Hayabusa

[Ah Teck]

Suzuki Hayabusa (Freaky Falcon II) 2002 GSXR1300 Intercooled Turbo-340

 

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.

A short while ago a turbocharged Hayabusa, installed with appropriate gearing and with turbocharging pressure set to maximum so to obtain a power in the region of 400 bhp, has attacked the mile base land speed records, with six certified record runs at over 225 MPH and a best run at 234.375 MPH, equals to 377.191 KMH. It should be noted that these results will soon be bettered as they were obtained in the absence of a boost pressure regulator, the rear tyre still smoking when changing gear from 5th to 6th!

This is a standard off the production line GSXR1300, just before fitting parts

[Ah Teck]

Now the fun part, do the following...

Here she is 340 Bhp to rear wheel and +240 Mph ?. Landspeed record in the UK is just 234mph. A real toy for the boys :-) the elusive Hayabusa Turbo. What does a person do when they have just purchased the fastest production bike in the world? go out and fit a MC-Express turbo kit with HKS Super Sequential Blow Off Valve, RAM single Sided Swinging Arm and Marchesini Grand Prix and derestrict her of course!!! This should be ready for July. Bike has now been delivered, I am running her in and at about 600 miles she will have her first service, the turbo, arm and wheels will be fitted shortly after

http://217.33.73.68/private/images/hayabusa003_seethru.jpg

[Ah Teck]

Suzuki Hayabusa 2002 GSX-1300R Turbo-340

Parts List

Suzuki Hayabusa 2002 GSXR1300 derestricted

Frasers of Gloucester

+44 1452 525 128

Neil Fraser

 

MC-Express Intercooled Turbo Kit

MC-Express

[email protected]

http://www.mc-xpress.com/

+46 9 11 20 20 05

Erik Marklund

 

Front & Rear Wheels - Marchesini Grand Prix

RAM

[email protected]

http://www.ram.mc/

+37 7 97 70 80 00

Arnold C. "Dino" CAPPA

 

Single Sided Swinging Arm

RAM

[email protected]

http://www.ram.mc/

+37 7 97 70 80 00

Arnold C. "Dino" CAPPA

 

Clear Rear LED and Turn Signal Lights

Clear Alternatives

[email protected]

http://www.clearalternatives.com

+001 702 293 0537

Tobin

 

Source of inspiration

http://www.webbrilliandt.com/dave's.htm

Dave Brilliandt

[Ah Teck]

Many thanks to Dave and Dino for all their help with this project.

In his own words...

"This bike is incredible. No... It is NOT an on-off switch. If you can call a bike like this controlled...it IS...as controlled as you twist the grip, and that is the key...application and control. The INTERCOOLED MCXpress Turbo spools early, I can see boost building at 2,800 rpm, by 3,500 it is on it's way in an exponentially rate of rise. Make no mistake you are at ludicrously fast speeds in an unbelievably short time...at 6,500-7,000 rpm you better be in full tuck cause your facemask is resting on your nose and your 1.5 mm thick, full armored leathers are flapping like tissue paper and you're thinking, "I need a tighter jacket or a one piece full-racing leathers instead of this 2 piece sport touring stuff."

You reach the far side of scenery blurring triple digits...ludicrous speed...well before you have the time to realize you've been holding your breath, and then you do...breathe...and you realize you are in the EYE of the storm. It is calm, the bike is solid, controlled...it is only the world that is passing by you in a vortex, a rush of wind your body could not resist...and you feel comfortable enough to look at the speedo and blink, ...geezus!...and blink...again...then quickly look up again, because that's where your eyes need to be. "

"But this bike is not just about straight line speed...it has no extended swing arm (the RAM is 3/4 inches longer than stock). It is not a full out drag racer, instead it TURNS in too...very nicely I might add, noticeably different and better than the already, and often underestimated ability of a stock Busa. The RAM Single sided swingarm and Marchesini magnesium wheels serve to make the SST Busa very respectable in the twisties...but it IS a Turbo, and you must always be respective of where your rpm's are.

It is as not as difficult as you would imagine. In fact, the adjustment in riding comes with more time on the bike. (Yea, don't compare it to a GSX-1000, I know, I have one and an R6 before that). The SST does the corners just fine thank you, it is a DIFFERENT class of bike. It is a bike that rewards your abilities, makes you better, and more aware cause it is potentially less "forgiving" of misjudgement. It is a challenging ride...and like NO other. " Dave Brilliandt

[Ah Teck]

Visit Dave's fantastic website for more great pictures and in his own words what it is like to travel at warp speed :-) ttp://www.webbrilliandt.com/dave's.htm

MCXpress Turbosystems

- 340hp street/strip system

- Stainless Header

- Custom made underseat stainless exhaust pipe system

- Custom swayed big volume intercooler

- Custom made plenum with secondary fuel rail

- 4 additional fuel injectors mounted in plenum

- MCXpress racing fuel injection controller

- Intercooled Mitsubishi tdo4hl-16t turbocharger with integrated wastegate.

- HKS Super Sequential Blow Off Valve

- Boost compensated fuel regulator Fuel pump

- Adjustable cam sprocket for intake cam

- Base spacer

- OEM head gasket all hoses, fittings, nuts and bolts.

The maximum level of power is function of the user chosen value of turbocharging pressure. The power value can thus be changed at will by screw adjusting the length of the wastegate valve operating rod.

The turbocharging pressure normally used is below 1 bar (14.5 psi) which, although modest, enables an engine like that of the SUZUKI GSX 1300R Hayabusa to develop a power of 150 horses at 5000 rpm and over 300 horses at 9000.

If higher levels of power are needed, as for instance in the case of drag racing, by adjusting the turbocharging pressure at 1.4 bars (20.5 psi), the power increments to over 360 bhp.

This is a picture of what the Freaky Falcon II Busa's rear will look like, Dave Brilliandt SST with swinging arm installed.

http://217.33.73.68/private/images/SST_rt_low.jpg

http://217.33.73.68/private/images/SST_Exhaust2.jpg

http://217.33.73.68/private/images/turbohayabusa5.jpg

http://217.33.73.68/private/images/turbohayabusa4.jpg

http://217.33.73.68/private/images/turbohayabusa2.jpg

[Ah Teck]

http://www.powercommander.com/images/312-311_s.jpg

powercommander for the haya

[Ah Teck]

Limited Edition Midnight Falcon Special

http://www.koups.com/sales/suzuki/images/2002_models/hayabusa_limited.jpg

[Guest GuiNNeSS]

Limited Edition Midnight Falcon Special

http://www.koups.com/sales/suzuki/images/2002_models/hayabusa_limited.jpg

 

Why didn't Suzuki just call this edition "Blackbird" ? HAHAHAHA....

[Greg]

Jail Bait

Big-bore sports-tourers compared

Honda Blackbird vs BMW K1200RS vs Suzuki Hayabusa

May 2000

 

http://www.dropbears.com/m/models/roadtests/images/jailbait3.jpg

 

Spannerman was on the phone, more than a little excited about being cut loose with a serious test bike. “It’ll do 130 in first!” he squawked on morning one. Morning two: “It’ll do 180 in second!” Because you can launch happily in second on the Hayabusa, you could, in some states, go direct from your driveway to jail without having to change gear...

 

We got this group together for the annual Australian Motorcycle Trader Naracoorte Run, which was a big success. Hundreds of good people, a slick band and great food — all in South Australia’s Coonawarra winery district. The bikes were three of the ultimate litre-plus sport tourer offerings: BMW K1200RS, Honda CBR1100XX Super Blackbird and Suzuki GSX1300R Hayabusa.

 

Here we go

We’ve had a number of opportunities to play with all three bikes in various situations over recent times, and the Naracoorte Run provided a chance to put them together with a mixed batch of riders, over terrain varying from severely boring to sports stuff over a few days and around 1300km. Yep, comprehensive.

 

All three machines qualify as outrageously excessive — supremely powerful, capable of mauling 16 cents-worth of sports rubber per kilometre when used in anger, able to shoot their way to 200kmh-plus speeds quicker than anything with four wheels priced this side of $300,000 and, ironically, easy to use.

 

I’ll add a caveat to that. Which is that any 250-kilo-plus motorcycle with in excess of 130 horses is not for the beginner, or even the archetypal 40-plus rider getting back on a bike after a 20-year absence. The sheer forces — whether braking, accelerating or cornering — they can create are beyond normal experience. While the pressure required at the controls to produce those forces is slight. These are bikes which deserve respect, or they’ll bite. Hard.

Let’s have a look at them, starting with the BMW. The K12 is BMW’s most powerful motorcycle to date, with a claimed 130ps (97kW) at 8750rpm and 12.0kg-m or torque at 5500rpm. Not awesome urge, if you compare it to the Suzuki’s 45ps-higher claim. Though it’s more than enough to make a mess of the highway rules and your brain if you’re not up to speed.

 

The RS twelve is one of two remaining K-models in the Bimm stable, with the other being the big LT tourer. Its in-line, laid-on-the-side powerplant was introduced in 1984 as a potential replacement for the firm’s Boxer twins. Market forces vehemently shook their collective heads and, along the way, we have lost a sweet triple version.

Packaging includes a lot of adjustability, with items such as seat, levers, and screen height open to change, while you get heated handgrips, anti-lock braking and properly-fitted panniers. Meanwhile the driveline boasts shaft final drive — the only one in this class.

 

Honda’s Blackbird is in its second generation. The first carburetted version was launched in 1996 and this, the fuel-injected item, saw light early in 1999. The linked braking system — which we still see as a dumb idea — is in its third generation, is fitted to this bike and works well on the road.

In theory this is the latest version of the CBR1000 in-line four, which took over where Honda’s big V-four series left off after an ugly time on the market in the mid to late eighties. It also happens to be the first of the current crop of bikes garnering 300kmh shock horror headlines with its claimed 164ps (122kW) at 10,000rpm and 12.7kg-m of torque at 7250rpm.

 

Suzuki’s GSX1300R is an all-new beast, in theory, though you don’t have to be a rocket scientist to see a progression from the GSX-R1100 powerplant to this item in fuel-injected form. It dropped in on us in late 1999, delivering on the promises of wild grunt backed up by distinctive looks.

 

While the Blackbird started the 300 kay headlines, the Hayabusa is the first one that delivers. And Kawasaki has just replied with its ZX-12R. The Suze claims 175ps (130kW) at 9800rpm and 14.1kg-m of torque at 7000. In a straight line, it feels substantially quicker than the ’Bird across the range. As you’ll discover, feelings can be both accurate and deceptive.

 

On the black stuff

The Bimm hums, the Blackbird growls and the Hayabusa snarls. It sounds corny, but get the three together and the aural experience is just plain weird.

 

They are very different machines to ride. Hop on the Bee Em and you meet Fat City in the grunt stakes. You fall into the saddle, and are coddled with a range of luxuries including sorted luggage, heated grips in winter and anti-lock braking. Shifting the screen to suit your height takes a second and the ride is plush — cosseting on a grand scale.

Wick up the throttle and shift through the box. The horizon gets bigger and more detailed awfully rapidly, though the combo of dry clutch and Bimm gearbox is the least slick of the three offerings.

 

The solo Paralever rear suspender works, while the Telelever front soaks bumps well, reports back on small stuff, too, but lacks feeling in the steering department. It’s an interesting combo, as you know exactly what the suspension is doing, but translating that to grip and direction is more difficult.

 

It’s something that an owner might learn over time, but three days wasn’t enough to become intimate with the remote feedback. Steering is simply the slowest of the three.

 

Switch to the Blackbird and you meet a slightly higher seat height, and the feeling you’re not so deeply enveloped in the bodywork. The power delivery is broad, though not as punchy at the low end as the Bimm. Shifting gears is super fast and the box easily the pick of the three. As is the smoothness of the powerplant — to the point of spooky.

 

Like the Bimm, the reach to the handlebars is long, though the positioning is fixed in the Honda’s case while the BMW’s can be adjusted.

 

The ‘Bird’s suspension is the best-sorted for solo use on the road of the three bikes, though there is no adjustment on the front while the rear can be adjusted for a wide variety of loads. In stock form, it rates among the best high-speed road suspension on the market.

 

Braking is very strong once the user learns how to apply it, but lacks feel at the levers compared to either of the other bikes. The third-generation linked brakes have been modded to the point where they are almost ‘invisible’ on the road, though they are still lacking on the track.

 

As for the Hayabusa, its tuning and control set-up easily makes it feel the strongest of the three at the red-light GP on the road. The reach to the handlebars is comparatively short, and the overall riding position is surprisingly comfortable.

 

There is an ever-present vibration at work and it has to be said that the gearbox is not Suzuki’s best. The throttle/clutch combo is easy to control on take-off and probably the best of the three.

 

It also has the most suspension adjustment of the three, though is the worst set-up in stock form, with the front running settings that are just way too hard. This may be to compensate for nutters prepared to try out the top-speed potential (the front end is stable at loony speeds), but is a pain in the wrists at road pace and gives the bike a tendency to understeer in most environments.

 

Yeah, but just how fast are they?

If you got the three bikes together for a top-gear throttle roll-on from 100kmh, what would your prediction be? C’mon, be honest. Mine was long-stroke Bimm to 130-140kmh, Blackbird and Hayabusa close behind, then Hayabusa and daylight second from around 160. We were in for a surprise. All three bikes run around 3400rpm at 100kmh in top, with the Nippon bikes running higher redlines.

 

The Bimm walked away by four bike lengths at 100, then the other two held it. Then the Blackbird leapt ahead at 160, smoking the Bimm and gaining six bike lengths on the Suzuki. Finally, at 220kmh, the Hayabusa pulled back the gap, and at 240kmh walked off... then, at 260-plus, we ran out of tarmac, accepted the Suzi as top-end king and went and had a good lie down!

 

That tells me two things. The first is that the BMW is not to be messed with when there’s a good rider on board. Number two is this whole horsepower race is essentially meaningless, but a good excuse to stick your head under the paint, nail the throttle, and see whose toy is quicker.

 

Harder, faster

If it came to a track session, there’s no question which motorcycle is the pick — the Hayabusa. It has a reasonably track-friendly riding position, much more cornering clearance than the Honda or BMW, more powerful front brakes, and the best compromise between power and feel at the throttle. My only bitch is that the feel of the front stoppers is a tenth or two behind the best in the business.

 

Give it top marks from this group when it comes to steering accuracy — that’s if you get the front suspension settings softened to sensible levels.

 

The Honda’s throttle is touchy in this environment, and the brakes lacking in feel — and the linked system makes the front-rear mix difficult to predict. Cornering clearance, while fine on the road, is not up to serious track work as the lower fairing panels suffer.

 

As for the Bimm, it simply doesn’t have the precision or turning speed of either Nippon bike in the steering department, though the braking and power delivery are good. There’s more than enough urge to make the jump out of a turn competitive and interesting, though it ultimately doesn’t have the mumbo in the 220kmh-plus range.

 

Horses for courses

If lots of long miles are your thing, with some good sporting experiences scattered among them, then the Bimmer is the pick. It’s easily the most expensive of the three and comes with an impressive list of comforts. Bags, ABS brakes, heated grips, best toolkit, adjustable screen — that sort of thing.

 

The Blackbird is the best road bike of the three if you are concerned about price and can live without the extras of the Bimm. Top engine/transmission package, best finish of the three, and very well sorted suspension. Honda offers panniers that are as ugly as the proverbial hatful of sphincters, and we recommend the pricey Corbin bags as an alternative for those who don’t plan to carry a lot.

 

Suzuki’s Hayabusa is, surprisingly, a good pillion carrier that comes with rear seat cover and alternative pillion grab handle (best of the group) as part of the stock package. It also happens to be an awesome road bike, lacking the refinement of the second-generation Blackbird but with the kudos of a genuine 300 kay top speed versus the Bird’s 280-ish.

 

If track days are a major part of your riding bag, it’s definitely the Suzuki with sorted suspension.

 

Guy Allen

 

http://www.dropbears.com/m/models/roadtests/images/jailbait2.jpg

 

What we liked — and not so much...

 

The AMT guide to the good

and bad on your way to jail...

 

Style

Oh yes...

1. Organic Hayabusa curves in silver and blue — weirdly sexy.

2. The Blackbird’s headlight — double-pointy and definitely male.

3. The lights-action-nutter instrument needle dance to the red end of the dials when you switch on the Hirebus. Very cool — for a while.

 

What the Dickens..?

1. Hayabusa in two-tone brown — where’s the suede seat? And that pillion seat cowl — what happened to family-planning?

2. Bimmer in dyslexic Lego styling — no matter what hue you paint it.

3. Slab-sided Blackbird fairing shape — what happened to curves?

 

Fit/finish

And the winners are...

1. Surprise pillion award for the affectionately-named Hire-bus.

2. Rider-coddling award to the ’Bird.

3. Cleverly disguised tourer-with-the-lot award for the Bimm.

 

No cigar folks...

1. Blackbird is definitely a one-man or one-woman bike — forget pillions. If you’re honestly selfish, this is also a ‘like’.

2. Hayabusa detail looks and feels as though two different people worked on it.

3. Bimm has sex-appeal surgically removed and requires medium to short legs.

 

Performance

It’s a beauty cobber...

1. Slick and fast everything on the Blackbird.

2. Unbelievably casual hi-po stomp from the Hayabusa.

3. Watch that K12 rider — a good one will nail both of the above on a good day.

 

Friday afternoon decisions...

1. Talk us through the wet-cement-in-the-front-end feel of the Hayabusa in stock trim.

2. And those dopey linked brakes on the Blackbird.

3. Earth to K12 front end — are you receiving?

 

Blackbird specs

 

ENGINE

Engine type: In-line four-cylinder, liquid-cooled, 16-valve, DOHC, Four-stroke

Bore x stroke: 79mm x 58mm

Displacement: 1137cc

Compression ratio: 11.0:1

 

TRANSMISSION

Type: Six-speed constant mesh

 

CHASSIS AND RUNNING GEAR

Frame type: Alloy twin-spar with engine as stressed member

Front suspension: 43mm cartridge type conventional forks

Rear suspension: Pro-link rising-rate linkage with gas/oil monoshock, stepless rebound damping and adjustable spring preload

 

DIMENSIONS AND CAPACITIES

Dry weight (claimed): 223kg

Seat height (claimed): 810mm

Fuel capacity: 24 litres

 

PERFORMANCE

Maximum power (claimed): 164ps at 10,000rpm

Maximum torque (claimed): 12.7kg-m at 7,250rpm

 

OTHER STUFF

Test bike supplied by Honda MPE, Vic Recommended retail price: $18,190

More on the CBR1100XX

 

BMW K1200RS specs

 

ENGINE

Engine type: In-line four-cylinder, liquid-cooled, 16-valve, DOHC, Four-stroke

Bore x stroke: 70.5mm x 75mm

Displacement: 1171cc

Compression ratio: 11.5:1

 

TRANSMISSION

Type: Six-speed constant mesh

 

CHASSIS AND RUNNING GEAR

Frame type: Cast aluminium backbone type

Front suspension: BMW Telelever with leading arms frame mounted

Rear suspension: Swinging arm (BMW) Paralever

 

DIMENSIONS AND CAPACITIES

Dry weight (claimed): 285kg

Seat height (claimed): 770 or 800mm

Fuel capacity: 21 litres

 

PERFORMANCE

Maximum power (claimed): 130ps at 8,750rpm

Maximum torque (claimed): 12.0kg-m at 5,500rpm

 

OTHER STUFF

Test bike supplied by BMW Australia, Vic Recommended retail price: $24,200

More on the K1200RS

 

Hayabusa specs

 

ENGINE

Engine type: In-line four-cylinder,

liquid-cooled, 16-valve, DOHC, Four-stroke

Bore x stroke: 81mm x 63mm

Displacement: 1298cc

Compression ratio: 11.0:1

 

TRANSMISSION

Type: Six-speed constant mesh

 

CHASSIS AND RUNNING GEAR

Frame type: Twin spar aluminium frame

Front suspension: 43mm inverted forks with inner cartridge, 14-step rebound and 13-step compression damping, 15mm spring preload adjustment

Rear suspension: Swingarm, progressive linkage, 22-step rebound and compression damping adjustment

 

DIMENSIONS AND CAPACITIES

Dry weight (claimed): 215kg

Seat height (claimed): 805mm

Fuel capacity: 22 litres

 

PERFORMANCE

Maximum power (claimed): 175ps at 9,800rpm

Maximum torque (claimed): 14.1kg-m at 7,000rpm

 

OTHER STUFF

Test bike supplied by Suzuki Australia, Vic Recommended retail price: $17,990

 

Guy Allen

[Guest KneeSlider]

busas seem like nice comfy sofa sets to me...

i'm sure they can hit 340kmh... but where can they do that???

 

got this strange feeling that out of 100 busa riders in singapore, perhaps only 5 really know how to ride one... the rest just paddle along..

i am trying to ride the tits off my gixxer thou... just because thats the way i like it... no poseurs... no room for em'

 

some pple ride the rapids... others just sink..

[Greg]

http://www.motorcycle.com/mo/mcsuz/mcphotos/99model1t.jpg

Hayabusa!

 

Perhaps more than any other manufacturer, Suzuki is known for mass-production race bikes. In 1996 Suzuki introduced the GSX-R750, http://www.motorcycle.com/mo/mcsuz/mcphotos/99model3t.jpg

a motorcycle that has throughly dominated the 750cc Supersport series since its inception. For 1997, enter the GSX-R600, an uncompromising race-replica, and the TL1000S, one of the first high-performance big-bore Japanese V-twin sport bikes made. Last year Suzuki seriously tweaked the already-fast GSX-R750 and GSX-R600 for more power and introduced the TL1000R Superbike.

 

This year Suzuki has officially introduced the much-rumored GSX1300R, a bike that, ironically, is not so much a race-ready superbike mount as merely an insanely fast street bike. Also new for 1999 is a 90°, 650cc naked V-twin and a 250cc entry-level cruiser.

 

GSX1300R Hayabusa

http://www.motorcycle.com/mo/mcsuz/mcphotos/99models8t.jpg

To its credit, Suzuki is perhaps the least self-conscious among the Japanese manufacturers about promoting its Japanese heritage. Particularly in the Untied States, Suzuki's competitors lean toward giving their bikes inoffensive, anglicized model names, either sporty-sounding letter and number combinations or bland nicknames like SuperHawk or Interceptor. Suzuki engineers, on the other hand, named the GSX1300R after a specific small falcon indigenous to Japan, the Hayabusa (pronounced high-uh-boo-suh), known to slice through the air at speeds over 186 mph, while Suzuki's graphic designers boldly graced the bike with a large Japanese character displayed prominently across the front fairing. Perhaps the Hayabusa name was motivated by a desire not to get into possible trademark fights by choosing the ubiquitous English translation "Falcon," perhaps not, but either way it is a small but welcome touch. Yoshimura has shown that many Americans are secure enough with their national identity not to be offended by overt Asian symbols and words, and those who are would never consider buying Japanese motorcycles anyway.

 

Suzuki's press materials claim that the inspiration for the GSX1300R Hayabusa came after a Suzuki engineer saw a Hayabusa slice effortlessly through the air. This engineer realized that in order to make the fastest production motorcycle in the world, it would have to be aerodynamic like the Hayabusa and be able to knife through the slipstream with minimal effort. Whether or not this is true, it makes for nice, touchy-feely corporate myth that can be passed down from mentor to employee. "Ahh, young marketing intern, do you know how new motorcycles are named...?"

 

Suzuki claims the GSX1300R Hayabusa is the most aerodynamic motorcycle they've ever built, and from first glance, we have no reason to doubt it. The front turn signals blend into the fairing and force air into the ram-air intakes. The unique stacked headlight also helps contribute to the lowest CdA on any Suzuki ever made. The liquid-cooled, inline four-cylinder engine is the most powerful production engine Suzuki has ever built. For our technically minded readers the engine boasts the following specs: 1298cc, DOHC with four valves per cylinder, a narrow 14° valve angle, electronic fuel injection with ram-air, direct ignition, gear-driven counterbalancer and a six-speed transmission with a large capacity clutch.

http://www.motorcycle.com/mo/mcsuz/mcphotos/99model2t.jpg

 

 

The Hayabusa's chassis is built around an aluminum alloy twin-spar frame with fully-adjustable front and rear suspension. The Hayabusa is not, repeat, is not equipped with Suzuki's controversial rotary rear damper. Instead it comes with a traditional link-type shock. The Hayabusa (we love saying "high-uh-boo-suh") also offers a number of convenience features like a hinged fuel tank, under-the-seat storage area large enough for a U-lock and a full instrument panel with an LCD fuel gauge. Wheelbase is about 58.5 inches (1485 mm) and Suzuki claims it will weigh 474 pounds (215 kg) dry.

 

As there is no word yet on a ZX-11 replacement, the Hayabusa promises to give the updated Blackbird a run for its money, literally. At a retail price of $10,499 USD, the 1999 GSX1300R Hayabusa lists for $1000 less than the 1998 CBR1100XX. Still, we won't know how these bikes will perform in comparison to each other until we flail away on them at the track and drag strip. So it looks like we will have to suck it up one more time and try to muster the enthusiasm for yet another shootout. Sigh. This job is hard.

 

 

SV650http://www.motorcycle.com/mo/mcsuz/mcphotos/99model6t.jpg

Since the demise of the Honda Hawk family, Japanese manufacturers haven't seen fit to offer an entry-level V-twin sport bike in North America. Suzuki must have noticed a glaring gap in the affordable, V-twin sport bike market because this year they are introducing the SV650, an entry-level, naked V-Twin sport bike that lists for less than $6000.00 USD.

The SV650 is powered by a 90°, liquid-cooled V-twin engine with DOHC and four valves per cylinder. Suzuki claims that many design features of the larger TL1000 engine have been incorporated into the 650. Something that they didn't incorporate, which might be a blessing, is fuel-injection. Instead the SV650 is equipped with 39mm Mikuni carburetors and a stainless-steel 2-into-1 exhaust system. The SV650 is light: Its claimed dry weight of 364 pounds (165 kg) is almost 80 pounds (37 kg) less than the Bandit 600. The chassis is a TL1000S-styled, http://www.motorcycle.com/mo/mcsuz/mcphotos/99model5t.jpg

truss aluminum frame. Suspension includes 41mm conventional forks and a preload-adjustable rear shock. The SV650 also comes equipped with dual front disc brakes and aluminum rims.

 

With the same MSRP as the Bandit 600 (it does not replace the Bandit 600) but with more up-to-date technology, the SV650 is a welcome recognition that motorcycles are essentially toys and, like toys, should be priced accordingly. At $5699.00 USD, the SV650 has already grabbed the attention of MO staffers who at times grow weary of the large bore and larger cash outlay motorcycles that are beginning to dominate the U.S. market.

 

From the press materials we received from Suzuki the SV650 looks as though it will be offered only as a naked bike in the United States. A sport version with a half fairing similar to the TL1000S will be offered in Europe. As of press time American Suzuki representatives are at a dealer meeting in Las Vegas, so we can not confirm if both versions will be available in the U.S. Stay tuned, we will keep you posted.

 

 

GZ250

http://www.motorcycle.com/mo/mcsuz/mcphotos/99model7t.jpg

 

At less than $3000.00 USD, Suzuki officially enters the entry-level rider market with the GZ250. It is powered by a single-cylinder engine with a five-speed transmission, and it's styled similar to the Marauder with a relatively long wheelbase (57 in/1450 mm) and a low seat height (28 in/680 mm). Other features include a single front disc brake, a rear drum brake and a dry weight of about 300 pounds (137 kg).

 

Remainder of the 1999 Suzuki Model Line

Hayabusa.

Just kidding. We just like saying "Hayabusa."

 

Anyway, the GSX-R600 sees minor revisions such as reshaped carburetor intake funnels, revised jetting and a new ignition box for improved top-end power. To make the TL1000R quicker steering, Suzuki decreased the rake one degree and the trail by six millimeters. The GSX-R750 and the TL1000S remain unchanged.

 

http://www.motorcycle.com/mo/mcsuz/mcphotos/99model4t.jpg

 

The Katana lines see minor changes as well. They are heavier than last year and rake and trail have seen minor adjustments. Suzuki's Bandit and cruiser lines see no change from last year.

 

Suzuki's dual-sport and off-road lines remain the same except for the addition of an "X" to their monickers. In fact, all Suzukis have an "X" in their model name, which designates the model year. Last year was a "W" so this year it is an "X." This generally isn't noteworthy except for the curious result with Suzuki's dual-sport line. For 1999, the DR350SE is the DR350SEX. They say sex sells, so we'll see if sales increase as a result. However, the U.S. is currently going through minor convulsions due to sex, lies and videotape at the highest of all levels, and with the current heightened state of awareness, it will be interesting to see if anyone notices or even cares.

 

Perhaps the best news of all is that prices remain unchanged from 1998. The all-new up-to-date Hayabusa costs as much as its predecessor, the aged GSX-R1100. Prices for the Intruder line-up, the Marauder and the Savage have decreased. Suzukis still remain among the best buys with only one model, the GSX1300R, carrying an MSRP of more than $10,000.00 USD. With the introduction of the reasonably priced SV650 and the entry-level GZ250, Suzuki intends to retain valve as an important component in their overall marketing strategy.

[Ah Teck]

the haya is one of its kind

[Greg]

The Haya article I posted is a little old....pre-ZX12R days...... but still.... its a fast bike.....either way.....

[Brembo]

the haya is one of its kind

 

yah....

http://www.sportbikes.dhs.org/Pictures29/fxbusa%2Ejpg

[Guest mark]

Guys,

 

Before you guys getting a haya, make sure you guys can reali handle and enjoy the Endless power given, plently of room to ride.

If not, you will regret buying it, bcos you'll not reali enjoy the BUSA in SG manz...although the Looks of the busa can attact ppls attention.

I own one b4, selling bcos its not reali suitable for SG use, these include all the FAST BIKES ( ZX12 and Blackbird) .

Just a piece of advice for you guys out there. Cheers

[Guest GuiNNeSS]

Guys,

 

I own one b4, selling bcos its not reali suitable for SG use, these include all the FAST BIKES ( ZX12 and Blackbird) .

Just a piece of advice for you guys out there. Cheers

 

Selling or sold???

[Ah Teck]

still got me ... me ...

dun forget me ...

[Guest GuiNNeSS]

still got me ... me ...

dun forget me ...

 

What about you?????

[Ah Teck]

after the run in can go faster

[Guest GuiNNeSS]

You should continue to feel the engine loosen up till about 8000k-ish. Then full power liao!!!!!

 

EnJoY

[Van]

You should continue to feel the engine loosen up till about 8000k-ish. Then full power liao!!!!!

 

EnJoY

Ah Teck>>take ur time to run in. dun rush. hehe...the power will not run away wan. relaz..

[Greg]

the speed will not run.......but the 'gian-ess' will tear you apart......

[Brembo]

here is a drag version of THE BIKE....

 

http://www.motorcycle-usa.com/gallery/361.jpg

[Ah Teck]

s'pore sure cannot have a drag vision hayabusa

[Greg]

But the sound of the engine after the Yoshi mod......damn NICE..... and smooth......