Since its birth in 1999, the Suzuki Hayabusa’s raison d’être can be summarized under one heading: that of the fastest production motorcycle. That was the case in ’99, it was still the case after the first update in 2008. Now times have changed and Suzuki presents a third generation Hayabusa … with less power and torque. How do you explain that?
I must say that my heart is secretly pounding in my throat when I park the Hayabusa at the beginning of the driveway along the German A57, just over the border. Usually we all qualify ‘straight ahead’ as ‘no art’, but the knowledge that you will catapult yourself to somewhere around 300 km/h in a few seconds does something to a person. I wait for a bit of breathing space between the passing trucks and shift the Hayabusa into first gear. No way back.
As soon as you put the 1,340cc four-in-line in motion, the Suzuki still grabs you hard by the throat. Quite literally, even if you don’t hide behind the window in time. The tachometer swings out of place, followed by an odometer needle that shoots clockwise through its scale at almost the same speed. Within 2.5 seconds I’m at 100, barely 10 seconds after leaving Houston the right counter is already at 240. In the meantime I try to keep my eye/foot coordination sharp by following the indications of the flashing shift indicator with bumps against the quickshifter .
The Hayabusa is steaming full steam ahead. At 275 the box goes to six and it clearly becomes a bit more long-winded. The fight against the exponentially increasing air pressure is in full swing as the trucks speed past on the right as if a tablecloth is being pulled from under us. Less than half a minute after my last prayer, the counter has dug in at 299 and we are flying towards the horizon at 80 meters per second. The Hayabusa is and remains the undisputed Autobahnmeister.
A relevant question is why Suzuki has chosen to reduce the power and torque by 7 hp and 5 Nm respectively when re-introducing the Hayabusa. In short, as a manufacturer in the current Euro5 era, you can do two things with an upgrade: either you squeeze out some extra cc’s to keep the thermal management (and therefore the emissions) under control, while still improving performance in terms of performance. can take a step; or you keep the stroke volume the same, stay within the norms and accept a slight decline in performance. 99% choose the first route. Not Suzuki. That this happens pre-eminently with the engine where horsepower is important naturally raises questions…
Suzuki says it has focused on more midrange (death-eater, anyone?) and indicates that the Hayabusa still gets that 300 km/h, but is there earlier. Still, that ‘why not 250 horsepower’ question will hang over the new Hayabusa forever. Because nobility obliges. It is clear that the Hayabusa has made the biggest strides in the digital corner. Traction and wheelie control can be adjusted in 10 steps, and this low flyer also has a Power Mode Selector (3 steps), adjustable engine brake, cornering ABS and an up/down quickshifter. You can choose pre-programmed settings in the Active, Basic and Comfort driving modes, or put them together according to your preference in the three User modes. Apart from that, you can also gloat about launch control, cruise control and hill hold, all controlled via the simple-looking but perfectly functioning button on the left handlebar.
When we dive into the hills past Cologne, we immediately feel again what an extremely pleasant steering engine the Hayabusa is. Yes, you can feel that there is some weight behind it, but just like its predecessors you then roll into a corner on autopilot and once under the lean angle you can’t get a pin in between. Only at the back will there be some movement in the bicycle part as soon as you open the throttles from an angle of inclination. Never too much, just a little scruffy. In that respect, it would have contributed to the Hayabusa’s image as an ‘upper class Gran Turismo’ if the suspension had been semi-active and had more of its own volition to overcome bumps and tighten the damping a bit at a higher rate.
Conclusion
The key question was whether the Hayabusa is still relevant in 2022? The Suzuki is still a bull’s eye for the (above-average) sporty motorcyclist with the necessary stayers blood in their veins. The 1,340cc powerhouse is not only brimming with horsepower and Newtons but also with suppleness, still accelerates brilliantly and has made cruising above 200 km/h an art form. Add to that the spacious electronics package and the still well-balanced bicycle part and Suzuki’s choice to tie it up for another generation seems more than legitimate.
Pros and cons
+ Still Autobahnmeister
+ Block flexibility
+ Neutral steering character
– 190 hp undermines Busa effect
– Semi-active suspension would have been allowed
– You have to go to Germany…
Read the full test Motorcyclist June 2021 or KickXstart May 2021†
Engine: 1,340cc, 4 k./cyl., liquid-cooled inline four
Bore x Stroke: 81 x 65 mm
Compression Ratio: 12.5:1
max. power: 190 hp @ 9,500 rpm
max. torque: 150 Nm @ 7,000 rpm
Fuel supply: electronic injection
Transmission: six-speed, chain
Frame: aluminum twin spar
Suspension: 42mm KYB UPSD fork, fully adjustable, 120mm travel
Rear Suspension: KYB monoshock, fully adjustable, 130mm travel
Front brake: 320mm discs with Brembo Stylema 4-piston calipers, cornering ABS
Rear brake: 260mm disc with 2-piston caliper, cornering ABS
Front/rear tyres: 120/70 ZR17 / 190/50 ZR17 (Bridgestone S22)
Wheelbase: 1,480mm
Headset angle/travel: 23°/90 mm
Weight: 264 kg (roadworthy)
Seat height: 800 mm
Tank capacity: 20 l.
Price Belgium: € 18,749,-
Price Netherlands: € 21,999,-
Text Randy Van der Wal • Photography Andrew Walkinshaw
#Tested #briefly #Suzuki #GSX1300R #Hayabusa #Motokicx