Suzuki Hayabusa Turbo in the performance test

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Suzuki Hayabusa Turbo in the performance test
Jahn

Suzuki Hayabusa Turbo in the performance test

Suzuki Hayabusa Turbo in the performance test

Suzuki Hayabusa Turbo in the performance test

Suzuki Hayabusa Turbo in the performance test

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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Insane 298 Nm torque and 335 hp. One thing is clear: this is a bike for Rod!

Suzuki Hayabusa Turbo in the performance test
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“Such a shock is worth something – honestly!”

Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test
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There it is hidden: Turbo with flange to the manifold behind the oil cooler. Overall, the bike is very quiet – apart from the howling rear tire.

Suzuki Hayabusa Turbo in the performance test
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Good to see: the huge additional intercooler installed.

Suzuki Hayabusa Turbo in the performance test
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Does the bullet rock or the turbo just produces hot air?

Suzuki Hayabusa Turbo in the performance test
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This time there is something terrifying, a primeval animal on the program: a Turbo-Hayabusa.

Suzuki Hayabusa Turbo in the performance test
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Beautiful “old school”: the boost pressure gauge as a round instrument. In the test only 0.6 bar boost pressure, according to the tuner, even more is possible.

Suzuki Hayabusa Turbo in the performance test
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Eight-piston brake caliper against the enormous turbo power: at first unfortunately more appearance than reality.

Suzuki Hayabusa Turbo in the performance test
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The sudden jump in performance between 4000 and 5000 rpm makes it possible to execute a new tire in less than 30 seconds.

Suzuki Hayabusa Turbo in the performance test
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More handling please.

Suzuki Hayabusa Turbo in the performance test
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The Hayabusa with newly fitted tires is even fun on the racetrack. Inconspicuous and nasty street legal, but unfortunately heavy and unwieldy.

Suzuki Hayabusa Turbo in the performance test
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Heat-free for the brakes.

Suzuki Hayabusa Turbo in the performance test
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Suzuki Hayabusa Turbo in the performance test

Can achievement be a sin??

Content of

Insane 298 Nm torque and 335 hp. One thing is clear: the Suzuki Hayabusa Turbo is a bike for Rod! Whether the bullet rocks or the turbo just produces hot air, we clarify in a hair-raising performance test.

Nafter the somewhat unsporting motorcycle of the last performance test (Suzuki Bandit 1250 S, issue 8/2014) and my grumbling about cheering me on such heaps of iron, the PS smart guys probably thought they had to really kick my butt now. Admittedly, they came up with something huge. Something scary, a primeval animal: a Turbo-Hayabusa. Rated power according to the owner: 420 hp. Our incorruptible test bench put this value into perspective, however, to still ample 335 hp and a brutal 298 Nm torque.

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Suzuki Hayabusa Turbo in the performance test

Suzuki Hayabusa Turbo in the performance test
Can achievement be a sin??

Huge chain with reinforced sprocket and pinion

Briefly for those of you who care about the technical side: Who thinks, Turbo on and good – it is not that easy after all. Well, it doesn’t have much to do with fine-tuning either, rather with brute force. A lot of explosive stuff in, then a lot of power comes out. According to this motto, a huge chain including a reinforced sprocket and pinion was mounted on the Suzuki Hayabusa Turbo to be on the safe side, the stud bolts of the cylinders were reinforced, the anti-hopping clutch was exchanged for a normal, but reinforced clutch with super hard springs, which you feel when pulling on the Lever almost breaks the fingers, and a turbocharger with intercooler is installed.

It is easy to imagine that these conversions are rather tricky given the lack of space within the fully clad Hayabusa. The owner told me some horror stories in the box that drove him from workshop to workshop. Nobody has been able to build the faulty bike properly up to now. This disaster is now in its third year and has been estimated at 25,000 euros so far. Until Karsten Bartschat from the Luchow bike shop took on the matter. A clever plan was quickly forged. Some electronics were also implanted, such as the Bazzas product range with additional module, traction control and automatic gearshift. With a clever move, I was now cheered on this bike for a test ride, so that the load is pushed to its limits in a species-appropriate manner in order to benefit from the extreme experiences. Karsten himself has already been a victim of the Hayabusa’s catapult-like turbo deployment. She quickly got rid of the rider at over 200 km / h – thank goodness not much has happened. And now me.

The quintessence of the business trip: staying alive is everything

With the horror tires for the racetrack, Michelin Pilot Power at the front and Bridgestone BT16 at the rear, which hardly builds up grip, the aim was to enable the load to “slip”. What nonsense! On the slopes with completely outdated street tires! You can do that with me. I also get involved, but I also notice that where there is so much planing, coarse chips can also fall.

Then the time has come. The Mitsubishi Turbo with charge air cooling works with 0.6 bar boost pressure. You should know exactly when to fully cock the tap, because the afterburner or the horsepower and torque jump is between 4000 and 4200 rpm. And then the TC, which is not working correctly anyway, is of no use. The turbo switches on digitally and pushes suddenly and barely controllable. The trick: The Suzuki Hayabusa Turbo has to be kept consistently above 4500 rpm. A few laps in run-in mode and with turbo wheelies from 180 km / h later, a serious flaw crystallized: the rear brake fell through! Of course there are also the 16 pistons of the front brake – more precisely two eight-piston brake calipers from Spiegler. But that doesn’t help if you have to capture 335 wild turbo horsepower at over 250 km / h while the front wheel continues to screw its way into the universe.

Suzuki Hayabusa Turbo in the performance test

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Rear tire whimpers for mercy

Visually, the mentioned brake calipers seem to be the right remedy against turbo power. But the hand strength is far too high. I usually brake any bike with a single finger regardless of the speed. With this braking system, that doesn’t even work with the whole hand. Already a little annoyed I drive back to the pits. Well, it’s a test. But disregard awesome thrust, now a lot has to be changed. There is a Bridgestone R10 in front and an S20 in the back with a 55 mm cross-section. The rear brake gets new pads, and our shrewd mechanic pulls the glazed front brake pads off the asphalt a little without further ado – old lumberjack trick, but useful when no flex or new pads are within reach.

The chassis is adjusted in rebound and compression, because I need more rest, especially at the rear. Unfortunately, there is not much that can be done anymore, so you should definitely make improvements. At least the tire with a higher cross-section will certainly improve handling significantly. Well, then I just have to go again.

Yeppa! The grip is great now. Finally there is such a thing as feeling for the front wheel. I also use the rear brake at the exit of the bend so that the chassis becomes a little tighter and there is calm in the rear. Driving fast is still extremely difficult, because the TC always controls when it is fun. Without further ado I turn it off. I prefer to control the whole thing with Popometer and rely on my feelings. After three quieter laps, I let it fly properly for the first time. After the start-finish straight open up in third gear, yeah! The Suzuki Hayabusa Turbo goes neatly into the acceleration drift in a fat lean angle. That sucks! With the Quickshifter without clutch in fourth gear, and the rear tire continues to whimper for mercy. Since the Suzuki is street legal and therefore rearview mirrors are installed, I can see wonderfully how tire rubber turns into smoke.

Easily over 320 km / h in full banking

Approaching the Parabolika, now I want to know: The cameraman on a lightning-fast Speed ​​Triple tries to follow. I let it unlock with a slight right bend to get a better picture when the air is burning. The turbo whistles up and shovels huge amounts of highly compressed air into the four combustion chambers. Speed ​​is now important because it stabilizes. At 140 km / h I turn the throttle to the stop. Kick your ass – boom! The tire howls like a tribe of Apaches on the warpath. The Turbobusa stands slightly transversely with an irrepressible desire to move forward. This is how a stone must feel in the sling just before the rubber snaps from your fingers. The speed is increasing so rapidly that the superbikers who are also accelerating around me are sniffed almost like flies – and all of this still with fat slip on the rear wheel.

At over 240 km / h the load suddenly starts to shake terribly. Anyway, keep going full throttle. Using the automatic switch, I step through the remaining gears. The gas is not withdrawn. As it turns out later, the jolting comes from the tire rotating on the rim. The tire is now literally glowing and merging with the asphalt, generating even more propulsion for the bike and rider. The Suzuki Hayabusa Turbo easily goes over 320 km / h, and that in full tilt in the Parabolika.

Suzuki Hayabusa Turbo in the performance test

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Horror: brakes fail, oil cooler leaks

Awesome, because the stirring and vibrating never stops. Blind trust in technology or is that already misunderstood pride? Just let it run. The following 180 degree right is a 55 mph hairpin turn. Ergo anchor what it takes. I reach into the radial pump with full power. Thanks to the excellent Bridgestone and the “tuned” pads, the Suzuki Hayabusa Turbo now decelerates passably. Bend and go around the corner. Oh wait, my cameraman with the British triplet behind me is still missing. I want to slow down and wait for him, but nothing happens. After the super hard anchoring, the front brake lever falls through to the handlebars. And nothing works at the back either. Absolute horror! Due to the freshly applied rubbers and the resulting grip, considerably more frictional heat and the energy to be dissipated now burden the brake system, which is now completely overwhelmed. It gets so hot that the brake fluid boils, an air bubble forms and the brake fails completely. It goes without saying that you could never slow down in this area with the old, weakly gripping Michelin Pilot Power.

But that’s not all: On top of that, when you decelerate fully from around 320 km / h, the front wheel and fork bent backwards as far as the oil cooler. This damaged it so badly that it now distributes the valuable engine lubricant in the form of hot engine oil to the front and rear wheels.

Turbobusa soon with 450 hp?

I’m just glad that I wanted to wait for the cameraman and didn’t shoot a full can towards the 90-degree left in front of the Mercedes grandstand. Usually I can easily reach over 190 km / h at the braking point.

Protected by my mega-fast guardian angel, I leave the race track safely. There is a dismayed silence when the mechanic and owner take delivery of the bike. No big deal, we test bikes to mercilessly expose their weak points. With the knowledge gained in this way, we enable the tuners to build even better hardcore two-wheeler weapons.

In the meantime Karsten has taken on this imperfect bike completely in order to raise it for its proud owner. A good and, above all, life-extending idea. Even if the Bazzas boss thinks that you can get 450 hp out of the engine with changed pistons, a boost pressure of 1.5 bar and a proper mapping. Let’s see if I’ll be the chosen one again – I’m almost looking forward to it.

Readings


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Power on the crankshaft, measurements on Dynojet roller dynamometer 250.

The sudden jump in performance between 4000 and 5000 rpm makes it possible to execute a new tire in less than 30 seconds. The jump between 4000 and 4200 rpm is particularly blatant, where the box brutally kicks your ass! Above that, however, the power and torque plateau is great.

Weight: 249 kg
front / back: 54.3 / 45.7%
power: 335 hp
Remodeling costs: from 10,000 euros

Conclusion

“Such a shock is worth something – honestly!”

Karsten Bartschat had the right nose: performance test with an incredibly powerful bike, whose performance is still slumbering in the dark. With the high-performance data obtained, he can now build a bike in a class of its own. He has already told us that a new, curved oil cooler has already been adapted, state-of-the-art brakes have been ordered, the chassis is being completely revised, further optimized mappings are being braked out and there are really many hours in the quiet. I’m looking forward to Turbo-Hayabusa the second. With such a ship, tenths of a second and impeccable handling in difficult bends are not important. But: Please dear PS, rather more bikes of the “scary class” than bread-and-butter shockers. Then the blood boils when testing. After all, achievement cannot be a sin.

Used Suzuki GSX1300R Hayabusa in Germany


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The basis of the turbo conversion.

Converted turbo motorcycles are rarely found on the motorcycle market, but the basis for them is more common. Used Suzuki GSX1300R Hayabusa offer a good price-performance ratio, but often come up with high mileage. You can find out the current used prices here: used Suzuki GSX 1300 R Hayabusa in Germany.

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