The world’s most powerful production motorcycle continues to brake without ABS.
The peregrine falcon in deep black.
Analog displays dominate the cockpit.
The hump in a new 3-part look. Thanks to their triangular cross-section, the Euro-3 mufflers allow a high degree of freedom of inclination despite the increased volume.
The Hayabusa will be available in three colors from 2008: orange, blue and black.
The dark blue GSX-R 1300.
Carbon-coated fork sliding tubes are supposed to promote fine responsiveness.
The headlight is based on the current Suzuki GSX-R design. The windbreak has become more comfortable.
Driving report Suzuki GSX 1300 R Hayabusa (2007)
Ten Years After
In 1998 she was a revolutionary and a sensation, today she is part of the establishment. Ten years after their first appearance, Suzuki is fueling the Hayabusa cult.
D.he world took part in 1998 when Suzuki made us motorcyclists happy with a device that we had longed for for years. Hayabusa ?? That meant 175 hp that were not considered possible until then and the 300 km / h sound barrier had to be cracked. Unfortunately, the world didn’t even allow us this little joy. Instead, their sympathy manifested itself a short time later in unspeakable television monsters and speed limit discussions. The consequences are well known.
The irony of history: today, this topic would probably no longer interest anyone even without voluntary self-restraint. But you have to extrapolate: Suzuki donated 197 hp in the new Hayabusa engine, which has grown by 41 cubic centimeters (1340 cm³). In contrast, the hunting falcon did not gain top speed in terms of weight or dimensions. MOTORRAD measured exactly 300 km / h nine years ago. What would there be today??
Easy 310, if not 320 km / h, one would think. The Hayabusa 313 is definitely running to send the new, self-proclaimed Speed Queen MV Agusta F4, which even bears its alleged top speed of 312 km / h in its name, to the fairy tale forest.
The unusual rear
Space and, above all, performance are easily enough for two.
Anyway: The Suzuki doesn’t need that kind of PR noise. One look at its plastic dress, which has become a drag coefficient, is enough to know where the music is playing. The new rear section alone is a show, even if, like the entire motorcycle, it will polarize: the huge hump, known from the past, piles up behind the driver in a sensational way and extends his curved spine until it has two new, wing-like profiles deep down meets, which form an extraordinary conclusion with the bold swing with the rear light.
That bum leaves a lasting impression, no question about it. Just like the engine, which makes it clear from the first revolution of the crankshaft what is going on here. But not because the four-cylinder roars and screeches and purrs. But on the contrary. The concentrated power of displacement reveals itself in style. The engine compartment, which is wired all around, bubbled deep and full, mechanical noises are almost completely absent. The mighty tri-oval silencers meanwhile absorb the pressure of the four 81-millimeter pistons, which now cover 65 (previously 63) millimeters, while two injection nozzles instead of one take care of the mixture preparation and compression from eleven to 12.5 to one rose.
Proven and good: throttle valves for smooth throttle response.
This engine never looks angry, but it also never seems strained. Regardless of whether it is 2000 or 8000 / min: it pushes always and everywhere, first slackens a little beyond 10000 / min, and then gently seals off at 12000 / min.
It’s fun and life in the fast lane is easy. However, to be delighted with this balanced characteristic, you should never forget to keep an eye on the speedometer needle. Even in sixth gear, she scurries in harmony with the rev counter over the scale without worrying about the increasing driving resistance. 230, 240, 250, 260 ?? For the Hayabusa, the areas in which even properly motorized sports cars slowly gasp for air belong to the acceleration phase, in which, when the pressure is on, a gear is stepped back in the smoothly and precisely shifted transmission.
So much for the one, ultimate side of the Hayabusa. The other is quite rational. Thanks to the slightly wider and 15 millimeter higher cladding, for example, things are now less turbulent in the high-speed area than with the predecessor, and the lush seat bench upholstery still offers almost the comfort of a wing chair. Unfortunately, however, not too close contact with the rest of the vehicle and thus only vague feedback to the very bottom. The long tank also tensions the upper body more than necessary against the handlebars, which are also quite low, while the footrests are high and the knee angle is acute. All in all, this is not uncomfortable, but in view of other more up-to-date solutions it is a bit old-fashioned. The same applies to the cockpit, but now with positive signs. A sizeable collection of round instruments is not only appealing to nostalgics, the indispensable information of the digital age such as gear display and “Drive Mode Selector” are unobtrusively integrated.
The Hayabusa remains cult
For anyone who doesn’t know what to do with this newfangled term: the engine characteristics can be changed at the push of a button using a rocker in the right handlebar fitting. In “A” mode, the row four always delivers everything that can be done, and that’s a good thing. As long as the command is not “full throttle” (then mode “A” is always active), mode “B” lets him accelerate even more gently than already and slower in the lower speed range, while mode “C” opens up to everyone who have always dreamed of a ten-year-old 600 and still put a modern 1300 car in the garage.
Joking aside: Hardly anyone will buy such a Brummer and then cut the power immediately at the push of a button. Mode »B«, on the other hand, can make your work easier under difficult conditions such as a wet track. The completely revised chassis also plays there? longer swing arm, 310 instead of 320 brake discs, radially screwed four-piston instead of the previous six-piston calipers (but still a bit wooden response) ?? its strengths. The Hayabusa is not overly manageable, but nice and neutral when it slopes, is precisely on course and with the first Bridgestone BT 015 tires (special specification M) not only offers a balanced performance, but also good grip at all times in civil life.
A quality that is more necessary than ever in view of the powerful performance. Because even though today there is no longer a terrible fuss around 197 hp: Anyone who once turned the gas tap to the stop understands why the Hayabusa was a cult ?? and it will stay that way. Even ten years later.
Data Suzuki GSX 1300 R Hayabusa
Round instruments – still beautiful in the digital age.
water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 44 mm, regulated catalytic converter, multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81.0 x 65.0 mm
Cubic capacity 1340 cm³
Compression ratio 12.5: 1
Rated output 145.0 kW (197 hp) at 9800 rpm
Max. Torque 155 Nm at 7000 rpm
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper cables made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers , Rear disc brake, Ø 260 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Mass and weight:
Wheelbase 1485 mm, steering head angle 65.8 degrees, caster 97 mm, seat height 805 mm, dry weight 220 kg, tank capacity 21.0 liters.
Two year guarantee
Colors orange / black, black / gray, blue / black
Price around 13,500 euros
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