Nine years after Kawasaki’s Ninja ZX-11 and Honda’s Super Blackbird 1100XX dominated the world with the coveted title of the world’s fastest production motorcycle, it wouldn’t be lengthy earlier than one other producer captured the title. It all began in 1990 with Kawasaki’s Ninja ZX-11. It didn’t simply dominate, it annihilated all the pieces in its wake with its ram air system, energy, and a prime velocity of 176 miles per hour. It didn’t get there by chance, it was elaborately deliberate by Kawasaki since its inception on the drafting board.

Six years later, it was crushed by a few miles per hour (178.5 miles per hour) by Honda’s new Super Blackbird CBR1100XX. The Honda wasn’t something just like the ZX-11, too refined, and didn’t look something like a superbike that might wrestle the crown away from Kawasaki. It wasn’t fairly to take a look at, nevertheless it had its wind-tunnel-tested aerodynamics in the proper place to decrease the coefficient of drag. Enclosed within the aerodynamically constructed fairing was a succesful ram air-assisted 149 countershaft horsepower engine that might hit practically 180 miles per hour.

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Suzuki had plans of its personal and their objective was to create and develop the last word motorbike the world had ever seen. In truth, on the press launch in 1999, Suzuki talked about that their motorbike had invented a brand new class, particularly known as the Ultimate Sport. The Suzuki GSX-R1300R Hayabusa was simply that, a rocket ship despatched to dismantle the CBR1100XX after which create its personal path.

The Hayabusa wasn’t something like a motorbike that the motorbike fraternity had ever seen. It didn’t resemble a sportbike, and it didn’t have the gorgeous design of the Kawasaki ZX-11 D which was an aggressive, but elegant-looking motorbike. Its bodywork took shape in an aerospace wind tunnel, not as a theoretical train, however to guard the rider from the wind; round and over when sitting usually and when fully tucked in. The end result was a slippery, aerodynamic bulbous blob of a entrance that was method too huge, regarded ugly, and had a camel of a hump for a rear. But its built-in design work made sense, and with time, it could develop on you.

The alternative of identify for the motorbike can also be becoming. Named after the Japanese hen of prey, Hayabusa, the identify of a peregrine falcon well-known for its capacity to slice via the wind and shut in on its prey in a vertical dive at 300 miles per hour. A have a look at the instrument panel would reveal a 220-mile-per-hour gauge and the truth that it was widespread for the Hayabusa falcon to prey on Blackbirds. It might have come about as a advertising gimmick put about by the mischievous folks at Suzuki PR.

The First Generation Suzuki GSX-R1300R Hayabusa

The first technology Hayabusa launched in 1999 heralded a new era of performance known as the Ultimate Sport category. The Hayabusa wasn’t a superbike – Hyperbike can be a extra becoming method to describe it. Its engine was based mostly on the acquainted GSX-R vary and the aerodynamic fairing shaped the fundamentals of the motorbike.

The architecture was ordinary featuring an inline-four cylinder 1,298 cm³, 16 valve DOHC design with a aspect cam chain format that was based mostly on the GSX-R750, with liquid-cooling and a 6-speed gearbox. The 4 valves per cylinder had been set at a narrow-angle and mixed with the compact Twin Swirl Combustion Chamber (TSCC), This was a design modification to encourage managed swirl of the incoming fuel-air cost with the intention to enhance the gas burn velocity via higher flame entrance propagation to spice up torque and maximize acceleration.

What was spectacular was the state-of-the-art expertise used on the engine. The cylinders had been lined with Suzuki Composite Electrochemical Material (SCEM), a coating with wonderful warmth dissipation and put on resistance that additionally aided in minimizing cylinder spacing. Internal friction was additional lowered with the usage of cast pistons that had been continually sprayed with oil immediately from the oil cooler.

A two-stage gas injection system offered the atomized gas to every cylinder, fed by a light-weight injector that maximized effectivity and minimized exhaust gases. The system was just like that of the TL1000R and GSX-R750 with unbiased sequential injection for every cylinder. The gas pump was so compact that it was constructed into the throttle physique whereas the piston place was monitored by an 8X trigger-poled crankshaft-position sensor reasonably than 4 (as used on the TL1000 and GSX-R750) and a camshaft place sensor. The system ensured the exact move of gas to the engine for optimum combustion.

Engine Specifications

Suzuki Hayabusa Highlights

• Minimizing aerodynamic loss was of utmost significance for Suzuki and rising efficiency meant real-world situations that took under consideration crosswind, tailwind, and headwind
• The one-piece entrance fender is formed to cowl the entrance tire and forks to scale back drag
• The fairing design, which incorporates the slender air-intakes, radiator and oil cooler format, and rear underside, is optimized for optimum aerodynamic effectivity
• The low prolonged entrance nostril reduces entrance wheel raise whereas the windscreen, vertically flush mounted twin headlamps, and built-in flip indicators optimize airflow to scale back drag
• A gear-driven counter-balancer for decreasing vibration is new to the Hayabusa.

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The Second Generation – 2008 Hayabusa

If it ain’t damaged, don’t repair it! The outdated adage holds so true. In 2006, Kawasaki’s Ninja ZX-14 might have stolen a few of the limelight from Suzuki, however with out making main modifications to the construction of the unique mannequin, in 2008, Suzuki increased the engine displacement by increasing the core to increase the stroke by 2 mm, boosting its cubic capability from 1,298 cm³ to 1,340 cm³.

With larger bores, Suzuki launched cast three-ring aluminum slipper pistons that had been new for 2008. They had been stronger and 1.4 grams lighter with 18 mm diameter wrist pins, down 2 mm from the predecessor’s 20 mm. The piston’s higher compression rings and oil management rings had been electroplated with a chrome-nitride coating utilized in a vacuum chamber using a Physical Vapor Deposition (PVD) system. Being tougher and smoother than typical chrome plating, chrome-nitride plating reduces friction and improves cylinder sealing. The higher ring specifically has an L-shaped cross-section and with combustion strain, the ring will get pushed tighter in opposition to the cylinder wall lowering blow-by and rising the drive of really pushing the piston down.

The Second-Gen Hayabusa’s Engine Had An Increased Compression Ratio

The compression ratio elevated to 12.5:1 from 11.0:1, because of the modified piston crown that matched the compact combustion chamber, taking the utmost output to 197 PS. Titanium valves changed the earlier mannequin’s metal valves with a discount in weight of the consumption and exhaust valves at 14.1 grams and 11.7 grams respectively whereas stronger chrome-molybdenum steel-alloy connecting rods had been shot-peened for higher energy.

The cast crankshaft obtained a revised crank pin place and balancing to accommodate the longer stroke. The gas injection system was up to date to twin-fuel injectors per cylinder which have 12-hole fantastic spray injectors as a substitute of 4. The main was geared toward a 30° angle, down the consumption port for improved atomization and throttle response, whereas the secondary was aimed on the secondary throttle valve that added gas when the motorbike was below heavy load. With all these updates, Suzuki claimed a 12 % enhance in efficiency.

New technologies for the second technology Hayabusa additionally included Suzuki’s Dual Throttle Valve (SDTV) system the place every throttle physique barrel had two butterfly valves, a main valve managed by the throttle grip and a secondary valve managed by the ECM based mostly on engine RPM, gear choice and the place of the first valve. The secondary butterfly valve maintained the best consumption air velocity by opening and shutting, which improved excessive combustion effectivity, leading to a linear throttle response and elevated low-to-mid vary torque. Another of Suzuki’s applied sciences, the Suzuki Drive Mode Selector (SDMS), additionally permits riders to pick their desire of energy traits for medium or long-distance journeys on highways or for driving on metropolis streets.

Engine Specifications

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The Debut Of A European-Spec Equivalent Performance Model In Japan

In 2014, Suzuki developed a Japanese specification, not a third-generation, European-equivalent model of the globally acknowledged world-leading efficiency machine, and in addition launched the GSX1300R Hayabusa 50th Anniversary Edition to rejoice 5 many years of Suzuki’s presence within the United States.

The 2014 Japanese mannequin, specifically homologated for the Japanese market, had the identical displacement at 1,340cc producing a most output of 145 kW (194 horsepower) and a most torque of 155 Nm (114 pounds-feet), equal to the European mannequin. In addition to this, Suzuki’s radially, front-mounted Brembo monobloc calipers had been lighter and extra inflexible on the Hayabusa. It also received an Anti-lock Brake System. In the United States, the fiftieth Anniversary Edition Hayabusa produced 173 horsepower and 104 pound-feet of peak torque, posting a 0-to-60 mile-per-hour sprint in 2.5 seconds and a prime velocity of 186 miles per hour.

Engine Specifications (Japanese, Euro-Spec Equivalent)

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Generation Three – The 2021 Hayabusa

While the engine displacement stays unchanged, with Euro norms turning into stricter, the ability is all the way down to roughly 190 horsepower at 9,700 RPM. However, Suzuki has put plenty of work into the third-generation Hayabusa with a complete of 550 new or redesigned elements which have been added for the higher.

The previous design featured an oiling system supplying oil to the crank to 5 predominant bearings from the primary gallery beneath the crankshaft – from 4 of these grooved and cross-drilled predominant bearings, oil entered drillings within the crank that channeled oil to the 4 adjoining crankpins, whereas within the new design, a pair of diagonal inside drillings be a part of crankpins 1-and-2 and 3-and-4 passing via the primary journal between them the place they choose up oil.

Another replace within the engine division is the wrist pin help within the connecting rod and piston, whose space has been maximized to hold extra load, sacrificing some bearing space in the other way. Weight financial savings within the connecting rod and piston have additionally been achieved at 3 grams and 26 grams respectively, whereas the wrist pin has been made shorter.

Suzuki Employed Precision Engineering On The Hayabusa

Suzuki made an vital change in technique regarding the way in which the crankcase bolts are tightened. Once the bolts are pushed in and seated, the ultimate tightening is accomplished through angle-torquing via a specified angle as a substitute of torque-based tightening to forestall the distortion of the bolts holding the crankcases collectively. This was primarily carried out to forestall a distinction within the loading of the bearings.

The 1,340cc in-line 4-cylinder engine additionally incorporates a ride-by-wire digital throttle system and revised consumption and exhaust mechanisms for enhanced output and torque within the low-to-mid velocity vary. Despite having to adjust to Euro 5 emissions, it nonetheless maintains its greatest efficiency at excessive velocity because of its top-level aerodynamic performance. Suzuki’s superior Intelligent Ride System (S.I.R.S.) options SDMS-α, which helps riders choose pre-set patterns on 5 totally different digital management programs, together with Power Mode Selector, Traction Control, launch management, cruise management, and Bi-directional Quick Shift programs that may personalize various driving situations.

Engine Specifications, 2021 Hayabusa

What makes the Hayabusa such a great machine is that many modifications didn’t must be made to it, indicating an awesome design that needed to evolve only a bit via the ages. And coming again to the ‘if ain’t broke’ principle; between 1999 and 2006, the one replace made to it was the set up of a velocity limiter in 2001 – it virtually remained unchanged. This was not Suzuki’s fault, with Kawasaki having a component to play within the ‘gentleman’s settlement’ coming into play between all main producers. The information of its new pre-production Ninja ZX-12R rocked the boat on the time, however that is a narrative for one more time.

When reflecting on the preliminary design in 2009, the creator of the Hayabusa’s look, Suzuki’s Koji Yoshirua, mentioned that the intent in 1999 was, “to create a somewhat grotesque design and create a strong initial impact… The mission was to create a totally new styling that will not be out of date within a few years, and a styling that will be the ‘Face’ of Suzuki.” Yoshirua additionally mentioned that the objective was to not obtain the standing of the quickest manufacturing motorbike, however then, that is one thing that happened as a consequence of Suzuki’s dedication to making sure the motorbike dealt with properly, accelerated properly, had ample energy and a security internet for the well-being of the shoppers. The backside line is that the Hayabusa has guarantees to maintain and miles to go earlier than it sleeps.

Additional Specifications – Third-Generation Suzuki Hayabusa