Introduced in the late nineties, the GSX-R1300 Hayabusa remained, up until now, one of the rare motorcycles that had never been redesigned by its manufacturer since hitting the market. Indeed, except for a few minor improvements here and there, plus multiple color changes (more or less successful), the most powerful GSX stayed exactly the same throughout the years. It is true that every superlative has been used to describe this bike. However, the competition has evolved and a couple of 1,000cc motorcycles have taken the lead. In fact, the 193-hp Kawasaki ZX 1400 must have deeply hurt the ego of the big Suzuki.
While it looks a lot like the previous model, the Hayabusa has been entirely reworked. The new engine is probably on top of the list. It went from 1,299 to 1,340 cc, while the compression ratio has increased from 11.5:1 to 12.5:1. This beefy inline 4-cylinder mill uses an electronic fuel injection system with Suzuki's famous dual throttle valve. This ultra-efficient, innovative technology is derived from the advanced 2007 GSX-R1000. The engine of the Hayabusa also receives Suzuki's new Drive Mode Selector (S-DMS) that allows the rider to choose from three different engine settings depending on riding conditions or rider preferences. This proven system, again pioneered by the 2007 GSX-R1000, will provide the company's new bomb with a more friendly ride.
According to Mel Harris, Vice President of Suzuki USA, the GSX Hayabusa is 12-percent more powerful than the previous model, which means 195 horsepower are transferred by the crankshaft. Impressive!New frame
The GSX Hayabusa benefits from a lightweight yet rigid twin-spar aluminum frame that minimizes weight while maintaining high torsional strength. Suzuki engineers mention that this frame has been made stiffer to provide a better feel and a more precise ride. The manufacturer worked relentlessly to keep the overall weight of the Hayabusa under 220 kilos, which is excellent news.
The link-type rear suspension's shock absorber offers spring preload, compression and rebound adjustments. In addition, the Hayabusa gets a new bridged aluminum alloy swingarm including a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip during accelerations. Up front, the new inverted fork benefits from DLC-coated inner tubes for minimal friction resistance. Braking power is supplied by 310-mm front brake rotors with new radial-mount callipers and a new larger 260-mm rear brake disc.