Driving report Yoshimura Hayabusa X-1
When the regulations in the Japanese Superbike Championship were changed in favor of the works teams, Yoshimura got out. And started a completely new project. With success.
Sagamihara ?? around 50 kilometers southwest of Tokyo, the headquarters of the world-famous designer Yoshimura, who is making a name for himself these days with a very special bike: Hayabusa X-1.
At the same time, the Suzuki Hayabusa was launched at the Intermot in Munich, and Fujio immediately decided: “This is the basis for our new racing motorcycle. We’re getting into the X-Formula. «A Japanese extreme bike class. “Everyone thought I was crazy. My mechanics were also extremely skeptical. You didn’t know anything about the true performance of the 1300s. ”Nonetheless, the racing Hayabusa was built and took home the title in its first year.
Even Fujio Yoshimura thought that the successful athlete could go into series production as a street model. “But it all went by itself,” he admits. »We had everything to put the puzzle together: good results from the races, a lot of know-how, the whole world was excited about the original Hayabusa, Suzuki agreed to support our project ?? and now we’re there with the X-1. «Quantity: 100. Price: 25,600 euros.
If an original Hayabusa looks like a whale, the X1 looks like a shark. Double headlights, aggressively styled Ram Air intakes, racing fairing, quick release fasteners, solo seat, magnesium footrests, tri-oval exhaust system ?? everything at its finest. Right up to the embossed Yoshimura logo on the aluminum tank. The seating position is extreme: the humps and footrests are mounted so high that all of the weight rests on the wrists. A sharp stance to attack corners. But woe betide you get into Tokyo city traffic. So I’m heading for Izu ?? a peninsula with great mountain roads.
The approximately 70-kilometer journey leads via the motorway and leads to the following findings: First, the X-1 is easier to drive than I thought. Second, you always run the risk of being holed up. The four-cylinder does not run quite as smoothly as the standard engine below 2500 rpm, but in the rest of the engine speed range it behaves very cultivated, revs up super easily, but without being frighteningly sharp. As soon as I’m on the track, I open the throttle. Wow what a rocket! Crouched deep in the disguise, I dash across the train. Everything extremely stable. The street in front of me turns into Paul Ricard’s Mistral straight. The speedometer needle rushes to 300 in a flash. Ooops. Got completely crazy? For motorcycles, it’s 80 km / h on Japanese highways. Do you want to write this driving report in a cold cell, Yuko? I later asked Fujio if he had measured the top speed of the X-1. But he said he wasn’t interested. That it is faster than the series would be clear anyway.
The first kilometers of mountain road are in pretty bad shape. Potholes, asphalt faults ?? I hang more in the air than in the saddle. And understand why Kayaba wasn’t exactly happy that Yoshimura modified the set-up of the original suspension elements. But it had to be. In favor of stability. As soon as the road conditions get better and the speeds higher, things feel very good. The tighter fork in combination with the front-heavy seating position gives you a secure feeling for the front wheel. And the hindquarters are now beginning to work, as there is more weight on it. The transition from the hard to the soft area may be a bit too abrupt for ambitious speed drivers. But I think whoever can afford an X-1 will also be able to afford a personal vote. Yoshimura makes this possible, of course.
HOnce the rear shock has started working, 193 hp are yours. In any case, the handling does not set any limits. Of course, a conventional Hayabusa is super easy to throw around corners, but after a ride on the X-1 ?? My goodness ?? the original looks about as agile as a dairy cow. Sorry You don’t get tired, you just can’t get enough, you take another curve and another. Yoshimura has won many titles in endurance races ?? now i know why.
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