Top test Suzuki Hayabusa

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Top test Suzuki Hayabusa

World’s strongest speed bike

Grinded in the wind tunnel, with a strong heart, this is how the 2008 Hayabusa competes. Quite the old and yet a new experience. The world’s most powerful speed bike, thanks to its 196 HP, feels like it is mobile in a congested world?

Vdammit, I know the route ?! And hardly recognize it again, the A3 from Frankfurt to Cologne. The straights are so short, the curves suddenly so tight. How can that be? Ridden dozens of times, but never before has a motorcycle pulled the strip of asphalt under it so quickly. Perception drives sledges. Take a concentrated look, the field of vision mutates into a narrow tunnel, the world flies by at 80 meters per second.

How do you recognize a strong motorcycle? Well, the speedometer needle rotates like mad, while the colleague in the tachometer only moves phlegmatically. She wears classic round watches, the 2008 Hayabusa. But above all the most powerful production engine of all time. The 1340 cc four-cylinder delivers real 196 hp and 157 Nm. Without ram air effect. Even 173 HP and 141 Nm of the previous model pale. Beyond 6500 rpm, Suzuki’s Big Bike opens a door into a new dimension. Trucks are nailed to the right lane.

Top test Suzuki Hayabusa

World’s strongest speed bike

What’s new on the engine?

Artist

Can a crankshaft actually get bored??

More displacement, increased compression and thicker, tapered intake manifolds ensure the increase in power. New camshafts and lighter titanium valves with larger lifts bring greater speed reserves, lower oscillating masses and more filling. But what if the engine is permanently under-challenged? Can the crankshaft designed for increased torque get bored? How do high-strength, shot-peened chrome-molybdenum connecting rods react when they barely exceed half the force? It is frustrating for easier slipper pistons and their chromium nitride alloyed piston rings to whiz through "nickel-phosphate-silicon-carbide" -coated aluminum cylinders with only half the number of blows?

Without complaining, as self-sacrificing Japanese they will probably last a lifetime. It is probably clear to the Suzuki engineers that, given the speed limits that are common around the world, the two throttle valves only have to open a few degrees, almost homoeopathically. Which is why they even made the primary throttle valve operated by the driver smaller. The second throttle valve is controlled by the power-controlled 32-bit on-board computer.

He now commands two twelve-jet injection nozzles per cylinder. Their finely atomized gasoline flares expensive iridium spark plugs quite efficiently. Five liters consumption at a constant 130, even less on the country road. The new Busa also scores there. Thanks to the longer stroke, it has definitely increased its power even at low speeds. With 100 Newton meters of torque, your engine starts just above idle. And that’s just the beginning. Between 3800 and 10400 turns, the 81 pistons, unchanged in diameter, lift at least 130 Newton meters. Performance is always there.

Artist

The low-brightness high beam projection lens switches on under the multi-reflector headlight for the low beam.

From zero to 200 in 7.3 seconds. Any questions? The speed increase from the bottom is almost unspectacular. This is deceptive. It takes a whole ten and a half seconds from 60 to 180 in sixth gear. Fine pearly vibrations make hands and extremities tingle at medium speeds, especially when taking off the gas. Otherwise, the four-cylinder runs dignified and silky.

Immediately after the cold start, the engine is a bit harsh on the gas. That changes quickly: the twin throttle valves make the peregrine falcon’s throttle response as gentle as a cuddly cat. Except from the push mode, the performance starts a bit rough. A properly gripping hand requires the slipper clutch, but works differently than the previous model without plucking. Dull, almost inconspicuous sounds from the two triangular, gigantic silencers, accompanied by a growling snorkel from the airbox.

The control unit has three ignition curves ready. In addition to the A mode for full bottles, variants B and C can be selected. In these, the injection and ignition software significantly cuts performance and torque. Should be an advantage in adverse conditions such as wet roads. However, the question arises why Suzuki does not immediately rely on traction control?

In first gear up to 130

Artist

In first gear, the Hayabusa reaches a target speed of 130 on the motorway.

Even in first gear, the long-geared Hayabusa reaches a target speed of 130 km at 11,000 rpm. Why do you turn it down, when shifting up early is pure joy? In addition, driving licenses otherwise get wings. The corridors flow smoothly, almost as if by themselves. Only the first person may not always be there at the first tap.

The sitting position is sobering. The wide 21-liter steel tank spreads its legs violently. At the back you bump your stomach, with a stooping grip on the rather low-lying handlebar stubs. The ergonomics for a motorcycle suitable for touring are extremely pseudo-sporty and uncomfortable. Where to put your knees The footrests should be further back and below. And a passenger is more comfortable on the seat cushion that can be optionally fitted. The distance to the notches is small. And the light output of the two headlights is a bit modest.

The contact with the street

Artist

To fold down the over-Suzi needs an energetic hand.

The chassis is fully adjustable. Tea carbon-coated upside-down fork acts with a fairly tight basic set-up. At the back there is a pretty hard, unyielding spring. That already jumps over humps. If you lower the damping of the shock absorber to compensate (turn it out), you will drive more comfortably. But then the Busa reacts with the »softer« hindquarters, as well as to low tire pressure, more sensitively to interference impulses such as wake vortices or lousy road surface in super-fast, long curves.

Only with the tighter set-up is the Busa extremely stable at top speed as on the A3. However, the responsiveness then suffers. The rear wheel begins to jump over short, dry bumps. Sometimes an experience …

Artist

It takes a lot of experience and feeling to be able to dose well at the front while it is full of smoke at the back.

Easy handling? Oh no. To fold down the over-Suzi needs an energetic hand. The undisguised sister model B-King is more handy. And that although the wheelbase and caster on the Hayabusa are shorter, the steering head is steeper. Unlike the B-King (see MOTORRAD 20/2007), the Busa rolls on a "narrow" 190 rear tire. The Bridgestone BT 015 with the special code "M" take their stressful job very seriously. They roll off smoothly and evenly, adhere well and convey a lot of trust in an inclined position. You stay neutral and still make small course correctors easy. The only thing you shouldn’t do is brake when cornering, because then the 264-kilogram bolide stands up abruptly and looks for its own radius.

Suddenly a mother pulls out in the car. Is everything crashing into the wall now? Uff, no ABS on board. Not even planned. A big mistake. The radially screwed four-piston calipers decelerate only moderately. They bite on smaller, thicker panes on the 2008 model. You have to pull the lever like an ox, the stoppers are not easy to dose. The peripherals, such as the brakes, seating position and comfort, should have been given the same attention by Suzuki as the exciting engine.

Conclusion

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Hunting falcon in an inclined position.

Euphoric about the new Hayabusa: performance in a new dimension, served well manageable. In addition, the four-cylinder, which is extremely strong in all situations, sits in a stable chassis. But the driver is not very comfortable, the ergonomics are hardly convincing. The lack of ABS is the autobahn falcon’s Achilles heel. The sister model B-King ?? soon with ABS ?? more sense.

Data Suzuki Hayabusa

Engine: water-cooled four-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 44 mm, regulated catalytic converter, alternator 425 W, battery 12 V / 10 Ah, hydraulic actuated, multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 81.0 x 65.0 mm

Cubic capacity 1340 cm³

Compression ratio 12.5: 1

Rated output 145.0 kW (197 hp) at 9500 rpm

Max. Torque 155 Nm at 7200 rpm

Chassis: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm with upper cables made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 310 mm, four-piston -Fixed calipers, rear disc brake, Ø 260 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17

Tires 120/70 ZR 17; 190/50 ZR 17

Tires in the test Bridgestone BT 015 »M«

Dimensions and weights: wheelbase 1485 mm, steering head angle 66.6 degrees, caster 93 mm, spring travel f / r 120/140 mm, permissible total weight 449 kg, tank capacity 21.0 liters.

Data service
Service intervals every 6000 km

Oil and filter change every 6000 km / 3.3 l

Engine oil SAE 10 W 40

Front fork oil Suzuki Fork Oil L01

Spark plugs NGK CR 9 EIA-9

Idle speed 1150 ± 100 rpm

Tire pressure solo (with pillion passenger)
front / rear 2.9 / 2.9 (2.9 / 2.9) bar

Warranty two years

Colors: orange / black, black / gray, blue / black

Price c. AT..

Additional costs A..

MOTORCYCLE measurements

Performance
Top speed * 295 km / h

acceleration
0 ?? 100 km / h 3.0 sec
0 ?? 140 km / h4.4 sec
0 200 km / h 7.3 sec

Draft
60 ?? 100 km / h 3.9 sec
100 ?? 140 km / h 3.2 sec
140 180 km / h 3.4 sec

Speedometer deviation
Effective (display 50/100) 47/94 km / h

Tachometer deviation
Display red area 11000 / min
Effective10200 / min

Consumption in the test
at 130 km / h 5.0 l / 100 km
Country road 4.7 l / 100 km
Theor. Range 447 km
Fuel typeSuper

mass and weight
L / W / H2170 / 840/1200 mm
Seat height 810 mm
Handlebar height 880 mm
Turning circle 6400 mm
Weight with a full tank 264 kg
Payload 185 kg
Wheel load distribution f / r 50/50%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 40.6 m
Average deceleration 9.5 m / s²
Comments: The somewhat bluntly gripping brake makes sensitive brake metering difficult. At full deceleration the front wheel tends to stamp. Therefore you have to adjust the brake pressure slightly.
Handling course I (fast slalom)
Lap time 20.0 sec
vmax at the measuring point 103.4 km / h
Remarks: The Hayabusa circles quickly through the pylons for the first few meters, but then has to be kept in line with great effort. At the turning point, the full development of performance requires sensitivity.
Handling course II (slow slalom)
Lap time28.8 sec
vmax at the measuring point 53.2 km / h
Remarks: From two thirds of the possible lean angle, the Suzuki automatically tilts further. This requires corrections. The choice of line is particularly difficult at the turning point. Touching footrests and cladding reduce the speed.
Orbit Ø 46 meters
Lap time 10.5 sec
vmax at the measuring point 54.2 km / h
Comments: The grip of the tires would allow higher speeds, but the side stand, exhaust and fairing limit the lean angle.

Changes in detail

Motor / drive
Displacement 1340 cm3 instead of 1299 cm3; Stroke 63 mm with unchanged bore of 81 mm; Rated power 197 instead of 175 hp; maximum torque 155 instead of 138 Nm; Compression increased from 11.0: 1 to 12.5: 1; Titanium valves, camshafts with modified timing and increased valve lift; Pressure equalization bores between the cylinders; two twelve-hole injection nozzles per cylinder (previously: one four-hole each); conical suction tube, Ø 44 to 52 mm (previously: 42 to 46 mm); Primary throttle valve diameter reduced from 46 to 44 mm; three selectable engine characteristics; curved cooler with 29.9 kW cooling capacity (+ 6%); Euro-3-G-Kat; Iridium spark plugs; shorter secondary ratio (43/18 instead of 40/17); Transmission gears 4, 5 and 6 permanently oil-cooled; Clutch springs reinforced; Clutch with modified hydraulic ratio and pressure boost under load

landing gear
Frame at little lighter, swing arm 10% more torsionally stiff; Upside-down fork sliding tubes with hard carbon coating, front disc brake, four- instead of six-piston radial pliers, Ø 310 instead of 320 mm; Rear disc brake, Ø 260 instead of 240 mm, single-piston floating caliper; Fairing slightly wider, new rear section for better aerodynamics

Suspension settings and plus / minus

more
A total of four luggage hooks, two extra if the passenger grab bar is fitted. However, the sweeping design of the rear hinders throw bags or suitcases
The steering damper in front of the steering head keeps the handlebar steady at all times, without any negative side effects such as wobbling when driving slowly
Long lasting LED taillights; The shock absorber is well shielded from splashing water

minus
Sticker not painted over
short 6000 maintenance intervals
Hook wrenches for spring preload on the shock absorber are extremely difficult to use
No main stand; Side stand is very flat. As a result, a helper cannot lever the motorcycle over with the rear wheel floating to maintain the chain
Tire valves not cranked, which makes it difficult to control the important air pressure

Suspension settings
Fork: rebound and compression damping six clicks each open; Spring preloaded five turns
Shock absorber: compression damping eight clicks open; Rebound damping seven clicks open; Spring: six threads visible
Open all damper screws with just three clicks for fast motorway travel

Noticeable
Footrests sit a little high, but have noticeably long fear nipples that soon peel off when cornering quickly
After switching off the ignition, the engine automatically switches to »A mode ??

Comments scoring

Engine:
Simply huge. In terms of performance, you couldn’t ask for more. Crazy top speed meets rapid acceleration and great pulling power. Endless power. In addition, the four-cylinder runs very cultivated, but vibrates just at medium speeds. And he accelerates smoothly, except when the vehicle is coasting and immediately after a cold start. The transmission works great. However, sometimes the first gear defends itself a little against engaging.

Landing gear:
Stable and stable again. Clearly, the chassis is mainly trimmed for flawless straight-line stability and high accuracy. That is vital with this motorcycle. But be careful, the Busa reacts somewhat sensitively to the soft setting of the suspension elements in super-fast corners. Who generally operate on the tight, uncomfortable side. Even with a pillion passenger, the frenzied falcon still moves completely unimpressed.

Everyday life:
There would be more! The elongated sitting position with deep handlebars and a large tank is not really comfortable. And the passenger doesn’t crouch particularly well either. Furthermore, wind protection, equipment and payload are poor. The light does not reflect the state of affairs in 2008 and offers too little overtaking prestige. The handling of the 264-kilogram bolide is not easy. Only the view in the mirrors and the range are great.

Security:
Not up to date. Releasing such a missile into the wild without ABS is a huge mistake, that’s it! Especially since the brakes require a lot of manual force and cannot be optimally dosed. Tea effect could also be better. At least the Busa never wriggles with the stem thanks to the steering damper.

Costs:
Expensive fun. The engine does indeed use fuel sparingly. But tires and insurance premiums are expensive. And 6000 maintenance intervals are damn annoying. Not cheap too

Price-performance:
At the time of going to press, Suzuki had not yet given a price. The new Busa will certainly be more expensive than the old one (around 13,280 euros) and than the B-King (13,635 euros).

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