Inverted telescopic coil springs, spring preload, rebound and compression
damping fully adjustable.
Link type, oil damped, coil springs, spring preload, rebound and
compression damping fully adjustable.
2x 310mm discs 4 piston calipers
Single 260m disc 1 piston caliper
17 M/C x MT3.50, cast aluminum alloy
17 M/C x MT6.00, cast aluminum alloy
98 mm / 3.8 in
Length 2190 mm
/ 86.2 in
Width 735 mm
/ 28.9 in
Height 1165 mm
/ 45.9 in
1480 mm / 58.3in
805 mm / 31.7 in
120 mm / 4.7 in
220 kg /
266 kg / 586 lbs
Standing 0 - 100km
Standing 0 - 140km
Standing 0 - 200km
100 - 140 km/h
140 - 180 km/h
296.9 km/h / 184.49 mph
The Suzuki Hayabusa returns for 2011 in Pearl Mirage White or Pearl Nebular
Black, with pricing to be announced at a closer date.
“With performance credentials that have established it as the hottest
sportbike on the planet, the Suzuki Hayabusa is designed for the serious
sport rider who will settle for nothing less than the best. Its combination
of unsurpassed power, crisp handling and superb aerodynamics creates the
ultimate sportbike. You could say that the 2011 Hayabusa is so intense, that
it’s in a class of its own,” the company states.
2011 Hayabusa in Pearl Mirage White
With a curb weight of 260 kg (573 lbs), the new Busa is powered by the same
4-stroke, Liquid-cooled, 4-cylinder, 1340cc engine coupled with an optimized
Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting system for
smooth downshifts and also contributes to a light clutch pull.
Moreover, the S-DMS (Suzuki Drive Mode Selector) allows the rider to choose
from three different engine settings depending on riding conditions or rider
preference, while the Suzuki Pulsed-secondary AIR-injection (PAIR) system
ignites unburned hydrocarbons and reduces carbon monoxide emissions.
Highlights include 3-spoke cast-aluminum-alloy wheels are shod with
120/70ZR17M/C (58W) front and 190/50ZR17M/C (73W) rear radial tires.
Hyper-sport motorcycles continue to gain popularity within
the sport riding world, and the name that always lead the bunch was the
The 2011 Suzuki Hayabusa (GSX-R 1300) will continue this legacy. The
sportbike that is arguably in a class of its own offers supreme power, sleek
aerodynamics and smooth handling.
For 2011, the Hayabusa is available in new colors and graphics (Pearl Mirage
White with gold trim and Pearl Nebular Black with red trim).
A lightweight and rigid twin-spar aluminum frame minimizes weight while
maintaining high torsional strength.
The Hayabusa has been outfitted with a fully adjustable inverted front fork
featuring DLC (Diamond-Like Coating) coated inner tubes. The front
suspension offers minimal friction resistance and provides outstanding
suspension performance over a variety of riding conditions.
A bridged aluminum alloy swingarm features a cross-sectional shape for
increased rigidity, which also helps cope with improved rear tire grip and
increased engine output. The Hayabusa's fully adjustable rear shock absorber
has a 43mm piston and 14mm rod diameter.
Radial-mount front brake calipers offer maximum braking performance and
allows for smaller 310mm front brake rotors resulting in reduced unsprung
weight and improved handling. A lightweight single piston rear brake caliper
works in conjunction with a 260mm rear brake disc.
3-spoke cast-aluminum-alloy wheels are shod with 120/70ZR17M/C (58W) front
and 190/50ZR17M/C (73W) rear radial tires.
Vertically stacked twin headlights provide increased light intensity,
improved light distribution and match the elegant flow of the Hayabusa
The Hayabusa's instrument cluster features four analog meters for
speedometer, tachometer, fuel gauge and water temperature with a S-DMS mode
indicator, gear position indicator and adjustable engine-rpm indicator.
Advanced aerodynamics offering superb wind protection both for normal and
completely tucked-in seating positions.
The Hayabusa comes with a bright, durable LED taillight, with clear inner
lens and red outer lens.
The Hayabusa is equipped with a 1340cc, in-line, DOHC liquid-cooled engine
with 16-valves, and Twin Swirl Combustion Chambers (TSCC).
Lightweight aluminum alloy pistons with a compression ratio of 12.5:1 are
used for maximum performance in all conditions. Hard, smooth chrome-nitride
Physical Vapor Deposition (PVD) coating on the upper compression and oil
control rings on each piston reduces friction while improving cylinder
Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves
heat transfer, durability and ring seal.
Lightweight titanium valves allow the use of light valve springs and high
lift while maintaining accurate valve control. Iridium spark plugs are used
for high combustion efficiency.
The Hayabusa's engine is fed via Suzuki's SDTV (Suzuki Dual Throttle Valve)
fuel injection system with dual 12-hole, fine-spray injectors per cylinder
and ram air intake with large volume airbox.
Suzuki Pulsed-secondary AIR-injection (PAIR) system ignites unburned
hydrocarbons and reduces carbon monoxide emissions.
S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three
different engine settings depending on riding conditions or rider
The Hayabusa comes with a large volume 4-2-1-2 exhaust system with a large
capacity catalyzer, dual triangular canisters and closed loop system.
A high efficiency curved radiator features dual electric fans controlled by
the ECM for increased cooling capacity. The oil cooler has 10 rows cores for
increased heat dissipation.
The Hayabusa comes with an optimized 6-speed transmission. Oil spray to the
4th, 5th and 6th gears reduce wear and mechanical noise during highway
cruising. Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting
system for smooth downshifts and also contributes to a light clutch pull.
2011 Hayabusa Motorcycle Specifications:
Overall Length 2190 mm (86.2 in)
Overall Width 735 mm (28.9 in)
Wheelbase 1480 mm (58.3 in)
Ground Clearance 120 mm (4.7 in)
When Suzuki’s Hayabusa debuted in 1999, it
inspired controversy for two aspects that would go on to become iconic: its
controversial aerodynamic styling and its ability to open a giant can of
whup-ass on anything else on the showroom floor.
After word got out about its
9-second abilities down the quarter-mile and its 190-plus-mph top speed, its
“Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by
some groups as the hottest thing on the street, and the mighty falcon became
one of the primary canvases on which to polish frames and bolt on big-tire
kits to up the bike’s badass-ness.
Now nine years on (and with a
manufacturers’ agreement to limit top speeds to a laughably sedate 186 mph),
the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved
to be quicker and more powerful but also smoother and more comfortable.
Regardless, the Busa remained as popular as ever and was unmatched for its
street cred. Fearing a “New Coke”-type backlash, Suzuki engineers didn’t
want to stray too far from the original Busa concept in this new redesign
you see here. It’s still unmistakably a Hayabusa even if every fairing panel
has been remolded. And it’s not much different underneath, either.
While it’s the new skin that
first grabs your attention, it’s the unholy monster motor underneath that
has earned the Hayabusa its veneration. Potent and durable, it has been the
inspiration for a closer relationship with god among those who have twisted
its throttle to the stop. For ’08, this legendary lump has received a 2mm
longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged
pistons are lighter and stronger and produce a 1.5-point increase in
compression ratio to 12.5:1. Also forged is the crank, as it attaches to new
chro-moly rods that are now shot-peened for added strength. Cam chain
adjustment is now accomplished hydraulically, which also helps reduce
Up top are 16 new titanium
valves that save 14.1 grams on each intake and 11.7 grams on each exhaust
for a significant weight loss in this critical area, allowing the
replacement of double valve springs with lighter single springs. Valve sizes
remain the same, but a new camshaft now forces greater lift on both the
intake and exhaust poppets and has revised timing. It’s all fed by a pair of
double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual
Throttle Valve system that has a secondary throttle valve mounted above the
primary that’s controlled by the bike’s electronic brain to maintain the
ideal velocity of the intake charge based on rpm, throttle opening and gear
Controlled by a new high-powered
Engine Control Unit, Suzuki says that the Busa has the company’s “most
powerful, most advanced digital fuel-injection and engine management
system.” Another important task of the ECU is controlling the different
parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer
600/750, the Busa has a handlebar-mounted switch to set the power mode into
three available positions. It produces full power in mode A, the default
setting, while mode B has a bit of the power edge clipped off. Mode C might
be an asset in the rain, but it neuters all the excitement out of the
'Suzuki claims the new bike cranks out 194 horsepower at the crankshaft'
How muscular, you might ask?
Suzuki claims the new bike cranks out 194 horsepower at the crankshaft, a
21-horse (12.1%) improvement. Torque is boosted 8.5% to 114 ft-lbs. The old
1299cc engine produced about 160 ponies at the rear wheel, so we expect this
new one to spit out around 175 horsepower on a rear-wheel dyno.
“The new 2008 Haybusa is just so
freakin’ fast it is unreal,” relates Neale Bayly from his experience at the
press launch. “Accelerating off the corners with a quiet whoosh from the
twin pipes like it had been shot out of a Howitzer, it feels like some sort
of macabre video game flicking through some of Road America’s tighter
sections. It starts making lots of power early, and by the time the needle
is past five grand all hell is letting loose. It pulls without a break until
the rev limiter kicks in with a bang somewhere around 11 grand.”
Bayly also told us that the
response from the high-tech fuel-injection system is flawless, aided by
injectors with fine-atomizing 12-hole squirters instead of the previous
four. “Giving superb throttle response from very low in the rev range all
the way till the rev limiter kicked in, the system was faultless. One area
that can cause problems with fuel-injection systems is at lower rpm on small
throttle openings, but this was not the case with the big Suzuki.”
At the dragstrip, journalists
struggled to break the 10-second barrier, but Jordan Motorsports Racer Aaron
Yates was able to just nip into the 9-second bracket. We expect an epic duel
between this uprated Busa and the more powerful 2008 ZX-14 for the honor of
quarter-mile champ. Out on Road America, the new Busa handles a lot like the
old Busa with extra power. This shouldn’t be much of a surprise considering
that the bike’s twin-spar aluminum frame is nearly identical to previous, so
we’ve got the same 23.4-degree rake and short 3.7 inches (93mm) of trail. A
revised swingarm shortens the wheelbase a scant 5mm to 58.3 inches and
features an additional strengthening rib for less flex.
“Don’t expect to go diving up
the inside of any supersport bikes at a track day,” says Bayly, “but do
perfect your passing wave as you cream them coming off the turns. Not that
any of this should be surprising when you consider the bike weighs in around
500 pounds full of fuel, it is just a good idea to remind yourself of these
facts before all that horsepower lets you get carried away.”
The old Busa’s most glaring
shortcoming was the performance from its old-tech six-piston front brakes
that were barely up to the task of slowing this earth-bound missile. We’re
happy to report that Suzuki has now fitted up-to-date radial-mounted
four-piston calipers to the magic Bus. They bite on 10mm-smaller 310mm discs
that have a half-mil extra thickness (5.5mm) to handle the heat. Bayly tells
us they are a major improvement.
Also aiding heavy braking is the
new slipper clutch that Bayly says it quite effective. The clutch also has
the Suzuki Clutch Assist System that increases the amount of force on the
clutch plates without using stiffer clutch springs. The clutch also features
a new friction material for better feedback at the engagement point. In
addition, the width of a few transmission gearsets were revised and the
upper three gears are sprayed with oil for reduced wear and quieter
As for the Hayabusa’s new
clothes, we’ll leave the aesthetic judgments to you. Aerodynamic efficiency,
something the old Busa had over the more powerful ZX-14, is optimized with a
wider fairing and a 15mm-taller windscreen to better shelter its rider. The
body panel joints are now smoother and have no exposed fasteners, and the
top of the fuel tank is lower to allow a tighter full tuck. The tailsection
has an enlarged speed hump that will stir some commotion on the message
boards, and it also sports integrated turnsignals that are said to “evoke a
jet engine motif.” Front turn indicators are nestled into the edges of the
air intakes in the nose.
clutch also has the Suzuki Clutch Assist System that increases the amount of
force on the clutch plates without using stiffer clutch springs.'
Also sure to be controversial is
the Busa’s new exhaust system. The triangular muffler canisters on the
4-into 2-into-1-into-2 arrangement look ungainly but are a product of more
stringent emissions standards. A catalytic converter is placed where the
four head pipes meet under the engine.
“Listening to the sound of Aaron
Yates and the new Suzuki Hayabusa going past a few feet from pit wall at
close to 190 mph, I just couldn’t believe how quiet the bike was,” Bayly
relates. “Almost knocking me off the wall, the sound of the windblast was
actually louder than the exhaust.”
In the unrestricted environment
of a racetrack, the burlier Busa doesn’t fail to thrill, allowing full use
of its mega power. “With walls and fences everywhere, and the big fairing
allowing me to get right under the airflow, the view across the clocks was
surreal,” says Bayly. “The closeness of the walls greatly exaggerated the
already intense speed, and every time you crank the throttle the track just
seems to come at you in fast forward. The power is seamless and oh so
So, depending on how you think
about streetbikes, perhaps Suzuki’s claim of the new Hayabusa as “the
ultimate sportbike for the road” has some merit. For some, it’s just too
heavy and too powerful, but for others, this invigorated Busa is exactly
what they’re looking for. We’ll give Bayly the last word.
“As the first significant
overhaul to the all-conquering Japanese bird since 1999, the new 2008
Haybusa is everything the old one was and more. Faster, better handling, and
with stronger brakes, the performance element is not going to disappoint.
Looking sharper and more modern, without losing its distinct appearance,
Busa lovers are not going to be unhappy either.
“And for the rebel without a
clue, who thinks their V-Twin’s 67 horsepower and a set of loud pipes makes
them a Bad Ass, well they are still going to hate the big, ugly lump of
plastic as it goes by them at close to the speed of sound.”
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