TTS Performance has collaborated with KarDesignConcepts to bring you the ultimate ‘Busa – and considering the former is a specialist in superchargers, you can imagine the pony power to play with in the final project.
For this kit, the two teams took a factory ‘Busa and added forged engine parts and a full-system Brocks exhaust to a TTS Rotrex supercharger conversion package, bumping the power up from 187bhp to a stunning 370bhp, or 375hp.
A view of the SuperBusa, a new machine with a bonkers supercharger conversion kit+. Media courtesy of Top Speed.
The masterminds also added CF winglets, CF intercooler tank vents, a CF drive cover and a revalved front suspension with titanium clippers.
All of this rides on 330mm StopTech front discs (and a lightweight TTS rear disc), with the report from Top Speed pointing out the obvious perk of a build like this: “What’s even more impressive is the fact that everything is tightly wound together and the Hayabusa appears rather normal from most angles.”
“To achieve this, TTS has housed the intercooler under the stock fuel tank while directing the air via carbon fiber ducts integrated in the fuel tank.”
A view of the SuperBusa, a new machine with a bonkers supercharger conversion kit+. Media courtesy of Top Speed.
Naturally, the SuperBusas will also feature carbon wheels. A single-sided swingarm, and a taller windscreen to keep aerodynamics playing nicey-nice.
Curious what this kit will cost you?
A view of the SuperBusa, a new machine with a bonkers supercharger conversion kit+. Media courtesy of Top Speed.
According to TTS, you’re looking at $35,500 USD, which excludes the price of the bike; given the teams’ prerogative to make only 40 of these beautiful beasts, we’re expecting the limited run to run out soon, so be sure to head over to their website and take a gander at what’s left.
Drop a comment below letting us kow what you think, and as ever – stay safe on the twisties.
King Kong has returned. Despite the premature rumours of the big fella’s death, the ‘Busa is back. I managed to snag a bit of saddle time to get some impressions – and even rode it back to back with the Gen 2 machine it replaces.
2021 Suzuki GSX1300R Hayabusa
First up, lets talk the big news. Yes the spec sheet has a couple of numbers moving in the opposite direction to what we normally see. And of course, social media has lit up. Peak power and Torque are down by seven ponies and five Nm respectively compared to Gen 2, to 187 hp and 150 Nm. Weight is down by a couple of pies to 264 kg. But we all know that stat sheets can lie. In this case, the updated Euro 5 compliant donk has had a raft of changes from Gen 2 which is now what, 13 years old?
2021 Suzuki GSX1300R Hayabusa
Numbers aside, I know from experience that many high-power engines that are fitted with new cylinder heads that boast latest generation combustion chamber design combined with more sophisticated electronic management systems are generally way better than their predecessors, as you would hope and expect!
2021 Suzuki GSX1300R Hayabusa
Anyway, what you need to know is that the focus has been on low to mid-range power and torque which is where you spend most of your time anyway. We didn’t get a chance to do roll-ons due to some drizzly Phillip Island weather, but my ass-ometer backs up the supplied power curve comparisons that say the new bike is comfortably up on torque from low to just past midrange where its back to line ball for a bit before falling slightly behind in the top 20 per cent. A much more usable, linear curve too. I know which one I prefer. Suzuki claim the new bike is faster to both 100 km/h (3.2 s v 3.4 s) and 200 km/h (6.8 s v 6.9 s) compared to the Gen 2, with quarter-mile times the same apparently. So, yeah. It goes alright…
Suzuki GSX1300R Hayabusa Generational Comparison
Details
1st Gen
2nd Gen
New Hayabusa
Displacement
1,298 cc
1340 cc
Bore x Stroke
81.0mm x 63.0mm
81.0mm x 65.0mm
Compression ratio
11.0:1
12.5:1
Power
(129kW) 175PS/9,800rpm
(145kW) 197PS/9,500rpm
(140kW) 190PS/9,700rpm
Torque
138Nm/7,000rpm
155Nm/7,200rpm
150Nm/7,000rpm
0-200m time
7.1
6.9
6.8
0-100 km/h time
3.3
3.4
3.2
Top speed (km/h)
299
299
299
Emissions
-/
Euro 3
Euro 5
Fuel consumption
/
17.6
14.9
2021 Suzuki GSX1300R Hayabusa
The second thing most people will talk about is the styling. In the metal, it looks great – somehow smaller than you expect. Sleeker lines do well to hide the bulk compared to the slightly chunkier lines of old. Unanimous opinion from all who checked it out at the track today agreed that it looked the biz. The Suzuki stylists have done well. It’s cleaner, more streamlined and less bulbous compared to the old bike and the headlight treatment brings it closer to the GSX-R family. I could personally go with something other than the chrome highlight on the side fairing.. but must admit, that it grew on me too.
2021 Suzuki GSX1300R Hayabusa
Like Trev I’m a big fan of the analogue clocks. Initial impressions are that the electronics menu which appears in the centre TFT screen is not the most intuitive to use in the world, but it’s easy enough to swap between the three pre-set maps (A, B and C), and then scroll through three custom modes where you have full control over settings for power, TC, Anti Lift, Engine Breaking and Quick-shift settings. In the dry, I preferred a custom map with full power, TC and anti-lift set to around five, Engine Breaking off and the quick shift set to two (the more road oriented setting that’s a little smoother than one).
2021 Suzuki GSX1300R Hayabusa
So what’s it like to ride? One word – Surprising. I’d probably prefer two words really, but I’m trying to cut down on expletives.
2021 Suzuki GSX1300R Hayabusa
I’d not been lucky enough to ride a Hayabusa before the Aussie launch event. I’d only had the pleasure of following Trev as he painted lines in front of me on our annual high country run in the hills a few years back. I now know why he was grinning so much and wouldn’t give me the keys.
2021 Suzuki GSX1300R Hayabusa
Within a kilometre of setting off on my first road ride, I actually said ‘holy shit it steers pretty well’ out loud, to myself. I dunno why I do that either, just go with it. It really does though. Anyone who hasn’t ridden one before will not believe how happily it changes direction and how eagerly it tips in. Somehow it hides its 264 kg very well. Just ignore that number. Comfortable reach and riding position, plenty of room to move – its more than pleasant to ride. And the suspension is super communicative (I’ll get back to that later)
2021 Suzuki GSX1300R Hayabusa
But that engine. Faaaaaaaaaaaaaarmer Jones’s tractor doesn’t pull like that. It’s like a turbine. Spooling up cleanly from as low as 2000 revs in top gear and just piling on the speed. There’s no ignoring it. It’s a monster. Exhaust note is nice and refined, with the dominant sound of gases getting the hell out of dodge. It’s almost turbo whoosh. Without the turbo.
2021 Suzuki GSX1300R Hayabusa
We were lucky enough to run some laps at the Phillip Island circuit. The weather gods weren’t entirely cooperating, but I did get one ‘almost’ dry session in…
The only 2022 Hayabusa in Australia and a wet Phillip Island…
We started on the outgoing Gen 2 in the morning. On a fully wet track. In B mode. And I admit it was a little nerve wracking. Compared to the MY22 that I’d ridden the night before it felt stiff and heavy. And the suspension wasn’t nearly as communicative.
Gen 2 Hayabusa does feel like a generation ago compared to Gen 3
Then session 2 was on the new bike, also in B mode. On a track that was just starting to dry. The difference in feedback and confidence was chalk and cheese, not just because of the new six-axis Bosch IMU which seems to be the ducks nuts when it comes to TC and ABS control, but the suspension package as a whole was light years ahead. It’s running 43 mm KYB USD forks with 120 mm of travel up front and a fully adjustable KYB shock out the back. They’re both excellent. The stability was expected. The level of feedback wasn’t, considering there’s a fair amount of metal to keep under control…
2021 Suzuki GSX1300R Hayabusa
Brake-wise, the Brembo Stylemas that bite into 10 mm larger 320 mm discs up front are impressive too. Heaps and heaps of feel. And the bike positively sheds speed. While not really a benchmark, without trying too hard, I was out-braking plenty of track day punters on slick shod race bikes coming into turn-four. While giggling…
2021 Suzuki GSX1300R Hayabusa
Session 3 was almost dry. Time to try the A mode. Gradually wicking things up to the point that I was getting the knee down…On a track that wasn’t fully dry.On road tyres. On 264 kg of Hayabusa…
2021 Suzuki GSX1300R Hayabusa
Confidence? You bet. We weren’t out there to set lap times, we were out there to see how the bike went. With it being the only one in the country, I was very, very, veryconscious not to throw it down the road… which is why I pulled into the pits in the fourth session. The rain had started coming down again and I caught myself playing around and sliding in the wet out of Southern Loop.. and Siberia.. and turn 11. Don’t be that guy Wayne… So I brought it back into the pits just before the rain started getting serious. And that was where our day ended as the rain kept coming down so we pulled the pin.
2021 Suzuki GSX1300R Hayabusa
Overall impressions in what was a relatively short introduction ride? The new Busa is a missile. Forget the power stats. If big power is your thing, team Suzuki have a bike ready for you. It’s positively a torque monster, so smooth and composed. But it utterly surprises in terms of how well it can steer and stop for a big heavy bike. I was prepared for the engine. I wasn’t prepared for the rest of the package. Phenomenal.
2021 Suzuki GSX1300R Hayabusa
While it will be on sale in July 2021, it is referred to as a 2022 model by Suzuki, and is priced at $27,690 ride away.
It’s almost news too good to be true, but it seems Suzuki Motorcycles has filed for a patent for a new Hayabusa engine with 1440cc of tarmac-tearing oomph!
The former world’s fastest motorcycle is now in wind-down mode as it no longer meets the tough new Euro5 emissions regulations coming next year.
While some will still be made for the Australian and US market, the future of the bike depends on developing a new, cleaner engine.
There has been speculation for some time that Suzi would make a bigger donk.
1440cc donk
According to Bennetts of the UK, it will have a 1440cc engine which is 100cc more than the 148kW outgoing model.
They also say it will have a slimmer design, double exhausts like the current model and an evaporative emissions control system.
Third patent
It is no longer just rumour that the Hayabusa will be retained as this is the third patent for an upgrade.
The ageing Hayabusa has only had two major upgrades in its 17-year history.
While many are expecting turbo or supercharger technology, the first two patents were for a semi-automatic transmission.
The first patent in February 2018 detailed how actuators would be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
However, the second patent described the gear position sensor, confirming that it was destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Patent drawings seem to suggest Honda may be reviving its high-speed Blackbird sports bike with eight aerodynamic winglets.
In September, patent drawings of winglets that automatically deployed above a certain speed were accompanied by drawings of the Africa Twin and Fireblade.
Fireblade patent drawing
When both were unveiled at the EICMA motorcycle show in Milan last month, neither had these wings.
Blackbird drawing
Now the new drawing looks suspiciously like the CBR1100XX Super Blackbird.
Blackbird patent drawing
It includes eight winglets which seems to indicate ultra-high speeds.
That would fit in with the ethos of the Blackbird as once the world’s fastest motorcycle.
Then along came the Suzuki Hayabusa named after the peregrine falcon, the world’s fastest bird, and natural predator of the blackbird!
Then manufacturers agreed to limit speeds to 299km/h after European officials threatened to ban high-speed motorcycles in the 1990s.
Patent blitz
Don’t get too excited about Honda returning the Blackbird, though.
This is only one of many patents Honda has lodged in the past year and we are not sure how many of these they will put into production.
This new Blackbird patent joins the following from Honda over the recent past:
Hayabusa patents
Meanwhile, Suzuki Motorcycles has filed its second patent for a major upgrade to its Hayabusa speed demon with semi-automatic transmission.
The ageing Hayabusa has only had two major upgrades in its 17-year history as the world’s fastest production motorcycles of the last century.
While many are expecting turbo or supercharger technology, the two patents so far have been for a semi-automatic transmission.
The first patent in February 2018 details how actuators will be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
Second patent
However, the second patent describes the gear position sensor, confirming that it is destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now which means it could probably be powered by the same 1340cc in-line four-cylinder engine with 148kW of power.
However, there is talk of a 1400cc version and possibly forced induction.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Suzuki Motorcycles has filed its second patent for a major upgrade to its Hayabusa speed demon with semi-automatic transmission.
The ageing Hayabusa has only had two major upgrades in its 17-year history as the world’s fastest production motorcycles of the last century.
While many are expecting turbo or supercharger technology, the two patents so far have been for a semi-automatic transmission.
The first patent in February 2018 details how actuators will be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
Second patent
However, the second patent describes the gear position sensor, confirming that it is destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now which means it could probably be powered by the same 1340cc in-line four-cylinder engine with 148kW of power.
However, there is talk of a 1400cc version and possibly forced induction.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Auto push
The push toward automatics and semi-auto transmission is gaining momentum.
While most automatic two-wheelers are scooters with CVT, there is a growing list of motorcycles with auto or semi-auto clutchless transmissions.
And many electric motorcycles are virtually automatic because the electric motor can be used as a direct-drive unit. It is similar to turning up the volume on an amplifier or turning up the “suck” on your vacuum cleaner.
Harley-Davidson employs this drive on their LiveWire electric motorcycle.
We have also heard unconfirmed reports that Harley has invested in American clutch company Rekluse which makes aftermarket auto clutches for Harleys.
Tough European emissions laws threatened to axe several much-loved models last year, but it seems many have had a stay of execution.
The Euro 4 rules introduced in 2016 were almost 50% tougher to pass.
For example, Euro 3 required a motorcycle to pass an emissions test when new, or after 1000km. Under Euro 4 they have to still be compliant after 20,000km or 35,000km depending on the size of the machine.
Because the requirement was so tough, the European Commission (EC) allowed a couple of years for compliance.
That ended on December 31 2018 and many models are now no longer able to be sold in Europe and several other countries that follow the same stringent rules, such as Japan.
The axe has now fallen on most supersport models, many air-cooled bikes, single-cylinder adventurers and most Japanese cruisers.
Axe reprieve
However, manufacturers are still making some of the models that looked like failing the tougher tests, strictly for markets where the Euro 4 rules do not yet apply. They include Australia, the USA and South Africa.
Suzuki Hayabusa gets a stay of execution
That is a big enough market to make it economically viable to continue production of bikes that continue to sell well, such as the Suzuki Hayabusa.
The hyperbike will eventually be replaced by an updated Hayabusa, but in the meantime, the factory will continue to make the bike for non-Euro 4 markets.
When it does return to worldwide production, the Hayabusa may not even be Euro 4 compliant.
It may be Euro 5 compliant as that standard is coming in 2020 for new models and 2021 for existing models.
But once again there may be a reprieve from the axe. That’s not because it’s too tough, but simply because the EC has not yet agreed on the exact standards and testing methods.
Emissions reduced
Since 1999, the motorcycle industry has gone from Euro 0 to Euro 4 and reduced emissions by 91%.
Despite those reductions, most motorcycles are now more powerful and economical than they were at the end of the last millennium.
And even though sceptics said the technology would make motorcycles more expensive, they are no more expensive in real terms.
Euro 5 will lead to new motorcycles that will have a range of solutions to the emissions problem.
That will include, but won’t be limited to, leaner burn, liquid cooling, forced induction, hybrid technology and, of course, electric power.
But you can’t see the 2019 colour schemes, yet, officially…
Unlike some stories posted elsehwere, Suzuki’s iconic sportsbike, the legendary GSX1300R Hayabusa, will continue to be available from Australian dealerships in 2019.
Sucks to be them…
Suzuki European Distributors will not sell the current generation Haybusa due to the iconic road burner not meeting European emission controls.
Good to be us!
Suzuki however will continue to manufacture the Hayabusa and Suzuki Australia will introduce new colours for the 2019 model, next year. While they are coy on what those 2019 colour schemes will be, MCNews.com.au believes they will be the same, or very similar, to the colours that will be seen in the U.S.A. next year. These colours we show in the above headline image, and immediately below here.
2019 Suzuki Hayabusa
2018 Suzuki GSX1300R Hayabusa $19,450 Ride Away
The 2018 iteration of the Suzuki Hayabusa is currently available in Australian dealerships in two colours at a special run out price of $19,450 Ride Away with 12 months registration and is backed by Suzuki’s 24 month unlimited kilometre warranty. See offer here (Link)
$19,450 Ride Away on 2018 Suzuki GSX1300R Hayabusa
For further information, interested customers should visit their nearest authorised Suzuki Motorcycle dealer, who can be found via the Dealer Locator on www.suzukimotorcycles.com.au.
Suzuki has confirmed its barnstorming GSX1300R Hayabusa – or Busa to its legion of fans – will cease production this month as its engine no longer meets tough European emissions regulations.
The first production bike to reach 200mph (321km/h) was given the Japanese name for the peregrine falcon which is the world’s fastest bird at 200mph.
It was introduced in 1999 and a year later, Japanese and European motorcycle manufacturers agreed to impose a 300km/h limit on bikes to avoid a legislative ban on hyperbike speeds.
There has only been one significant update in 2008.
Although the emissions regulations that will end its illustrious career were introduced in January 2016, existing motorcycles had a grace period that ends on December 31.
Since most of the world now adopts the European emissions standards, Suzuki has decided to pull production.
It produces 110kW at 10,000rpm and 108Nm of torque at 9500rpm.
That’s still a l;long way short of the Hayabusa. It originally had 129kW of power from its 1299cc four-cylinder engine but in its final guise produced 145kW.
Meanwhile, Suzuki Motorcycles Australia is taking deposits of $1000 on the 2019 Suzuki Katana.
They will be available in “limited numbers” and in two colour choices. Final pricing has not yet been revealed.
