Presentation of new Suzuki models
Hayabusa and more
The young falcon is on the prey, Suzuki presents the new Hayabusa. The second edition of this legendary motorcycle became stronger and more beautiful, and it also experienced numerous improvements in detail. The puristic Intruder C 1800 R is also rich in displacement, while a new GSX 650 F with full fairing enriches the middle class in an appealing way.
How good the old Hayabusa still was after eight years without major technical changes, it proved every year in comparison tests. The bearish and manageable power delivery of your engine, the stability and precision of your chassis still deserve the highest praise. Nevertheless, it is just as logical as it is pleasing for the fans that Suzuki has taken the due adjustment of the big bike to the Euro 3 emissions standard as an opportunity for a comprehensive revision. The original concept was retained, but hardly a single part. It starts with the engine and doesn’t stop with the draft shield.
Thanks to three millimeters more stroke, the four-cylinder has gained 41 cm³ or 3.1 percent of displacement, while the increase in output by 20 to 195 hp far exceeds this percentage. The modified cylinder head, in which titanium valves now work, which are at a very narrow angle of two times 14 degrees to each other, therefore makes a significant contribution to the profit. According to Suzuki, this enables an efficient combustion chamber shape. A new injection system with two nozzles per intake port promises accurate mixture preparation.
The compression ratio of 12.5 to one is surprisingly high for a big block from Japan. BMW manages the 13 to one with the K-1200-S engine only with super plus gasoline. Japanese manufacturers are still reluctant to force their customers on the expensive noble fuel. It is not yet known whether this also succeeded with the new Busa.
What has given the Suzuki GSX-R 1000 the most performance of the last two generations should not be missing in the 2008 Haya-busa engine: ventilation holes between the cylinders. With their help, the pumping losses can be minimized, which occur because when the pistons oscillate in opposite directions, the air in the crankcase is pressed back and forth between the cylinders. The Hayabusa also benefits from another innovation that Suzuki introduced to the 2007 GSX-R 1000: As with the super sports car, the driver can choose between three different sharp performance curves at the push of a button, depending on their mood, route and weather conditions.
The cladding of the old Haya-busa, which was cut very tightly in the upper part, was designed to be more expansive for the 2008 model. The decisive breakthrough in terms of wind protection, however, should be the lower tank, which is supposed to make deep crouching more comfortable than the previous shape. This does not affect the tank capacity of 21 liters. In the cockpit, Hayabusa drivers will find a collection of four analog instruments for speed, engine speed, fuel level and water temperature, they are also informed about the gear engaged and the selected performance characteristics and can use an adjustable gearshift indicator.
As one of the few parts, the aluminum bridge frame has remained unchanged. This is indicated by all the information and the little geometry data that has become known so far. The other chassis components such as the swing arm, suspension strut, upside-down fork with carbon-coated sliding tubes and even the rear frame are new.
When the production version of the B-King was presented in September of last year, all Suzuki officials answered the question about the displacement in unison: “Same displacement as the Hayabusa.” What caused the author of this story a mild disappointment, this information meant according to the knowledge at the time, the use of a throttled 1299er. Hardly befitting a motorcycle that debuted as a design study with a turbo engine.
Today the information from Suzuki can be supplemented: same cubic capacity as the 2008 Hayabusa. And the shy power rating from back then, around 160 hp, has now turned into fanfare: the B-King can draw 185 hp from the modernized 1340. This is simply a world record among naked bikes and finally as crazy as it is
this motorcycle belongs. Equipping the B-King with ABS, on the other hand, is highly sensible, while the Hayabusa, incomprehensibly, will not be available with an anti-lock braking system.
The equipment policy of Suzuki becomes completely curious with another model, which had already been briefly shown on an American Suzuki homepage and is now surprisingly also offered in Europe: the GSX 650 F. Apart from the full fairing, it is technically identical to the Bandit 650, but unlike this one, it is basically not equipped with ABS. Whether the charming return to simple and inexpensive ancestors is not a bit too consistent on this point?
It is certainly not in the case of the Intruder C 1800 R. Because on the one hand it boasts the modern, 125 hp engine of the M 1800 R, on the other hand it practices the almost refined modesty of the with its chrome potty headlights and the classic step bench Ur-Intruder. The M 1800 R2 owes its creation to the realization that the engine-donating M 1800 R with its huge headlight tube might seem a bit overloaded. Their more delicate lamp housing looks much more harmonious.
Suzuki RM-Z 450
While injection has long been common in road machines, it is only just beginning to find its way into the off-road sector. Suzuki takes the pioneering role in relation to series crossers. The new RM-Z 450 has a very compact Keihin injection that works without a battery. When you step on the kickstarter for the first time, and at the latest after standing for a long time, the second step is to generate enough electricity that the fuel pump housed in the aluminum tank builds up the required pressure. Nothing new in itself, Honda has been using such injection systems for trial machines and scooters for two years. A major advantage: the motorcycle adjusts itself, so to speak, nozzle changes depending on the temperature and altitude are no longer necessary.
Apart from that, Suzuki has also thoroughly redesigned the cylinder head, gearbox and chassis of the 450s. The valve angle has become smaller and instead of the previous four, five gears are now available as with the competition. The frame profiles were designed more filigree to give the backbone more flexibility in certain areas. Gt
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