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.
Test LKM-Suzuki Hayabusa
Force of nature with extras
Should it be over 200 hp? And the 300 km / h wall shouldn’t be a hurdle? Well. The Rhinelander Hennes Löhr unleashes the storm that slumbers in the Hayabusa with a lot of precision work.
Everything seems normal. With a satisfied purr, the Hayabusa pulls along in the left lane of the motorway. The wind shakes the helmet a little, tugs cheekily at the shoulders, and when a short, free piece shows up or an obtrusive horsepower droschker is about to disappear from the rearview mirror, the Suzuki pulls one out of its sleeve as energetically as it is loosely when turning the whisk shaken intermediate sprint.
Just something is different. This scenario does not take place near the recommended speed. Not even close. It happens at 220 km / h. And the vehemence with which the Hayabusa pulls the tachometer needle up the scale simply takes your breath away in these speed regions. The fact that the driver remains quite undisturbed by the approaching wind is thanks to the higher MRA disc. The brilliant acceleration experience, on the other hand, that of Hennes Löhr, head of LKM in Wachtberg-Villip near Bonn. He elicits a proud 215 hp from the Hayabusa. Without turbo, displacement expansion or other special parts antics. Simply through classic tuning. The cylinder head received expanded ducts that were optimized on the flow bank, valve seats turned outwards to match, revised combustion chambers and adjusted gap dimensions.
The exact gauging of the combustion chambers and equalization of the compression is followed by the careful readjustment of the control times by removing the camshaft gears from the shafts and pressing them back on with meticulous measurements. Finally, Löhr optimized the ignition and the injection map. And so that the fun of the excessive power lasts from first to last gear, the Hayabusa can also turn in the upper speed levels up to the limiter. She actually does. And how. Not explosive, with a bitter kick. But with monumental force. From the bottom. As unyielding as a huge tidal wave that makes it clear that nothing can stop it and that it carries everything away.
The slightly martial outfit of the LKM-Hayabusa matches the impressive performance.
In this way she paves every curvature that presents itself on the country road with long, black stripes in the most varied of shades. And on the autobahn, it slams through the 300 km / h wall after just 17.3 seconds, only to fidget at the limiter shortly afterwards. According to GPS, this is 304 km / h due to the two teeth shorter gear ratio on the chainring. With the longer original translation, more would easily be possible, because while the series performance drops from 9500 rpm, the LKM tier increases in power until it is locked. Fortunately, the engine’s manners did not suffer during the performance cure. Except for a faint tingling sensation of 7000 rpm, the unit runs as smooth as silk, driving through town in sixth gear is a snap, and the throttle response works perfectly. In this way, the enormous pressure can always be called up in a well-portioned and nerve-friendly way.
Now, for the sake of correctness, it must be said that the 215 hp are measured without a dB eater in the hexagonal end pot. With a TÜV-compliant plug, it should be about six to eight less. On the one hand, this is easy to get over in view of the exemplary performance curve and impeccable manners, and on the other hand, the background noise is also quite subtle. According to Löhr, the LKM-Busa manages to comply with the exhaust gas values without any problems, and "the increase in performance through this optimization is within the legally permissible range of 20 percent".
Chassis and brakes
So that the strengthened Hayabusa doesn’t drive the beads of sweat onto the forehead of her driver while exhausting her potential, the chassis and brakes also received a little attention. ABM Peak brake discs give the pale series brakes a little more bite, without, however, becoming a real two-finger stopper in terms of braking performance and controllability. You can certainly do more with other coverings. In addition, the brake discs began to rub a little towards the end of the test. The Rhinelander put the chassis in the hands of Benny Wilbers. Instead of the standard linearly wound springs with 9.75 N / mm, he gave the fork a linear spring rate of 10.5 N / mm, swapped the oil for one with a slightly lower viscosity and increased the air cushion from 100 to 110 millimeters. Wilbers replaced the shock absorber completely.
In terms of coordination, it is, like the original part, no softie, but allows significantly more comfort without sacrificing stability. It is also six millimeters longer, which means that the rear end is around ten millimeters higher and handling is faster. The fact that the LKM-Hayabusa has noticeably increased in handiness can also be attributed to the Galespeed forged alu wheels and the Akrapovic exhaust system, which alone is responsible for the majority of the 19 kilogram weight reduction. The appealing fork perfectly ironed the omissions of the road construction authorities. The falcon plows absolutely stable even through high-speed motorway curves studded with heels. Only when the maximum speed is maxed does movement arise, and it is advisable to use the compression level reserves of the fork, which is still comfortably tuned. In any case, this does not reduce the comfort. Anyone who wants to chase the Hayabusa over narrow, angled slopes is advised to do so anyway.
However, she quickly makes it clear that despite the significant gain in handiness with her still stately 245 kilograms and the tendency to take a slightly wider curve at the end of a curve, she is ultimately not a super athlete, but does not want to be misunderstood. Because in this form it is more than ever an impressive, very confident base for quickly and at the same time relaxed bridging of long distances, which delivers that extra kick when required.
Tag info and measured values
LKM engine tuning * 1500 euros
Akrapovic four-in-two-in-one exhaust system 1232 euros
Wilbers strut and fork springs 1100 euros
Set of ABM brake discs 490 euros
ABM brake and clutch lever l199 euros
Set of ABM steel flex lines at the front and rear 199 euros
ABM license plate holder 99 euros
Gilles Tooling footrest system 386 euros
Galespeed forged wheels 1725 euros
MRA Racing windshield 79 euros
Complete vehicle 17,999 euros
Info: Telephone 0228/316631, www.lkm.de
* When buying a new vehicle
(Values in brackets: standard Hayabusa) PerformanceMaximum speed304 (295) km / h
0 100 km / h 3.0 (3.0) sec
0 ?? 140 km / h 4.4 (4.4) sec
0 200 km / h 6.8 (7.3) sec
0 ?? 300 km / h 17.3 (??) sec
60 ?? 100 km / h 3.1 (3.9) sec
100 ?? 140 km / h 2.8 (3.2) sec
140 ?? 180 km / h 2.7 (3.4) sec
Weight with a full tank 245 (264) kg
Country road 5.7 (4.7) l / 100 km / h
Theor. Range 368 (447) km
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