Suzuki Hayabusa motorcycle test

Menus

• High speed phoenix (valid for its tester after a high-side)
• 4 cylinders in line, 1,340 cm3, 190 hp, 150 Nm, 264 kg, Euro5, 18,499 euros
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• On track
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Suzuki Hayabusa video test
• Conclusion

High speed phoenix (valid for its tester after a high-side)

4 cylinders in line, 1,340 cm3, 190 hp, 150 Nm, 264 kg, Euro5, 18,499 euros

Hayabusa…. this Japanese word designates the peregrine falcon, a bird of prey that hunts in a dive and can then reach a speed of more than 300 km / h. It is also the name of a famous fighter plane of the same name, the Nakajima Ki-43 Hayabusa, a variation of the famous Zero of the Japanese navy. In short, this exotic term evokes speed. An obvious name for an extraordinary motorcycle. The appearance of the machine is reminiscent of the fast bird and its surname signs the sides via the kanji (Japanese pictogram) "隼" painted on its sides.

The iconic Hayabusa kanji

Fantastic, sulphurous when it was released in 1999, the Suzuki missile hit the French press when it was released. One of our colleagues then crossed out his "One" with an insolent number: 340…. ! which earned him to be summoned to the Ministry! Already at the time, the speed was no longer politically correct! Yes, here is the top speed, counter, of the super road. Faster than a TGV for passenger use. The factory announces 318 km / h at 13,000 rpm. However, it is the second production motorcycle to claim over 300 km / h top speed after the Honda 1100 CBR XX Superblackbird. Up to a day. Hayabusa owes this speed to its 1299cc inline 4-cylinder engine. The block of the first vintage develops 175 horsepower at 9,800 rpm and 14 Nm of torque at 7,000 rpm. But it is also his design that favors these unusual performances. Organic, pure result of a wind tunnel, its particular aesthetic is studied to present the best coefficient of drag possible. All that’s missing is its pilot to complete a streamlined egg shape that the machine composes. Star of lap times, the Buse also has road skills at regulatory speeds, even in duo and loaded..

In 2008, the Hayabusa was redesigned aesthetically and mechanically. The engine increases to 1,340 cm3 by increasing the stroke by 2 mm. It now outputs 199 horsepower for 15 Nm of torque, in particular thanks to more advanced electronics. Choice of three injection maps, via a handlebar control). Importantly, the front braking is modified with smaller brake discs (310 mm) (borrowed from the GSX-R 1000), but mated to a pair of radially mounted 4-piston calipers. At the same time, a roadster version comes out with the B-King, with a much less memorable destiny..

2021 Suzuki Hayabusa review

The Haya ’is also a machine apart for its owners. Experienced, mostly men, 58% of owners take back a Hayabusa and 65% of buyers do not ask to try it. The first vintage sold 115,000 units, the second 74,000 copies. Disappeared from the catalog because of standards, exceeded in pure performance by a Kawasaki Ninja H2 technology, why bring the Hawk back to the perch? Without even grafting a compressor to it. Suzuki prefers to largely overhaul its machine, to look after its plumage, to optimize its ramage. The moral of this story, we tell you at the end of the test, carried out on the track and the track of Castellet and on the road, in the region of the cicadas where Hayabusa spreads its wings.

Discovery

Distressed, in my opinion, by an overly distinctive aesthetic, prominent on the front end, sluggish on the sides and soft on the rear, the first Hayabusa had the grace of a fat bird. Its bulging stern was just sinking (in both senses of the word, its (its) plastic. Fortunately, the Hawk has fans and love, we know, makes you blind. I am teasing …. The 2007 evolution energized its side fairings and a little its face. In any case, I awaited the novelty with interest.

The three generations of Hayabusa

Sleek, the 2021 model takes on a new dimension. Stature, elegance, refinement. While keeping an effective lineage to its original lines. Face, profile, the mega-volatile exudes a pleasant visual dynamism and an integral search for aerodynamics. She significantly evokes the raptor she wishes to mimic. Tapered, its frontal optic is framed by the forced air inlets and additional lights / indicators bordering these vents. Not without recalling the style of a GSXR after 2010. The lighting is entirely LED. Always super streamlined, the long curve of the front end evokes the superlative that the Suz promises. Same feeling with the new mirrors with taut lines hanging from their almost flat arms.

The 2021 model gains in refinement while retaining the style of its origins

Like wings, its sides flare out, decorated with the kanji and delimited by a chiseled cutout opening onto large extractors. These new volumes contribute to enhanced protection of the pilot. Above, the 20-liter tank with a domed profile is dressed in taut curves and is loosely cut, extended by two large textured covers. A large saddle leans against it, dominated by an optional streamlined backrest topped with a hood. A passenger seat and its half-arch allow a passenger to be transported. More streamlined, but still wide and a bit (too) long, the stern is visually lighter all the same. Its sculpted surfaces energize the whole. It all ends with a redesigned aluminum rear buckle that is 700 grams lighter..

The rear buckle is visually lightened

Unchanged, the imposing double-beam extruded aluminum perimeter frame contains the mechanical edifice. Suzuki is not revolutionizing its four-cylinder, but optimizing its operation for more pleasure. Obviously meeting Euro5 standards, the 1340 cc (81×65 mm) boiler receives important new parts, in particular lighter and more rigid connecting rods and redesigned, lighter pistons (26g). The distribution also takes care of its timing and the lubrication of its crankshaft. New twin injectors place one of the elements above the single throttle to create a fuel mist to optimize combustion. Chamber flows are also more efficient with a modified valve housing design. The behavior of the whole takes more care of the engine power and more usual revs than the ultimate peaks. The block now delivers 190 horsepower (-7) at 9,700 rpm (+200) and 150 Nm (-5) of torque at 7,000 rpm (-200). Barely less ultimate performance certainly, but the curves indicate a significantly greater availability at mid-range. And the manufacturer still limits the maximum speed displayed on the odometer to 299 km / h. No need to worry about the overall velocity so.

Passed to Euro5, the engine loses 7 horsepower and 5 Nm

The Hayabusa receives a new assisted and anti-slip clutch, coupled with a selection optimized by an upshift and downshift shifter.

Powered by a larger volume air box fed by an optimized penstock, the endless blast of the Suzuki block passes into a four in one in two. An intermediate tube now connects collectors 1 and 2. The new asymmetric silencers each contain a catalyst, but yet reduce their weight by 2 kilos. The brushed surface of their elegant volume also takes care of the overall aesthetic.

The new silencers are 2 kilos lighter

The mechanical assembly is under the control of an advanced electronic system, the SIRS (Suzuki Intelligent Ride Riding System), coupled to an inertial unit (IMU) with three axes and 6 directions. The whole watches over 6 driving modes, 3 pre-programmed and 3 personalized. These profiles determine for each the level of response to the throttle grip, traction control, engine brake and wheeling of the machine..

The high speed bird is based on optimized suspensions. Up front, a 43mm Kayaba inverted fork is adjustable in any direction, mated to a similarly stocked shock absorber that is just as adjustable. On the other hand, its knobs are a little hidden by its fairings. With 1,480 mm, the bike is long, just to keep its stability. But the column angle is only 23 °, the trail 90mm. Values ​​guaranteeing agility of the front axle.

The Hayabusa retains a sporty geometry with a 23 ° caster angle

To stop the Hyper GT Sport’s 264 kilograms, Brembo Stylema 4-piston radial-mount calipers pinch 320mm rotors. The top of sports equipment. Nissin single piston rear element grips 145mm fret.

On its new 17-inch 7-spoke aluminum rims, the Hayabusa fits Bridgestone S22 L, dedicated to its fast feet. These 120/70 and 190/50 gums differ from the known reference. Monogum at the front, bigomme at the rear (against twin and tri-component), the L declination must withstand the load of the Suzuki boiler. Its grooves are also shallower.

7-spoke rims inherit Bridgestone S22 L tires

Particularly attractive, the Suzuki Hayabusa is remarkably finished and equipped. Design of the elements, quality of components and coating of the majority of plastic or metal surfaces are faultless. The fit of the elements is also remarkable. An exceptional vessel, the machine lives up to its reputation and values ​​its pilot.

In the saddle

Imposing, the GT missile is nevertheless accessible thanks to a seat height of 800 mm. Although fairly classic in shape, the cut is nice and the crotch arch is narrow, further improving ease. The novelty seems to embed its pilot less on board, for better control. More sporty, the position induced by the footrests set back and high enough recalls the sportiness of the machine. The bending of the legs is noticeable and the bust falls towards the cockpit, the wrists resting on the fairly open half-handlebars. However, this is closer to 12 mm from the pilot.

The driving position is very sporty and rests on the wrists

Before the eyes unfolds a vast dashboard combining a reminder of origins and modernity. A welcome choice. Around a small TFT screen, two analog circular counters combine tachometer and tachometer. Their diamond indexes illuminated with LEDs enrich these elements. At the ends, fuel and engine temperature gauge finalize everything.

The digital window makes it possible to adjust the electronics and in particular the 3 personalized control modes U1, U2, U3. The values ​​of their assistance levels are recalled at the bottom of the screen. The angle plug can be displayed continuously. I prefer the reminder and setting of the grip response and traction control at all times. Nice detail, at startup, the Kanji animates full screen.

The dashboard is more complete than ever

The levers are adjustable in spacing and the massive triple tree with sculpted volumes enhances the whole. The presentation of the cockpit calls for no criticism and successfully links the vintages.

In the city

The broad, sporty and hoarse chanting of the big four-cylinder invites a little respect. But as a well-behaved monster, Haya immediately puts his pilot at ease. Impressive, it immediately delivers an almost surprising ease. The cruise missile becomes a sports lounge. If you can feel its mass, its balance is remarkable, letting the machine wander without further precaution in traffic. Clutch or quickshifter, selection, gearbox…. Suz ‘is all sweetness.

If the flexible engine adapts well to the city, the Suz ‘is not as comfortable because of its size.

Its superlative mechanics allow a legal on the fifth report, without flinching, especially in the softest cartography. Vibration-free, the Hayabusa takes the crew away with peace of mind. Of course, the U-turns remain a more convoluted maneuver…. To leave the city in the mirrors devoid of blur and reflecting a wide field, dare to open the throttle a little ….

Motorway and expressways

We did better than test cruise control or limiter on a tariffed and boring space…. If Hayabusa purrs at 4,000 laps at 130 in 6, she can only sleep with one eye. The seating comfort and cushioning are excellent. The protection is also very good, but you might fall asleep there. As we were near the Castellet circuit, a few sessions were required….

4.000 laps at 130 km / h, the hawk needs to leave the highway to take off

On track

Suzuki offers us here a very nice setting to test its mega sportivo-GT. Mythical, the Paul Ricard track allows the high speeds that the Buse likes. Its 5,861 m connects 15 turns, 6 to the left, 9 to the right and above all two straight lines, one of which is 1,800 m…. ideal flight path for demanding birds.

Heading to the Paul Ricard circuit to push the Suzuki

On original tires, we hit the track. From the S glassworks, the Hayabusa is surprisingly simple on the track. The same goes for the series of turns at the Hotel and the Camp. Of course, its weight logically results in a certain inertia on angle changes compared to purely sporty models, but its front axle shows great precision. Another remarkable point is the stability of the machine on the angle in the Sainte Baume bend. The original hydraulics already allow you to have fun without fear. Sitting on the flanks of its S22, the Suz ‘follows the long curve without movement, pointing its course that leads to the T7 commanding the straight line.

And what a straight line. We do not take, almost, 300 km / h every day. In an endless breath and a dantesque sound of its airbox, the high-speed raptor spins on the straight Mistral, counter blocked at more than 290. The thrust is ample, almost inextinguishable, but without violence. Again it is quite cozy.

The odometer not exceeding 290, difficult to say how much the Haya exceeds 300 km / h in the straight line of the Mistral

If the speed impresses, the stability and calm behind the bubble just as much. You can turn off your camera on the tank to over 250 without giving yourself Extreme Unction first. The large sign curve flows under your wheels. Pressing down on its rubber, the Haya can be controlled without forcing and leaves you ready to attack the Beausset double right. Technical, this curve allows to gauge the ease of the Suz ’to refine its trajectories. Neutral, the front axle moves to the handlebars or the footrests without parasitic movement. Again, the Hawk’s weight does not make it a competitive bird. But the whole is still stunning. We also appreciate the precise control of the injection. With a fine-functioning throttle grip, the (big) throttle pick-ups faithfully follow your wishes on the corner. Be careful, however, the electronics may have trouble containing the 150 Nm of torque on the angle.

The 150 Nm of torque is sometimes a problem for the electronics when you are on the angle

We then point towards the T12, then the curve of Garlaban leading almost blindly towards the delicate bend of the Lake. In two stages we are on the next hairpin bend, the Pont bend. It’s not easy to go through such a tight bend with a supersonic GT. But the balance of our mount helps a lot to overcome the obstacle. The pit straight allows for a good 250 more before catching the brakes. The strength of the Stylema is not too much to effectively brake the Buzzard. And the system handles its heavy load with mastery, delivering powerful and safe decelerations that are perfectly flexible, with just one finger! Under this blow, the fork takes the shock without disuniting the machine. Originally, the set is too flexible for track use. Firmed in preload and compression and braked in rebound, the damping then holds the load even better. The machine dives less and you gain in fluidity when setting the angle.

How to imagine such performance on the handlebars? Of course, you have to take care of your build, but the Hayabusa performs surprisingly on the track. Now back to an environment closer to everyday life.

Departmental

The Suzuki Falcon hovers over the road, seeking out the curves at a good pace to revel in them. If you adopt a neat and dynamic handling, the Hayabusa combines efficiency and comfort with rare mastery. This softness should not make its pilot forget the laws of physics. Superlative dynamic capacity and consequent weight induce inertia to be kept in mind. If the Brembo Stylema calipers deliver decelerations (finally) to the measure of the missile, they do not revolutionize the fundamental laws. We manage the lever with one finger and the modulation is excellent. Less demanded than on the track, the fork efficiently manages mass transfers and keeps the front axle very neutral.

Efficient and comfortable, the Sport-GT does not however manage to make you forget its weight

Its front end engages the machine very naturally, falling off the corner almost a bit quickly. Low placed masses and an S22 L mount with an ogive profile boost this natural agility. Remarkably accomplished, the balance of the chassis works wonders and allows the mega Suz ’to be seen on the lookout. This ease in the sequences, even tight, is almost improbable. Stalled on its trajectory, the sport GT follows your instructions to the millimeter and leaves full latitude for any corrections..

Even in a little higher gear, the Hayabusa picks up easily and gets you out of the corner without delay. From 4,000 laps in 3 accelerations are sustained and become impressive 2,000 revolutions higher. Under control of the traction control one can abuse the torque and the breath of the sporty 4-cylinder. However, the block seems less savage, more polished and its very powerful accelerations seem more linear. Driven at a high pace, the Suz ’becomes more physical and mistreats the wrists a bit. She also calls for more anticipation. We then use a lot of the rear brake to seat the machine in a curve..

The four cylinder resumes vigorously after 4,000 revolutions

Returning to evolutions more in line with the standards in force, the Buse demonstrates a high standard of comfort. The damping is remarkably well tuned, so you fly more of an A380 than a cruise missile. Hayabusa convinces in both uses.

Part-cycle

Remarkable balance, perfectly neutral, the chassis of the Hayabusa proves the manufacturer’s mastery in this area. Its high-quality suspensions optimize all evolutions, both on the track and on the road. Agile, precise, almost light in dynamics, the sport GT is a pleasure to take.

The Hayabusa’s suspensions are as comfortable on the track as they are on the road.

Braking

The equipment lives up to the exuberance of the machine. Now perfectly slowed down, the Hayabusa here fills a notorious flaw. The Stylema provide better control over the power of the decelerations. The rear clamp is excellent and also provides excellent control during its implementation..

Brembo Stylema calipers give Suzuki the necessary braking power

Comfort / Duo

Between the long-haul and the jet, the Hayabusa provides appreciable sporting comfort. Seat and cushioning are at the top for long trips. Aerodynamic position, high perched footrests. For the duo, do not take your passenger for a nozzle…. Specify SPORT GT…. If he follows you, the accompanying person will benefit from a seat just as soft as yours.

The comfort remains appreciable, despite the very typical position of the machine

Consumption

With 7.8 liters per 100 km recorded on average when driving a little hard, the Suzuki Hayabusa well contains the thirst for its big sporty block. The 20 liters provide 250 km of autonomy and almost 300 if you ride quiet.

The 20-liter tank allows between 250 and 300 km of autonomy depending on the driving rhythm

Suzuki Hayabusa video test

Conclusion

Remarkably revamped both in style, mechanics and electronics, the Suzuki Hayabusa reinvents the codes of super sports tourism. With its own braking, it adopts a welcome homogeneity on all dynamic levels. Comfortable, rigorous, efficient, it will even take you on the circuit with a certain brilliance.

Priced at € 18,499, the Hayabusa also includes its price and thus offers an unrivaled service / cost ratio. The Falcon has had no competition since the disappearance of the Kawasaki 1400 ZZR and a status of its own. No doubt the fans or the curious will not be mistaken.

Like the Phoenix, the Suzuki Hayabusa is reborn again, more flamboyant than ever. Always more attractive and efficient, it makes you gain altitude, takes you into its legend, in the seventh heaven of motorcycling.

The three color variations of the Suzuki Hayabusa 2021

Strong points

• Elegant and strong aesthetic
• Mechanical personality
• Precision and liveliness of the cycle part
• General ergonomics
• Quality of suspensions
• Efficient electronic assistance
• Flawless brakes and ABS
• Precise up and down quickshifter
• Sound
• Quality of finishes
• Overall dynamic efficiency
• Pleasant instrumentation

Weak points

• A little civilized motor character
• Marked supports on the wrists

Suzuki Hayabusa technical sheet

Test conditions

• Itinerary: Castelet circuit and 180 km road
• Weather forecast: sunny, 10 to 23 ° C
• Problem encountered: ras

Test equipment

• ROOF RO200 helmet
• Glove Vanucci Speed ​​Profi IV
• Dainese Laguna Seca D1 suit
• Dainese Torque D1 Boots
• Vanucci shoes

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