Suzuki GSX 1300R Hayabusa

Suzuki lightly revised the GSX1300R for the 2008 model year, with a minor restyling of the bodywork, and fine-tuning of the engine's head, pistons and exhaust. Though the engine changes were relatively limited, they still yielded a large horsepower increase, and brought the bike into compliance with new noise and emissions requirements.

Planning

In 2004, market researchers from the US and Japan began working to identify which elements of the Hayabusa design had attracted so many buyers, discovering that, in spite of having its looks sometimes disparaged in print, customers were much enamored with the old Hayabusa. A redesign meant to strengthen the bike's appearance without departing much from the original found approval with dealers and focus groups. Underneath the skin, Suzuki decided to save considerable development cost by keeping major portions of the frame and engine unchanged.[23] This was because engineers had determined greater power was possible without a significant redesign of the old engine, even faced with the need to comply with more stringent noise and air pollution rules.[44] The target was to produce more than 190 bhp (142 kW) at the crankshaft,[26] and they delivered 194 hp (145 kW), an 11 or 12 percent increase over the previous output.[42][43][45] When the new Hayabusa was released, independent tests bore this out, with 172.2 bhp (128.4 kW) @ 10,100 rpm measured at the rear wheel.

Suzuki's Koji Yoshiura designed the look of the new Hayabusa. He had previously styled the first generation Hayabusa, as well as the Suzuki Bandit 400, RF600R, TL1000S and the SV650. For research, Yoshiura traveled around the United States to bike nights and clubs for a first hand look at the styling aesthetic of the Hayabusa custom scene, and was inspired as much by the look and build of the Hayabusa rider as their custom bikes. While the second generation is very close to the first in overall shape, and is largely dictated by wind tunnel tests, the raised lines and curves are meant to suggest a muscular build. Said Yoshiura, "I wanted to create a masculine form that complements a rider's muscular structure with hints of developed bicep, forearm and calves."[46]

Technical revisions

Engine changes consisted of an increase in stroke by 2 mm, enlarging displacement to 1,340 cc (82 cu in). The compression ratio was boosted from 11:1 to 12.5:1 and the cylinder head was made more compact and was given lighter titanium valves, saving 14.1 g (0.50 oz) and 11.7 g (0.41 oz) on each intake and exhaust valve, respectively. The valves were driven by a chain with a new hydraulic tensioner. The pistons were made lighter by 1.4 g (0.049 oz)[44] and used ion-coated rings and shot peened connecting rods.[26] The crankcase breather system had reed valves added to control pressure waves in the intake airbox, a way of avoiding power loss.

Fuel injectors from the GSX-R1000 were used, with smaller 44-millimetre (2 in) throttle bodies, called the Suzuki Dual Throttle Valve (SDTV) system. It has three selectable options of power delivery for a range of touring to wide open high performance.[43] The exhaust system was overhauled, using a 4-2-1-2 system, meaning four exhaust outlets merging into two pipes, and then joining into a single pipe before splitting into two enlarged, quieter mufflers, which added a few pounds of weight compared to the first generation Hayabusa. The exhaust also included a catalytic converter and an oxygen sensor in order to meet Euro 3 emissions requirements.

The suspension was upgraded with a 43 mm Kayaba inverted fork with sliders having a diamond-like carbon (DLC) coating. The rear shock is also a Kayaba, and the overall suspension is firmer than the previous model. The swingarm is similar in design to the old one, but was strengthened. Front and rear remain fully adjustable. The transmission was given a heavier-duty, slipper clutch. The final drive ratio was slightly lower, and gears 5-6 were spaced farther apart, and gear ratios 1-2 moved closer together.The suspension was upgraded with a 43 mm Kayaba inverted fork with sliders having a diamond-like carbon (DLC) coating. The rear shock is also a Kayaba, and the overall suspension is firmer than the previous model. The swingarm is similar in design to the old one, but was strengthened. Front and rear remain fully adjustable. The transmission was given a heavier-duty, slipper clutch. The final drive ratio was slightly lower, and gears 5-6 were spaced farther apart, and gear ratios 1-2 moved closer together.

Ergonomic and cosmetic changes for the 2008 model include a higher windscreen, and interlocking gauge faces with a digital speedometer and 3 new riding modes, as well as a new gear indicator and adjustable shift light. The fairing fasteners were hidden to uncomplicate custom paint work. The twin-spar aluminum frame was carried over from the previous version, and wheelbase, rake/trail, and seat height were the same, while overall length grew by two inches, and the taller windscreen added about ½ inch. Weight was saved by omitting the centerstand.

Technical improvements in the chassis include Tokico radial brake calipers, allowing smaller discs and therefore lower unsprung weight, translating into superior handling. Increased front braking power[42] necessitated a sturdier lower triple clamp. The rear brake caliper was moved to the top of the disc, giving a cleaner visual appearance. New 17 inch wheels were designed, using Bridgestone BT-015 radials taken almost directly from the GSX-R1000.

Other changes were a steering damper with a reservoir and dual cooling fans with a larger, curved radiator. Because of increased vibration from the longer stroke, the fuel tank was put on floating mounts. All told, the changes for 2008 resulted in a dry weight of 490 lb (222 kg), 5 lb (2 kg) heavier than the prior generation.

Other developments

Suzuki has dropped the GSX1300R designation in some countries and simply called the motorcycle the Hayabusa.

In October 2009, the company celebrated the tenth anniversary of the Hayabusa in Santa Pod raceway where more than 500 owners of Hayabusas converged. Many events were organized and prizes were distributed to people who visited the event.

There were no changes through the 2011 model year except new colors.^[48]

Alongside the second generation Hayabusa, Suzuki developed the new B-King, a naked bike in the streetfighter mold, using the same engine but with a different intake and

 exhaust.

Introducing the 2008 Suzuki Hayabusa. This iconic model returns delivering an entirely new level of balanced performance, redefining the ultimate sports class. It combines seemingly effortless acceleration, wind-cheating aerodynamics and now the three-way selectable engine mapping to suit a rider’s personal preference.

The engine is updated to reach new levels of efficiency and smooth drivability, with more displacement and broader torque throughout the rpm range, a better power-to-weight ratio and lower emissions.

For 2008, Suzuki decided to give the bike a comprehensive makeover, so the Hayabusa’s inline-four had its capacity upped to 1340 cc / 81.7 cu-incc, compression ratio went up to 12.5:1, lighter, aluminum-alloy pistons were used in the engine, the fuel injection system got a brand-new ECU and power went up to a measured, real-world 167bhp at the rear wheel! Suzuki claim 194bhp@9500rpm, at the crank.

Row through the Hayabusa’s six-speed gearbox in anger, and the 245-kilo bike will accelerate from zero to 100km/h in less than three seconds – and then go on to hit a top speed of about 290-300km/h.

Riding a stock 2008 Hayabusa, Aaron Yates of Jordan Motorsports did the standing quarter-mile (400m) in 9.95 seconds. And you probably don’t have to be drag racing god to do this – journalists from a dozen motorcycle magazines have done the 400m sprint in anything between 10.10 to 10.75 seconds, on stock Hayabusas.

New

• Redesigned instrument cluster now features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator.

New Engine

• New 1340 cc / 81.7 cu-incc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
• New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
• New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
• New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
• New lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions.
• SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise
• New ventilation holes at the cylinder skirt for reduced pumping losses and increased performance
• High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.

• New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations
• New Shot-peened chrome-moly steel connecting rods for maximum durability
• Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
• Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
• All new aggressive aerodynamic fairing design with low drag coefficient retains it’s signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis
• New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions.
• Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter
• Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength
• New bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output
• New radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
• Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc
• Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control
• Passenger seat and rear subframe are lowered for improved passenger comfort
• Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place.
• Newly designed vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling.
• LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish

From the beginning, Suzuki's Hayabusa has been all about standing out from the crowd.

Since its debut in 1999, the Hayabusa's over-the-top styling and prodigious top speed have made it unlike anything else on the street. That the Guinness Book of World Records lists the Hayabusa as the world's fastest production motorcycle doesn't hurt either, especially because Japanese manufacturers have since electronically limited their motorcycles to 299 kph (186 mph), making future comparisons impossible.

The 'Busa has become nothing short of a modern motorcycling icon, a 10,000-a-year seller and a rock star at bike nights across the country, where they're often decked out in one-off paint and customized with everything from NOS bottles to extended swingarms.

The 'Busa's broad appeal
Some major motorcycle manufacturers have recently appointed executives to the task of reaching out to minorities and women, to broaden the market for their motorcycles. But Suzuki already has an established hit with the Hayabusa.

Suzuki says 37 percent of Hayabusa buyers identify themselves as minorities. It doesn't hurt that famous athletes such as Shaquille O'Neal own Hayabusas and that rap artists have featured the bike in their videos.

Suzuki says Hayabusa buyers are a diverse lot beyond ethnicity, too. Twenty percent are between ages 18 and 29, but another 20 percent are between 45 and 59.

So when it came time to update the GSX1300, Suzuki's designers took the logical approach: They took everything the Hayabusa does well and maxxed it out.

As the world's press discovered at the bike's intro at Great Lakes Dragway and Road America Raceway in Wisconsin, Suzuki engineers have created a bike that can do a quarter-mile pass in the 9s, bury the speedo at 180 mph on the racetrack and still be a surprisingly manageable streetbike.

Changes for '08 start with the engine. Instead of a full makeover, engineers stroked the motor 2 mm to increase displacement from 1,298cc to 1,340cc and bumped compression from 11.0:1 to 12.5:1. Valves are now titanium and lift was increased on both the intake and exhaust sides.

The curved radiator is new and is fitted with two electric cooling fans. Throttle bodies now sport two butterflies, with a computer controlling the downstream valve and the rider controlling the other. Engine power is said to be up 12 percent, to a claimed 194 horsepower.

Tune your powerband on the fly
Remember when you had to peel off bodywork, disassemble a row of carbs and install new jets if you wanted to change the tune of your engine? How quaint. Now Suzuki lets you push a button.

Located on the righthand control housing is the Suzuki Drive Mode Selector switch, which debuted on the 2007 GSX-R1000. This three-position toggle lets the rider swap among A, B and C injection maps on the fly for a hard, medium or soft power curve.

The Hayabusa version works differently from the GSX-R1000's, which mainly affected the upper 4,000 rpm of the rev range -- appropriate for a racebike. Switching maps on the Hayabusa shifts the entire horsepower curve up or down, making a difference at all rpms. That works better on the street, when you need to back off the power a little because of wet roads, cold tires, or other traction considerations.

Helping control that power is the Suzuki Drive Mode Selector, similar to the system introduced on the 2007 GSX-R1000 sportbike (see sidebar, right).

As for styling, Koji Yoshiura, who also designed the original Hayabusa, said he was influenced by a visit to the United States, where Suzuki collected opinions from riders at bike nights and sportbike gatherings. Prior to that trip, he was leaning toward a sleeker, more slimmed-down look. Instead, based on the input from owners, the 'Busa's muscular and beefy look was accentuated.

Viewed on its own, the new bike is obviously a Hayabusa. But when it's compared side by side with the previous model, the differences jump out. Ultimately, the new design does what many thought was impossible: It makes the old 'Busa look conservative. The '08 model continues the grand Hayabusa tradition of looking like nothing else on the road.

My first minutes aboard the new 'Busa were for two runs on the drag strip. My rookie launches resulted in quarter-mile times in the low 11-second range, with several riders dropping into the low 10s—all with no experience on the bike. After five runs, Jordan Suzuki AMA Superbike pro Aaron Yates managed to drop just into the 9s, and that was on an allegedly stock bike. Impressive.

From the drag strip, we left for the street ride portion of the intro. The following 160 miles of asphalt gave me more time to appreciate the re-designed dash, which updates the original nicely while keeping both an analog tach and speedo. It also gave me a chance to get a feel for the bike in the real world: construction zones, 45 and 35 mph speed limits and small-town traffic. While not exactly an A-list route, these roads did prove that the Hayabusa has surprisingly predictable and relatively nimble street manners for a 485-pound bike with an 58.3-inch wheelbase.

The 'Busa is exactly the opposite of what I'd expect from a 9-second production bike. Its broad torque curve makes it downright docile at legal speeds, especially with the drive-mode selector on C, which would be perfect for wet roads or cold tires.

And if that's too docile for you, all it takes is moving the switch from C to A and twisting the throttle. No matter which gear you're in, the bike will launch to the horizon faster than you can say "speeding ticket."

Living with this bike would take pallet loads of self-restraint.

But luckily, on the ultra-fast straights of Road America Raceway, which we visit on the second day of the press intro, we don't need no steenking restraint.

Reaching an indicated 160 mph on the front straight is absurdly easy. And with only a little fear management involving turn one approaching at more than 270 feet per second, it's possible to max out the 180 mph speedo. Luckily, the redesigned radial-mount brakes are excellent, with great feel and power. A slipper clutch makes downshifts drama-free. And just in case things do start to get a little out of shape, the Hayabusa comes stock with a steering damper.

As I left the track, I felt like I could relate to a lot of 'Busa owners, who probably tell themselves, "I never plan to go that fast, but hey, if I ever need to…"

And that's kind of the point of the 'Busa. It's not that you necessarily need this kind of power, but it sure is nice to have it available, especially when you don't have to make any streetbike concessions to get it.

Source Amadirectlink.com