. first tests are 28-31 jan 2014 at Jerez. the world’s already FULL TILT TURBO… try to catch up.

  • Jason

    Wow. I don’t understand all the negativity. This concept looks great! It shouldnt be that hard to bring the overall feel of this into a production bike.
    And the idea of an I-2 turbo engine, that sounds amazing. Literbike power with less weight, and better MPG. I’m in!!!

  • Jason

    It’s bold new ideas and machines like this that can save/grow a company, no? The bold usually win

  • Conrice

    Hey, they have to do something in order to take attention away from recalling 211,000 gixxers.

  • Mariani

    As far as cars are concerned, I find myself on the side of naturally aspirated power plants.

    They’re the simpler, more refined, blue-blooded engines.
    I honestly don’t think turbocharged variants have any advantage other than brute force (or fuel consumption, if you’re into that sort of thing).

    By all means I see N/A as the best option, but I’m all for having some sort of turbo era on two wheels.
    As long as it is done right. Which is to say, give us power. Lots of it.

    @Norm G.

    This next turbo era isn’t exactly winning the hearts of fans, mind you.
    The 80s were a power-craze decade with fire-breathing, 1000 bhp cars driven by some of the best drivers ever seen.
    This one, though, is shaping up to be a little ecological message.

  • Norm G.

    @ Mariani

    it is what it is. you can accelerate on old Delorean up 88 mph as many times as you like, you’re not going to be transported back in time. just not gonna happen.

    however (comma) what CAN do here in the 21st century is go out and purchase a turbo vehicle of some sort and have a piece of that “Turbo Era magic” in your own garage. if you tried doing that in the 80’s, you’d have shot your eye out.

  • ken

    Turbocharger technology has come a long way in recent years. The advancements in controlling the power could alleviate the early turbo’s power spikes that made them so hard to ride. I think the ticket would be a 3 cylinder because that would keep the power pulses more even. Twins tend to have too much lag between power pulses and need surge tanks to even it out. But a 4-500 cc inline triple with a turbo would be a very nice power plant. An inline 4 with a crossplane crank would be an interesting exercise too. Balancing the way the engine maintains it’s rotational inertia with the uneven power pulses would be interesting to work out.

  • Mike


    No, I’ve been reading A&R daily for years. Including the break awhile back where you didn’t comment on every post with ridiculous ideas, multiple misspellings, and terrible punctuation. I was hoping you were going to stay away, unfortunately you came back to subject us to your ramblings.

    I commented on the list of feature you gave that are “too good to be true”, which are clearly not that impressive. If you think that was out of context maybe you should learn to write a post with some sort of logical structure. Or you should learn what context means.

  • Mariani

    @Norm G.


    I don’t think having a turbine on a 140 bhp diesel executive sedan really gives you that magic.
    If you bought one of those in the 80s, you’d be a happy mofo.

    People liked the turbo-craze of the 80s because of what it was. Racing was all about power. Lots of it, whether you think about touring cars, F1, rallying, Le mans…

    Oh, and there was real racing, too!
    Senna and Mansell wouldn’t press buttons to go faster (DRS, KERS), they had to master their prototypes, as well as each other for that.

    The problem here is not that something is new. No, the problem is that the sport is making one mistake after the other.


    Which brings me back to that Suzuki. They have a chance to make something quite fun and different with the tech.

    I only hope they don’t go Anal with the nature-friendly side of it.

  • MikeD


    You must try HARDER. LMAO.
    I love this place and unless Jensen kicks me out u’ll have to put up with my “awesome ramblings” . . . LOL.
    I guess i’ll be seeing you around then, old buddy old pal. Try to put up with me. (~_^)

  • MikeD

    If the numbers Suzuki gave are anything to go by with, this thing is not bad at all.

    100hp@ 8k rpm, 74ft lbs@ 4.5k rpm, ~380 lbs.

    Now, how it’ll move under said power and how it acts is something else.

    P.S: I always heard that i wanted to have the Turbo as close to the head as possible in order to not waste exhaust gas energy.
    I wonder why Suzuki dropped it so far from the head ? Packaging ? Weight distribution ? COG manbo-jambo ?

    Another site mentioned it has the Intercooler under the seat ? and i saw a Brembo branded radial brake master cylinder (another piece i doubt will make to production).

  • Norm G.

    re: “@Norm G. What? I don’t think having a turbine on a 140 bhp diesel executive sedan really gives you that magic.”

    ummn, who’s talking saloons…?

    re: “People liked the turbo-craze of the 80s because of what it was. Racing was all about power. Lots of it, whether you think about touring cars, F1, rallying, Le mans”

    did someone say power…? did someone say lots of it…? how’s 800 parked by the mailbox…? or would you, Senna and Mansell keep up the charade of looking down your noses…?

  • paulus

    Not much faith in Suzuki concept bikes.
    … I am still waiting for Suzuki to mail me the (important) missing part for my B-King :)

  • Mariani

    I don’t think you get the point. The cars you could buy back then had 300 horses at the best of times, but they were raw, pure, crude death machines.

    This thing is a GT car known for driving itself. It also goes without saying that it doesn’t come like that from factory.

    I rest my case.

  • Norm G.

    re: “This thing is a GT car known for driving itself. It also goes without saying that it doesn’t come like that from factory.”

    translation: I am the descendant son of juan fangio. the tractors that till my land have 480 horsepower. i spit on them.

  • lux

    Surely not litre or liter performance from a 588cc parallel twin even with a small turbo. However, as a lighter, more economical and physically smaller super sports 600 alternative, I can see this has merit.