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The most aerodynamic Suzuki bike ever built, powered by the largest-displacement, most powerful 4-cylinder street sportsbike engine ever built by Suzuki. The Hayabusa, named after a Japanese falcon that can cut through the wind and reach top speeds over 300 kph, is built for performance, with distinct free-surface reflector/projector dual headlamps flanked by large, power-boosting SRAD intakes; a sophisticated digital fuel injection system; and a race-proven twin-spar frame cradling the compact engine. Hayabusa. A class of one.

Experience the new motorcycle category called Ultimate Sport.



The 1,299cm3 inline-Four, - the most powerful production motorcycle engine ever made by Suzuki - built with lessons learned from unlimited-class racing. Features include large, narrow-angled valves, compact TSCC combustion chambers, SCEM-plated aluminum cylinders, and a crankshaft-driven balancer shaft.

Digital electronic fuel injection system with 8-trigger-pole crank-position sensor for extra precision. To reduce emissions, Suzuki PAIR (Pulsed-secondary Air-injection) minimizes unburned hydrocarbons by introducing fresh air into the exhaust ports.

Suzuki Ram Air Direct (SRAD) intakes placed near the point of maximum air pressure, integrated turn signals positioned and shaped to enhance the ram-air effect, large-capacity airbox, and straight, downdraft intake tracts together deliver a significant boost in horsepower, torque and acceleration.

Large-capacity, back-torque-limiting 150mm-diameter clutch delivers smooth, predictable engagement with a light lever pull.

Dual headlamps, with a free surface multi-reflector low beam above a 70mm projector high beam, produce a wider, brighter light pattern in a compact package.

Precisely shaped fairing and bodywork, together with the compact, low-positioned engine and slim headlamps and thin instrument cluster, give Hayabusa the lowest CdA of all Suzuki streetbikes.

Twin-spar frame built with race-proven technology; braced aluminum swingarm.

43mm inverted fork comes with adjustable spring preload, compression and rebound damping, and uses aluminum internal components to reduce weight.

Piggyback-reservoir rear shock, with adjustable spring preload and compression and rebound damping.

120/70-ZR17 front and 190/50-ZR17 rear radial tires on hollow-spoke cast-aluminum wheels.

Floating-mounted 320mm front disc brakes with 6-piston calipers; 240mm rear disc brake.

Convenience features include an underseat compartment for an anti-theft U-lock, bungee-cord hooks on the grab bar and passenger footpeg mounts, large-capacity maintenance-free battery, hinged fuel tank for easier maintenance, plus an optional centerstand.



Engine type 4-stroke, 4-cylinder, liquid-cooled, DOHC, TSCC

Piston displacement 1,299 cm3

Bore ~ stroke 81.0 mm ~ 63.0 mm

Compression ratio 11.0 : 1

Carburetor Electronic fuel injection

Starter system Electric

Transmission 6-speed constant mesh

Drive system Chain, 112 links

Overall length 2,140 mm (84.3 in.)

Overall width 740 mm (29.1 in.)

Overall height 1,155 mm (45.5 in.)

Wheelbase 1,485 mm (58.5 in.)

Ground clearance 120 mm ( 4.7 in.)

Seat height 805 mm (31.7 in.)

Dry mass 215 kg (474 lbs.)

Suspension: front Inverted telescopic, coil spring, oil damped, adjustable spring preload, compression and rebound damping

Suspension: rear Swingarm type, gas/coil spring, gas/oil damped, spring preload, 5-way adjustable, adjustable compression and rebound damping

Brakes front: Disc, twin

rear: Disc

Tyres front: 120/70 ZR17 (58W)

rear: 190/50 ZR17 (73W)

Ignition type Electronic ignition

Fuel tank 22.0 L (5.8 US gal.)

Body colors CN4: Candy Velvety Red / Metallic Urban Gray

CN5: Pearl Suzuki Deep Blue / Metallic Sonic Silver

M9T: Metallic Saturn Black / Metallic Light Charcoal

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actually, I like the 'chromed' busa....unfortunately, the singaporean painters ain't that good.... there are some really nice designs the americans have done for the busa.....

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Guest Gixxer1

Still the King

hayabusa is the name of a bird that hunts down blackbird!


Suzuki is out to 'eat' the Hondas!!!



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Guest Gixxer1





Hayas babe

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In the original colour scheme, the gold one is still the best.... unfortunately, only one year.....the first year.....


The new schemes are nice too...especially the new black one......

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The bronze one is not a limited edition.... its just the first color scheme...every year, they change color schemes...... but the bronze one is still the most striking......N-I-C-E....

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The bronze one is not a limited edition.... its just the first color scheme...every year, they change color schemes...... but the bronze one is still the most striking......N-I-C-E....

oh okay tot it a limited edition haha

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400 BHP Hayabysa


Paul Richardson has a Hayabusa. It makes 348bhp. He isn’t finished yet. He wants it to make 400bhp.


And it’s road legal… sort of. It has topped 216mph at Elvington, Yorks and the secret is… well owner Richardson, from Hull isn’t saying


The bike could be famous soon – it’s being lined up for a crack at Britain’s land speed record for a road-going production bike. This currently stands at 217mph.


Richardson said: " When it’s finished, it will break the record without any problem. "


" I have the skills, the equipment and the backing to put it beyond 400bhp and reach more than 240mph. "


And it will remain a road-going machine throughout the whole process. " I’ve bought my road tax for the next 12 months and I’m not wasting that money, " Richardson said.


Suspension specialist Maxton Engineering is designing a whole new set-up for Richardson and a new JMC swingarm is on the way, along with Dymag wheels.


The engine uses reprofiled Kent Cams, there’s a stainless steel exhaust from local specialists Wunoff and gear changes come courtesy of a Racegadgets quickshifter.


Stopping power is boosted with steel-braided brake lines from HEL Performance and the clutch has been strengthened by U.S. firm MTC Engineering.


Richardson estimates the project will have eaten up £20,000 by the time it hits the magic 400bhp, although much of that has been provided in sponsorship.


Richardson has already been through six rear tyres since the project began four weeks ago! He said: " Sometimes we can measure how long they last in days rather than miles. But when we are using them on the road, they last brilliantly. "


Think he can break the record? Fancy riding a brute like that on the road? Have your say in TALK BIKES, you’ll find a thread in TALK NEWS, called 400bhp Busa.

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An article about the WORLD'S FASTEST BIKE dated 22 March 2000


http://www.motorcyclenews.com/content/images/Bikes/Group_Road_Tests/images/00057712.jpg http://www.motorcyclenews.com/content/images/Bikes/Group_Road_Tests/images/00057713.jpg http://www.motorcyclenews.com/content/images/Bikes/Group_Road_Tests/images/00057714.jpg



ONE thing’s for certain. The Kawasaki ZX-12R is the most powerful production bike we’ve ever had on the dyno. It’s also one of the greatest road bikes of all time. But it isn’t THE fastest.


Congratulations Suzuki. Get out your polishing cloth and dust down the top-speed trophy. It looks like it’s set to stay in your cabinet for a very long time.


Even though the ZX-12R produces an outrageous 180bhp at the crank – a figure that would have seemed impossible for a production machine a couple of years ago the Hayabusa remains the ultimate bike for the highest figures on your speedo – by a clear 7mph.


A crisp morning in Leicestershire gave us all the answers…


We are at Bruntingthorpe, one of the few places in the country where you can get a genuine top speed out of the world’s fastest production bikes. It’s cool, but bright. Except for a sidewind, the conditions are almost perfect.


The big question on the lips of the assembled MCN crew is whether or not the ZX-12R will beat the Busa over the two-mile straight.


For the first time we have them together on the same day with the same rider in the same conditions.


There’s a buzz of excitement as the first bike comes into view. It’s the benchmark all others will be measured against... Suzuki’s Hayabusa. This is the machine most people feel has the most to lose. It is the current speed king – the one the Kawasaki’s gaping mouth and outrageous power was always thought to be chasing after.


Each bike is given four chances to rush through the timing lights as fast as possible with the same rider on board. Test rider Kev Smith, a 10 stone racer who’s been tucking in behind fairings at Bruntingthorpe for the past eight years, is the man to bring you those all-important numbers.


We can’t see it yet, but we can certainly hear the Suzuki taking one gear after another just a few seconds apart as the revs climb ever skyward. Sixth gear is engaged and the wail of the bike’s engine being sung to the red line is broken with a roar of wind noise followed by a brief moment of silence and then it’s there, leant over slightly to counteract the sidewind. Just a few feet from where we’re standing the Busa trips the lights leaving a V-shaped trail of stones and dust in its wake. And the result? At 12.36pm the GSX1300R clocks in at 189mph.


Next up is the Super Blackbird, the bike which originally took the mantle of the world’s fastest production bike from Kawasaki’s ZZ-R1100. It’s not likely to win the battle of top-speed supremacy today, but you simply can’t ignore it. Especially when it’s approaching at a blindingly fast speed. The gleaming blue paintwork blurs past the lights with a slightly deeper howl than the Hayabusa. It looks like a good run... and it is. The result? At 12.40pm the CBR1100XX records a very respectable 180mph.


And now it’s the big one. Ladies and gentlemen, the one we’ve all been waiting for on her maiden voyage. A slightly higher-pitched roar shatters the eerie silence of the airfield. We run over to official timekeeper Robin Hutton and his array of high-tech gear as the bike’s engine noise shifting up at 11,000rpm is drowned out by the roar of the aircraft engineer-developed aerodynamic bodywork slicing its way through the air. For a split second the shape of Smith with his head flat on the tank is visible as the Kawasaki weaves its way through the lights. The wind is upsetting the bike, something Kawasaki’s fastest bikes have all suffered from since the ZZ-R1100.


Blink if you dare



My experience running the bike through the lights on a sighting run earlier tells me it’s not a nice feeling. It’s forcing Smith to lean over to the right to stay on line and putting the Kawasaki into a weave which makes it feel as though the front tyre is going to wash-out. Putting your weight back in the seat to get as flat as possible behind the screen and getting your chin in the purpose-made indent in the tank only makes the rear suspension squat more and the weave gets worse. At 180mph-plus you don’t need that. Smith has done his best to keep the thing in a straight line, but it’s a struggle.


You can’t tell which is the fastest production bike in the world with the naked eye. We hover anxiously around Hutton to await his verdict. And the result? At 12.46pm the ZX-12R trips the lights at 182mph. That’s it then, the Busa is 7mph faster. Period.


But it’s not all bad news for the Kawasaki. It’s faster than either bike to cover the quarter-mile dash – going from 0-144mph in just 10.04 seconds, compared to the Busa’s best of 0-143mph in 10.40s and the Blackbird’s 0-136mph in 10.31s. It’s obvious why the Kawasaki is quicker in the quarter mile as soon as you attempt the perfect launch. Try getting the Suzuki off the line and it wants to rip its rear tyre off the rim as soon as you dial in some revs. As the needle nudges the red line the rear BT56J spins up momentarily as second gear is engaged. And that’s when it’s well on its way to doing 100mph. After just four runs the Busa’s rear tyre has gone from a nearly new and expensive Bridgestone to one that’s almost illegal. You need shares in tyre firms if you’re going to keep this one in rubber.


Launching the ZX-12R and the Blackbird is less daunting. The Honda’s rear BT57 digs in hard and with a hint of a wheelie it’s a pretty relaxed affair. Well, as relaxed as sprinting a quarter-mile on an 1100cc motorcycle can be.


You can almost hear the ZX-12R trying to tear up its 200-section Dunlop rear, but it hangs on in there with only a hint of wheelspin as the mid-range kicks in. Like the Hayabusa’s BT56Js, the ZX-12R’s D207s are specially made for the bike. It’s impressive stuff.


So what we have, in the ZX-12R, is a bike that accelerates quicker than its rivals, has more power, must be as aerodynamic, yet loses out in the race to be the fastest production bike on the planet.


What’s all that about, then?


Even Kawasaki UK is unable to tell us if the ZX-12R they supplied to us had been restricted on top speed to come into line with a voluntary speed limit of 186mph. The fact that Kawasaki recorded an independently verified 190.8mph in a behind-closed-doors test at a former RAF base certainly suggests ours may be artificially held back.


But the only way to get an accurate picture of which bike is fastest is by riding them back-to-back in identical conditions, exactly what happened in our test. There was no evidence to suggest the Busa was restricted. And it did tear through at a speed which stuck two fingers up to Brussels.


Back in the real world, where ultimate top speeds like these are only a dream, it’s a different story. One that’s not based around a two-mile runway, but the places you ride: Roads full of of speed cameras, bumps and corners. Here the Kawasaki’s 7mph top speed deficit is irrelevant.Its 165bhp at the rear wheel means overtaking anything on the road is simply a case of locking on to your target and twisting the throttle.


An R1 or GSX-R will corner faster and stop better, but nothing beats the rush of a big engine trying to tear a rear tyre to pieces. The ZX-12R will simply obliterate the sportier side of biking in a straight line and won’t be too far behind on back roads.


Quite simply, there’s no other bike that’s so easy to overtake on or leave in top gear and munch roads at a scary rate. A twist of the throttle and a keen eye for what’s coming up on the horizon are all it requires.


The ZX-12R is set to become a legendary bike like the ZZ-R1100 before it – even though it’s basically copied Suzuki’s cook book.


Kawasaki has taken what the Hayabusa started and built a stupidly powerful machine that handles almost like a sports bike rather than a slimmed-down tourer like the Blackbird.


But it’s not only the way the bike rides that makes it so appealing. You can almost forgive the Hayabusa for being so ugly because of what it is. The smart new colourscheme helps, but you can’t deny it’s still a bit Mr Blobby.


The Blackbird’s shape is now so familiar that it’s hard to believe people turned up their noses at its pointy snout when it first hit the streets in 1996. In fact, the Blackbird has grown over time into a decent-looking bike, especially in the bright blue we’ve got for the test.


But the Kawasaki holds the trump card on styling. It looks far sleeker – helped by the single pipe, instead of the heavier looking twin cans on the Busa and Bird. And things like the bizarre monocoque chassis – which runs over the top of the engine and includes the airbox as part of the frame to make the bike slimmer – are almost forgotten with the bodywork on. The huge black mirrors taken straight out of Star Trek are harder to forgive. They work brilliantly on the road, but they are pig-ugly.


Like the aerodynamic fins on the fairing and deflectors on the sides of the fork legs, the mirrors are designed to cut through the air with minimum turbulence. I’m sure most owners would be prepared to lose a couple of mph to have mirrors that don’t look as though they’re fresh from an LSD-confused art student’s head.


Mirrors and fins aside, the Kawasaki looks fresher and sharper and feels it the moment you sit on board.


It sits between a full-on sports bike and something like the old ZZ-R, now clearly part of the sports touring world.


The riding position was designed with aerodynamics in mind – sitting you well behind the screen and out of the wind.


The Kawasaki feels a lot narrower than the others, but it’s also a lot taller. The Busa sits you down low, but has high pegs which make it a little cramped in comparison. The Blackbird is also low, but it’s far more comfortable.


Despite the Kawasaki’s extra height, average-sized riders will feel at home right away. The riding position is less radical than the Suzuki’s and it’s very comfy – even if the anti-slip seat feels a bit wooden to start with.


Turn the key and you get the clocks reminding you they work and spinning round the dial to 240mph and past the red line on the rev-counter. It’s an idea nicked from the Hayabusa and one that seems to have become the must-have gimmick new bikes. If chrome is the new carbon then dancing clocks are the new digital. But Kawasaki doesn’t neglect the LCD side of things. There’s a digital temperature gauge, fuel gauge, clock and two trip-meters. All you need for a trans-continental blast.


There’s also a fast-idle lever which gets the fuel injection going from cold and the bike fires up with an almost car-like noise from the fat silencer as it warms up.


The gearbox feels a bit sloppy, but the same can’t be said for the engine. Stacks of grunt comes in low-down and go on for ever. It’s not quite as strong as the Hayabusa at the very bottom, but by the mid-range it’s goodbye Honda and Suzuki.


I’d already ridden the Hayabusa and Blackbird for the best part of a day each on the same test route. Both are very capable bikes and outrageously fast. But nothing prepared me for the sheer force of acceleration on the fearsome Kawasaki.


As I pulled out of a junction behind the Blackbird, I feathered the throttle and sat right on the Honda’s tail light through a set of tight corners. The cornering advantage was massive, with loads of feel from the front tyre compared to the obvious struggle the Honda rider was having with the bike heeled over and the footrest scraping.


With the ZX-12R able to cope with the corner with no danger of touching down, at least at this pace, I waited for the Honda rider to get on the power before unleashing the Kawasaki’s full horses.


As the road straightened out I nailed the throttle and the head start I’d given the Honda evaporated. As the Kawasaki reached 8000rpm the Honda was well in my sights, but by the time I hit higher revs it felt like I’d been fired past the Blackbird. The Suzuki was close behind, but I was easily pulling out a lead and the Honda rider was choking in rubber and exhaust fumes.


I’ll make no excuses for the first words that came to my lips as the rear suspension squatted and the front wheel skimmed the Tarmac, inches off the ground. I’m sure you can imagine – the sort of thing you utter in moments of astonishment and joy – so I won’t repeat them in print. Let’s just say that by the time I’d got to the end of fourth gear my licence was at severe risk.


Few bikes make you shout out loud with excitement like this. It commands respect and it’s all too easy to light up the rear tyre despite the phenomenal grip from the 200-section Dunlop. Having said that, it can also be a big pussy-cat if you’re easy on the throttle.


At the end of the straight the Tokico brakes – as also fitted to the Hayabusa – meant I didn’t have any worries about scrubbing off my immense speed. They’re plenty powerful enough for this kind of behaviour and there’s a nice fluid motion from the forks as they take up the slack on the entry to a corner.


Getting into the corner is less of an effort than on the Suzuki, even if the braking is about the same. It is much less scary than with Honda’s linked brakes. Once off the brakes the Kawasaki turns in faster than either of its rivals. And that’s saying something because, despite the Hayabusa’s bulbous looks, it really handles.


Once in the corner the Kawasaki’s suspension feels slightly softer than the Suzuki’s and it’s much easier to hold a line all the way around then get the power down on the way out. Although it puts down 5bhp more than the Hayabusa, the ZX-12R is less likely to spin its tyre up on the way out under very hard power.


What it is more likely to do is get a bit lively at the front. A few times its steeper geometry made the handlebars start dancing their way out of a bumpy corner, while the Suzuki was totally trustworthy. If you get even a slight wiggle from a Hayabusa’s handlebars you need to race in the Isle of Man TT.


But that’s one of the Kawasaki’s few niggles and partly explains its high-speed instability problem at Bruntingthorpe, though it never weaves on the road – it just gets a bit slappy now and then.


In fact, although you could happily go R1-baiting on the Suzuki, the Kawasaki is a much more balanced and sportier feeling package. From A-to-B you’d get there faster on the Kawasaki unless you had a significant number of flat-out straights in between.


Don’t dismiss the Blackbird. It might be harder to flick around, but the wind protection is great and it’s very refined. It’s a bit tame in this company, but the Honda still has enough grunt and top-end rush to put most bikes to shame.


The Suzuki is easy to ride, even if it requires a bit more footwork than the ZX-12R, but the Kawasaki does everything slightly better – barring that top speed thing.


Given the choice we’d take the Kawasaki. It’s one of the bikes of the new millennium. You could ride to the South of France in total comfort, tackle a track day and blitz all-comers at a run what you brung. What more could you want?

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Guest GuiNNeSS
have you seen the haya at looi's yet??? Wanna go tomorrow???


I want to go!!!!! What time u going? Give us a shout when u are going....



PS: did you scan the monkey from your t-shirt?

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Guinness, you are a funny one.....


Anyway, the ZX12R has always been faster in the mid range department. but at high speeds, the bike loses its stability.....and the rider has then to compensate on the steering thus losing top end speed........ from the spec alone, you can see that the ZX12R has a more powerful engine but have spoken to a previous owner of a ZX12 (and current owner of 2002 haya) and he says that the haya is much smoother......


The haya's pick up, though not as fast is actually PLENTY FAST.....for me anyway....

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Guest Gixxer1

Once you see the copper haya,

you'll know that it'a a haya even at a short glance.

It's just too original!

only the original fits the color scheme



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when I first saw the bronze haya, I thought it was butt ugly..... but then I had the pleasure of looking at an actual one......and man, the pics just don't do the bike justice.....


I was in AMK a few days ago though and saw a bronze haya with three boxes and a pillion....the pillion wasn't so bad but the boxes.....that really spoilt the bike's looks....plus all the boxes were black.....no colorings..... what a waste....but I suppose its more practical........ but than again, if you were practical, then a ST would be a better choice....or a Beauville.... just ask guniness...........

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Guinness, you are a funny one.....


Anyway, the ZX12R has always been faster in the mid range department. but at high speeds, the bike loses its stability.....and the rider has then to compensate on the steering thus losing top end speed........ from the spec alone, you can see that the ZX12R has a more powerful engine but have spoken to a previous owner of a ZX12 (and current owner of 2002 haya) and he says that the haya is much smoother......


The haya's pick up, though not as fast is actually PLENTY FAST.....for me anyway....

Greg i got the magazine that compares hayabusa , ninja ZX12R and the black bird

the 0-100km hayabusa is the fastest at 2.47seconds follow by ZX 12 R at 2.6seconds and the black bird last but still an impressive 2.8 seconds

so pickup and top speed ,i think still belong to the hayabusa but mid range and concer belong to ZX 12R ... correct me if i'm wrong

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