Test MAB-Turbo-Hayabusa

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Test MAB-Turbo-Hayabusa
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Test MAB-Turbo-Hayabusa

Test MAB-Turbo-Hayabusa

Test MAB-Turbo-Hayabusa

Test MAB-Turbo-Hayabusa

15th pictures

Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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The world’s most powerful production motorcycle continues to brake without ABS.

Test MAB-Turbo-Hayabusa
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Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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The peregrine falcon in deep black.

Test MAB-Turbo-Hayabusa
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Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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Analog displays dominate the cockpit.

Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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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.

Test MAB-Turbo-Hayabusa
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Test MAB-Turbo-Hayabusa
Suzuki

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The Hayabusa will be available in three colors from 2008: orange, blue and black.

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Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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The dark blue GSX-R 1300.

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Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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Carbon-coated fork sliding tubes are said to promote fine responsiveness.

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Test MAB-Turbo-Hayabusa
Jahn, Suzuki

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The headlight is based on the current Suzuki GSX-R design. The windbreak has become more comfortable.

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motorcycles

Test MAB-Turbo-Hayabusa

Test MAB-Turbo-Hayabusa
Groundbreaking

Everyone is discussing the performance of the new 1000cc super sports car, and then the Turbo-Hayabusa from MAB-Power appears, gets up to speed and breaks all records on the autobahn.

Waldemar Schwarz

06/30/2004

Veteran MOTORRAD editors have been clarified. Suzuki Hayabusa 1300, Kawasaki ZX-12R, the new 1000 generation of athletes with around 170 hp and 200 kilograms, exotic vehicles such as a Munch with 250 hp or Boss Hoss – everything has been driven before. And now that: a Suzuki Hayabusa with turbocharger, tuned by MAB-Power in Itzehoe, with around 300 hp and 250 Newton meters of torque. Impressive.

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Experience shows, however, that a lot is promised. The path therefore first leads to the test bench. And it delivers values ​​that even exceed the strict specifications: 316 hp on the clutch, i.e. more than 320 on the crankshaft, and 280 Newton meters at 6500 rpm. Really impressive.

True to the motto »Never joke an animal«, especially not when it comes to a turbo-charged peregrine falcon, it goes out of the city with due respect: the MAB-Suzuki behaves reasonably well in stop-and-go traffic civilized. Apart from a slightly sawing idle, it is extremely comfortable at low speeds, but cannot serve the bearish draft of the Suzuki-Hayabusa series. In the engine speed range below 4000 rpm, it is noticeably more restrained. Obviously, the generously dimensioned loader is still indulging in a break. In addition, the lower compression and the change on the inlet and outlet side take their toll. Then the area of ​​the MAB-Suzuki is reached. The tester carefully opens the throttle valve on the motorway. Phenomenal, insane, beastly … What happens now is difficult to put into words. At 5000 rpm, a boost pressure of 0.8 bar builds up within a few hundred revolutions and pulls the Hayabusa forward so brutally, as if 350 kilograms of man and machine were simply nonexistent. Even in fourth gear, at full acceleration at well over 200 km / h, the front wheel rises towards the sky. Means: Gas off, otherwise there is a risk of rollover.

Another attempt, fifth gear, the same scenario: from 5000 rpm the Hayabusa shoots forward, pulls the driver’s arms, the breath catches, the pulse rises. The front wheel finally stays close to the ground, but the steering feels extremely smooth because the tire dances from wave to wave. Finally, in sixth gear it is easier to curb and only lifts the front wheel off on small bumps. The short break gives time to think about a strange phenomenon. Intake and exhaust noises do not sound aggressive, thanks to the supercharger they are downright subdued. The rattling snorkeling of a GSX-R 1000 is missing. If you weren’t to feel this unbelievable acceleration and see the tachometer and speedometer needles hitting the dials madly, you could imagine yourself in a science fiction film in which the Hayabusa simply patrols you away , shifts familiar notions of time and space. In sober numbers: With the throttle valve fully open, the MAB-Hayabusa accelerates from 100 to 200 km / h in 3.5 seconds and from 200 to 300 km / h in 6.9 seconds. And another poem: At full acceleration it zooms in a sensational 188 meters from zero to 200 km / h, after 688 meters 300 km / h is reached, a value for which a not exactly weak-chested series Hayabusa needs a few kilometers of run-up. At 305 km / h it’s over because of the tires. With a corresponding gear ratio, around 380 km / h would be possible. For comparison: only dragsters and Formula 1 racers accelerate faster. The fastest sports car in the world, the Ferrari Enzo Ferrari, looks downright lethargic in the long-distance duel against the Turbo-Hayabusa, takes almost double the time and a whopping 12.6 seconds more to break the three hundred sound barrier. And also Rossi and Co would be lost when accelerating. The MotoGP rockets with a driver have a slightly more favorable power-to-weight ratio, which gives them a lead of a few tenths of a second in the speed range up to 200 km / h. In addition, the Turbo-Hayabusa is catching up tremendously because of the more favorable ratio of power to air resistance and takes a smooth four tenths of a second off a fully accelerated MotoGP bike in sixth gear from 200 to 300 km / h. Kenny Roberts junior can only dream of that. On the start-finish straight in Mugello, he could finally show his colleagues the exhaust on this Suzuki.

The standard chassis easily copes with the performance. Less the Tokico six-piston system. Due to the extreme acceleration potential, the MAB-Suzuki increases speed so much even over the shortest distance that the subsequent necessary deceleration strains the brakes much more. The stress is not only evident in the brake discs, but also in the enormous wear of the pads. And the rear tire also dwindles significantly when the full power is used, as an overtaken driver later at the petrol station testifies, deeply impressed. After the obligatory question about performance and top speed, he bursts out: »I’ve never seen someone blow away like this. The tire has drawn a bold black line. “

Heated enough. In addition to the speed trip on the autobahn, there is also life on the country road. The MAB-Hayabusa doesn’t cut as good a figure as its series counterpart. Due to the poorer power delivery and the delayed throttle response in the lower speed range, she calls for the shift foot more often. If the engine then exceeds the 5000 limit, the turbo-hammer increases its power so quickly that the driver has to quickly close the throttle valve in order to prevent the roll backwards. The sovereign gliding of the series Hayabusa is alien to him. And what about the stability of the engine and power transmission? The Turbo-Hayabusa drove more than 8,000 test kilometers and 1,000 test kilometers without any problems. Whether the extreme working pressure leaves the piston and connecting rod bearing unimpressed in the long run and the double torque bypasses the power transmission without complaint cannot be answered here. At least thermally, the in-line four-cylinder is calm. The needle of the cooling water thermometer remains permanently in the center position, even at 30 degrees heat and under full stress. Amply injected fuel from the additional injection nozzles then provides additional internal cooling, but also increased consumption. While consumption on the highway increases slightly compared to the serial Hayabusa, an express train surcharge is due on the highway. More than 20 liters are completely normal with appropriate modulation of the throttle grip.

The debut in the low flight squadron is not cheap: MAB-Power requires 7950 euros, including installation and approval, for the conversion. A lot of money, measured by the price-performance ratio, but a pure dumping offer. 55 euros per PS are unbeatable in tuner circles and downright Lidl or Aldi suspect. And that for a hammer, against which the strongest production motorcycles act like a gateway drug. Because after a dose of Turbo-Hayabusa the perspectives shift and new dimensions open up on two wheels. Deeply impressive.

DATA

Engine: water-cooled four-cylinder four-stroke in-line engine with turbocharger, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 400 W, battery 12 V / 10 Ah , hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 81.0 x 63.0 mm
Cubic capacity 1299 cm3
Compression ratio 8.0: 1
rated capacity
220 kW (299 hp) at 9300 rpm
Max. Torque 250 Nm at 6900 rpm

Chassis: Bridge frame made of aluminum, load-bearing motor, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper pulls made of aluminum profiles, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed calliper, rear disc brake, Ø 240 mm, two-piston fixed calliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17
Dunlop D 207 J tires tested

Dimensions and weights: wheelbase 1485 mm, steering head angle 65.8 degrees, caster 97 mm, spring travel f / r 120/140 mm, seat height * 820 mm, weight with a full tank * 261 kg, load * 169 kg, tank capacity 21 liters.

Price 12810 euros
Kit including conversion 7950 euros
Price test motorcycle 20760 euros
Contact: MAB-Power, 25524 Itzehoe, www.mab-power.de

Measurements

Driving performance Top speed1 305 km / h

acceleration
0-100 km / h 3.1 sec
0-200 km / h 6.6 sec
0-300 km / h 13.5 sec

Draft
100–150 km / h 3.2 sec
150-200 km / h 2.1 sec
200–250 km / h 2.3 sec
250-300 km / h 3.9 sec

Speedometer deviation
effective (display 50/100) 48/96 km / h

Consumption in the test
at 100 km / h 5.5 l / 100 km
at 130 km / h 7.1 l / 100 km
Country road 7.2 l / 100 km
Fuel type Super Plus

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