The Suzuki Hayabusa is an enigma. Who would build a 1340cc, 265 kg motorcycle, give it 187 BHP (190 PS), give it 150 Nm of torque and sit the whole thing a scant 1.16 meters high with an 800mm seat height?
Add in more electronics than the Battle Star Galactica, including hill hold control, lean sensitive traction, slope descent control, stopping inadvertent stoppies, anti-lift control and a host of other stuff, including launch control.
Yes – Launch Control.
It is a brutally fast motorcycle that is as docile as a lap cat, purring along gently until you poke it. Then it is elbows in, head down and hold on tight.
Gen3 Suzuki Hayabusa
- 1349cc Inline four 4 Valves Per Cylinder
- 187BHP @ 9,700 – 150Nm Torque @ 7,000
- Superb Quickshifter & Launch Control
- Traction Control that thankfully goes to 10
- A vast range of electronic aids
- Tubeless 120/70R17 (F) 190/50R17 (R)
- Brembo Stylema 4-piston Brakes
- 265 Kgs – Seat Height 800mm
Sports or Touring
I tried riding it like a sports bike, and it was almost as if the Hayabusa was giving me a disapproving stare and asking … “Really? You want to do the whole brake late hang off the seat thing?”
All that seemed to happen was that I worked harder. I’m not sure I had much impact, so I quit trying so hard and gorged myself on the effortless performance. Let the Hayabusa do all the work while you enjoy the ride.
So, does that make the Hayabusa more of a tourer than a sports bike?
I’ve no doubt you could tour on the Hayabusa. That was my original intention. However, a delay with the luggage meant that I would have toured Germany in the same clothes for a week.
There isn’t a flat surface on the Hayabusa to strap a bag to. It is aerodynamically styled from nose to tail, and rides arrow straight even in cross winds.
Riding Position
At anything over 60 mph, the air flowing over the fairing supports my body weight and takes the weight off my arms. It is an added bonus rather than a relief.
Rather than sitting on the Hayabusa, I’m folding myself onto the bike. The foot rests are on the high side, and the bars are more of a stretch than usual. My torso is layered over the tank, and my legs are tucked up out of the way.
It is different rather than uncomfortable, and with this much performance on tap, anything left sticking out will have to hold on tight. Dropping my elbows on either side of the tank and tucking in behind the screen feels natural when the speeds increase.
Power
It is said that power corrupts. The saying relates to political power, but can easily apply to the Hayabusa.
So much performance is available that it must be deployed cautiously. Trundling along at 45 mph in 3rd gear on a twisting country lane behind the infamous blue Micra, resulted in warp speed when the road opened up. I wanted a crisp overtake, but this was scorched earth territory.
I want to tell you there were only two digits on the speedo as I clicked into 4th. Honest, I would. I could have rolled the throttle, but that dopamine hit kicked in. That corruption of common sense and restraint, encouraged by the devilish voice in your head that calmly tells you … “It’s fine … Looking good”.
It doesn’t have to be that way. Resist the temptation, and the flexibility of the motor will support your restrained and sensible side.
The ‘Busa will happily potter about town at 25-30 mph and sit fixed at 50 mph in an average speed zone. There are no lumps or flat spots in the power delivery, or if there are, there is such an abundance of horsepower and torque that even the flat spots are impressively smooth.
OK … Why?
This is perhaps the question I have struggled with the most. I can understand why Suzuki first built the Hayabusa. It is an awesome motorcycle, and the kudos that came with building the fastest production motorcycle, before the gentlemen’s agreement between the motorcycle manufacturers to limit top speed, was an understandable goal.
No wings. No forced induction other than a pressurised airbox. Simple power and design, mixed with a large helping of “because we can”, seems to have been the motivation. And 25 years later – yes, 25 – Suzuki are still doing it, despite Euro 5, ethanol and the fun police.
The 1999, first-generation Hayabusa still holds the record, eclipsing the second-generation BMW S 1000RR by one mile per hour, at 194 MPH (312 KPH), and since then, Suzuki has stuck to the gentleman’s agreement.
The 25th Anniversary Hayabusa that I’m riding is the 3rd generation and is technically a slightly detuned version compared to the 1st and 2nd generations.
For the 3rd generation, Suzuki took a little off the absolute top end and widened power delivery. If you colour in the power graph, there is more power overall, just a little less at the absolute peak.
But who is going to be counting? If I’ve unleashed 187 BHP, the last thing on my mind will be that it feels a little sluggish compared to the original.
Bottom Line
I still haven’t arrived at an answer for the Hayabusa. It can pull 100 MPH plus wheelies. It can accelerate so fast that the world starts to blur.
You can get luggage systems for the Hayabusa, not just a small bag you could strap to the pillion seat if you don’t have the seat cowl, but hard or soft panniers. Ventura manufactures one of the flexible Bike-Pack systems for all the Hayabusa generations, proving you can tour on the bike.
So what is it ..? I’m still not sure there is a category for the Hayabusa other than perhaps, Icon.
It won the speed war, and 25 years later, it is a motorcycle with no reason to exist.
But because Suzuki is still producing the Hayabusa, because it is a motorcycle we can buy from the local dealer, because it has unholy levels of performance, because it can be comfortably ridden through towns, and because at just 92dB(A) can be ridden through the quiet zones in the Tyrol region of Austria, it symbolises so much.
In a regulated, sanitised, average speed zone, keep quiet world, owning a Hayabusa is perhaps one of the last great motorcycling acts of defiance.
F*ck it, I want one.
One Response
I didn’t expect to see a review of the Gen3 Hayabusa, four years after it’s introduction, but I’m happy that its here. Maybe it helps people understand the peregrine falcon somewhat better.
I don’t know who coined the phrase, but it’s true, the Busa is the gentleman’s sportbike. Yes, it can go blazing fast. But it’s main trick is that it does everything – going fast, leaning in, stopping in an instant, carrying around that significant weigth – ever so effortlessly. It is never upset, just glides over the pavement with heaps of power to spare, treats the high-revving tryhards with contempt. Like a gentleman.
No, it won’t start at the push of a button like a BMW. Nor will it have wings like a Ducati. It retains an old-school charm in spite all that tech, underlined by those beautiful analogue instrument dials.
I have 20k+ kms on mine. I modded it somewhat to become an immensely capable sports tourer. Bar risers (Helibars, Moto-CNC while they were in business) help the riding position. Taller screen (Puig) helps the wind. Drop pegs I don’t need, but they are available. Last but not least, a fat 55l topcase from Hepco&Becker. Or, if I anticipate speeds in excess of what is reasonable with a topcase, a Kriega US40 fits nicely on that big, flat pillion seat. The bike is already comfortable, reliable and has cruise control, works great as a tourer. Then you’ll have the time of your life on the twisties.