Suzuki HAYABUSA 1300

Unique, timeless styling sculpted for wind-cheating aerodynamics. Long-distance comfort with effortless acceleration and sporty handling. A full 1340cm3 of broad, muscular torque. The Hayabusa 1300. A two-wheeled legend in a class of its own, defining balanced performance, defining Ultimate Sport.

GENERAL CHARACTERISTICS

On the road the ride is great, firm but not soft.  Handling and stability meets or often exceeds expectations.   Power is something else, smooth and effortless – you accelerate so quickly without even trying.  The EFI system is close to flawless with absolutely NO surging or NO flatspots what so ever.  Even at slow constant throttle speeds.  The only thing that feels weird about the bike is the vibration that occurs after 4500rpm.  You can feel some through the handlebars and to a lessor extent the foot pegs.  They do subside after about 5500rpm.  The engine despite being solidly mounted to the fairing is smooth.  With that in mind ALL bikes have vibes to some extent, it depends on how you interpret them. The front brakes do not bite initially as per sportsbike hence require a stronger squeeze,  however using them at higher speeds they work as expected without attempting to throw you off.  The front steering damper hidden behind the fairing and headlight is completely unnoticed.   Only when you hit some bumps does it make a clunking sound.  The engine makes is car like sound except a louder and having a deeper tone and sound typically like a Suzuki bike slightly ‘loose’ .  If your taller the top of the screen does hide the top of the instruments, this is clearly due to the aerodynamics.  It was designed to exceed 300kph after all.  The bike does feel heavy and solid when manoeuvring with your feet but quite agile once on the move even at low speeds.  The clutch also has a torque limiter which delays the full power sent to the rear wheel when taking off from standstill.  It is essential as with 1300cc, because if the response was immediate from standstill…I’m sure you can imagine the consequences.  When changing down to lower gears at high rpm the rear wheels do not lock up either which is fantastic. A final item is the semi-remote front end.  It is a tad remote but in the same league as the CBR600 although over time you do understand that they do have feedback but they talk softly.  However at the same time telegraph limits etc…

I call these things ‘character’.

COMFORT

The riding position is still comfortable.  I can understand why it’s slightly leaning forward, because you do have to hang on when accelerating and its more comfortable to duck behind the screen when travelling is excess of 160kph.  The seat is one of the best features.  It’s really comfortable.  You may get a sore back if you slouch over the tank but your butt remains free of pain. I have yet to hear of a Busa owner who has got a sore butt.   Ride a CBR6 F4 for an hour and you’ll know what a sore butt really feels like.  The Hayabusa’s fairing is good for all speed providing considerable wind protection at ALL speeds.  Tall riders may find the screen a tad short but I don’t have a problem.  If you have longer legs you may find your knees resting on the edge of the front fairing.  Although like all bikes in this class there are riders who prefer it handle bars raised a little, often they would also like the screen taller.   I conclude they are taller riders.  Likewise there are those who prefer the foot pegs further down or forward.  Again this is dependent on you body type and personal preference. I am yet to hear of anyone who finds the bike uncomfortable.  I happy with the arrangement but tend to slouch so I would like the position more upright.   Yes it is comfortable enough to go touring on.

In traffic the bike is comfortable no sore wrists, butt or any other limb, on the open road the bike also comfortable etc.. although like all bikes except, possibly tourers or super tourers you do need a stretch after a tank of fuel.

I describe the Hayabusa as comfortable.

HANDLING

Speaking of handling, the Hayabusa can boogie with the rest of them on the road.  It can be a bit imprecise in multiple fast corners such as roundabouts or multiple corners but mainly because powering into such corners then backing of for the apex is how I usually like to ride.  I like the feel of physically turning or forcing the bike as opposed to the recommended throttle off technique.  Mainly because I sense a lack of feel when doing it this way.   It is not a flickable bike unless you carry some weight.  I’m not a talented rider by any way shape of form so don’t get any ideas.  Keeping a steady throttle around a corner the Hayabusa will hold the line, however not in the same league as it feels in the straight line, which it is totally razor-blade like.  I think the lack of feel has been caused by the fitment of the steering damper.
Note : due to smooth power delivery you will require significant throttle and speed before it will wheelie.

It initially feels big and heavy when starting off but on the move it feels much like a bigger CBR600.  The difference is more effort is required to control the Busa.  Around town its relatively easy to ride, smoothness and easy to steer, unfortunately very easy apply power as the throttle is immediate, no surging or chain lash at all.  General cornering and high speed corners are fine.  But a tad worrying on tight roundabouts due to the ultimate lack for feedback and huge power.  The power factor is in its element in town as it is on the open road.  I often use 2nd for take-offs and leave it in 4th in town – 2000-300rpm.

When traveling with smaller cc bikes the Hayabusa rider needs to ensure that they keep the revs down.  Speed happens very quickly and at low revs.  The smaller cc bikes may need many more 1000’s more rpm to keep up.  The in gear performance of the Hayabusa is amazing.  Whilst the smaller sporties will carry more corner speed hence handle more precisely, the Busa will invite slower cornering but encourage much much hard power up exiting the corner.

On the track it’s quite different.  You really do have to set the suspension and be committed to ride on track competitively.  Standard suspension is way too soft and there’s not enough feel.  The Busa wasn’t designed as a track weapon, it is clearly designed to be the fastest and hence have some sort of sporty handling to enable control but not ultimate track handling as per genuine sports bikes.  Eg. almost all the 600s the R1 Fireblade etc..  A less experienced rider will go much faster on a 600 around the track than on the same rider on a Hayabusa.  Riding the Hayabusa at the same speeds does require more experience and nerve.

I describe the handling as sporty but will require skill to push hard.

MAINTENANCE

The tyre situation is amazing, regardless of brand or model the Hayabusa is capable to translating alot of power into the rear wheel and destroying the tyre in less than 1000kms.  In normal use I think you’ll find that the rear tyre can last between 6000-10000kms and the front tyre 10,000km if you keep pressures and not riding too hard.

From experience the front end does shimmer and makes a loud ‘whoo-whoo’ sound when the front tyre gets old and/or due for replacement.  Once the tyre is replaced the front end feel is actually quite good !  So good condition tyres are necessary to enjoy the Hayabusa in Full.   That goes to any bike other too !

It still amazes me on how the engineers could design a bike that can allows so much useable power in low revs and still continue in the uppers rev range.  The fuel consumption is likewise outstanding.  I have a lowest recorded figure so far of 5.0lt per 100kms.   Highway riding is superb due to the torque available and the low revs. The screen is definitely too low when in a normal riding position you can keep this up to about 180kph.  My bike seems afflicted with a wheelie tendency at about 180kph probably due to me weighing under 80kgs.  Further I have the centre stand installed.   Hence the bike is not in full aerodynamic mode.  Hiding behind the screen fully is really not required till past 200kph.  You can feel the aerodynamics work much better at high speeds when hiding behind the screen.

Other maintenance issues such as chains and sprockets oil etc are on par with any other chain driven bike.  Due to EFI it should be easier to maintain.  Valve clearances, sparks are scheduled as per any other bike too.  Servicing as with any other bike is very important but it does not require anything special.

Problems that can effect the Hayabusa are the same for any other bike so nothing special to lookout for.

FURTHER RIDING EXPERIENCE

The spinning dials, now copied by various other manufacturers have NOT lost their appeal.  I love the clock and the fuel consumption gauges. The distance per litre or mile and consumption per 100kms or mile is also handy.  The look of the dash has not dated either.   A passer-by commented on how much it resembled an aero plane.  Regardless of opinions, the overall look of the Hayabusa is definitely unique.  It ‘hides’ it’s looks in the darker colours, the brighter ones do attract more attention.  In my opinion the Blue and Silver one is the best colour scheme so far.  The Copper and Bronze is certainly different and is still an attention grabber.  It reminds me of the original GSX-R750 black gold and funny decal model.

Quality of manufacture of the Hayabusa is high.  The fairings and paint job coped with the ultra-high UV in the territory without fading for the past year.  The plastic bits still look fine.   Nothing has fallen off or corroded. Mind you it’s only been through several Darwin wet seasons.  Whilst riding there isn’t any ‘plastic vibes’.

So how does it rate on a daily transport basis ? Short rides on any sort of bike like the Busa doesn’t do it justice.   Longer rides in traffic or in the country are just as fun.  The ability of the bike to be predictable is great.

Long term satisfaction with the Busa is dependent on how well the bike has been serviced.  Unfortunately the bike has also been the subject to 2 recalls on the same or similar components when first released.  Luckily it has not effected my bike.  I have heard absolute horror stories of mal-treated by Hayabusa owners from around the world on the poor servicing.  I am fortunate to have a great dealer in the NT so my bike is always maintained at its best.

As I have got to know the Hayabusa I can’t imagine replacing it for anything less.. for what I use it for.

Suzuki HAYABUSA 1300 MSRP: $10,849
Engine: 1299cc, 4-stroke, four-cylinder, liquid-cooled, DOHC, 16-valve, TSCC
Bore & Stroke: 81.0 x 63.0mm
Compression Ratio: 11.0:1
Carburetor: Keihin/Denso Fuel Injection
Lubrication: Wet sump
Ignition: Digital/Transistorized
Starter: Electric
HAYABUSA 1300 Transmission: 6-speed, constant mesh
HAYABUSA 1300 Final Drive: #530 chain

Suzuki HAYABUSA 1300 Dimensions:
Overall Length: 2140mm (84.3 in.)
Overall Width: 740mm (29.1 in.)
Overall Height: 1155mm (45.5 in.)
Seat Height: 805mm (31.7 in.)
Ground Clearance: 120mm (4.7 in.)
HAYABUSA 1300 Wheelbase: 1485mm (58.5 in.)
HAYABUSA 1300 Dry Weight: 217kg (478 lbs.) 218kg (480 lbs.) CA. model

Suzuki HAYABUSA 1300 Suspension:
Front: Inverted telescopic, coil spring, fully adjustable spring preload, 14-way adjustable rebound damping and 13-way adjustable compression damping
Rear: Link-type, gas/oil damped, fully adjustable spring preload, 22-way adjustable compression & rebound damping
Suzuki HAYABUSA 1300 Brakes:
Front: Dual hydraulic disc
Rear: Single hydraulic disc
Suzuki HAYABUSA 1300 Tires:
Front: 120/70-ZR-17
Rear: 190/50-ZR-17
Fuel Tank Capacity: 21 liter (5.5 gal.) 19.0 liter (5.0 gal.) CA. model
HAYABUSA 1300 Avaliable Colors: Black/Gray, Silver/Gray

Hayabusa 1300 Features

* 1340cm3 in-line 4-cylinder fuel-injected liquid-cooled DOHC engine built to deliver a broad wave of torque for effortless acceleration while reducing emissions.
* Hard, smooth chrome-nitride Physical Vapor Deposition (PVD) coating on the upper compression and oil control piston rings reduces friction while improving cylinder sealing.
* Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves heat transfer, durability and ring seal.
* U-shaped cutouts in the cylinder-bore sides allow air below descending pistons to escape to adjacent cylinders to reduce internal pumping pressure and mechanical power losses.
* Lightweight titanium valves allow use of lighter valve springs and higher lift while maintaining accurate valve control. Iridium spark plugs produce more complete combustion.
* Curved radiator with a compact, dense-core design and engine-management-computer-controlled two ring-type electric fans mounted on the rear of the radiator, increasing the control accuracy and keeping engine temperature stable.
* Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting system for smoother downshifts and also contributes to a lighter clutch pull.
* Optimized 6-speed transmission; oil spray to the 4th, 5th and 6th gears reduce wear and mechanical noise during highway cruising.
* Suzuki Dual Throttle Valve (SDTV) fuel injection results in improved power delivery, a more linear response, better mileage and less emissions. This system uses engine-computer-operated secondary valves to maintain optimum intake-air velocity for maximum combustion efficiency.
* Two 12-hole fine-spray injectors on each throttle body improve fuel atomization for better combustion efficiency and while reducing fuel consumption.
* Idle Speed Control (ISC) system improves cold starting and helps maintain stable engine idle under various conditions.
* Suzuki Pulsed-secondary AIR-injection (PAIR) system ignites unburned hydrocarbons and reduces carbon monoxide emissions.
* Large-volume catalyzer further reduces hydrocarbon, carbon-monoxide and nitrogen oxide emissions to help meet tough Euro 3 and TIER 2 emissions regulations standards.
* Dual large-volume triangulated and tapered mufflers, shaped for increased banking angle and cornering clearance, enhance power and reduce noise.
* Suzuki Drive Mode Selector (S-DMS) enables the rider to choose from three different engine power characteristics according to personal tastes and riding conditions. It offers enjoyment of top performance in a wide range of riding situations.
* Advanced, wind-tunnel-refined aerodynamics offering superb wind protection both for normal and completely tucked-in seating positions.
* Twin-spar aluminum-alloy frame built with castings and extrusions. The torsional rigidity of the aluminum-alloy rectangular-cross-section swingarm is increased by 10 percents.
* Rear subframe made of rectangular steel tubing for increased weight carrying capacity.
* Inverted cartridge front forks featuring Diamond-Like Coating (DLC) surface treatment to reduce stiction and improve reaction to small surface irregularities.
* The front forks and the single rear shock absorber both have fully adjustable spring preload, compression and rebound damping.
* 3-spoke cast-aluminum-alloy wheels shod with 120/70ZR17M/C (58W) front and 190/50ZR17M/C (73W) rear radial tires.
* 310mm (12.2-inch) dual-floating-disc front brakes with efficient, race-proven aluminum-piston, radial-mount brake calipers, and 260mm (10.2-inch) single-disc rear brake with single-piston brake caliper.
* Quality detail finishes – passenger footpeg brackets, muffler hangers, footpeg/control brackets – evoking the fine art of feudal Japanese armor, Yoroi-Kabuto.
* Standard-equipment steering damper
* Integrated front turn signals form the outer edges of the ram-air-intake scoop.
* Vertically stacked headlight featuring a projector high beam and a halogen-bulb multi-reflector low beam.
* Unique tailsection featuring streamlined bulges carrying integrated rear turn signals and shaped with jet-engine motif.
* Bright, durable LED taillight, with clear inner lens and red outer lens.
* Four analog gauges including step-motor-driven tachometer and speedometer. Round LCD panel includes clock, gear position indicator, S-DMS map indicator, odometer and dual trip meters. Engine-rpm indicator, programmable to blink or stay on between 4,000 and 11,500 rpm.
* Silver metallic trim around the analog gauges and LCD panel evoking American GT muscle-car image.

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