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HR HAYABUSA
complement the rider’s muscular head was made more compact and
Suzuki lightly revised the GSX1300R for structure, in part based on meetings was given lighter titanium valves,
the 2008 model year, with a minor with riders of customized Hayabusas. saving 14.1 g (0.50 oz) and 11.7 g
restyling of the bodywork, and fine- Suzuki’s Koji Yoshiura designed the (0.41 oz) on each intake and exhaust
tuning of the engine’s head, pistons look of the new Hayabusa. He had valve, respectively. The valves were
and exhaust. Though the engine previously styled the first generation driven by a chain with a new
changes were relatively limited, they Hayabusa, as well as the Suzuki hydraulic tensioner. The pistons were
still yielded a large made lighter by 1.4 g
horsepower (0.049 oz)[41] and used
increase, and ion-coated rings and shot
brought the bike peened connecting rods.
into compliance The crankcase breather
with new noise system had reed valves
and emissions added to control pressure
requirements. waves in the intake
airbox, a way of avoiding
In 2004, market power loss.
researchers from
the US and Japan Fuel injectors from the
began working to GSX-R1000 were used,
identify which with smaller 44-millimetre
elements of the (2 in) throttle bodies,
Hayabusa design called the Suzuki Dual
had attracted so Throttle Valve (SDTV)
many buyers, system. It has three
discovering that, selectable options of
in spite of having power delivery for a
its looks range of touring to wide
sometimes disparaged in print, Bandit 400, RF600R, TL1000S and the open high performance. The exhaust
customers were much enamored SV650. For research, Yoshiura traveled system was overhauled, using a 4-2-1-
with the old Hayabusa. A redesign around the United States to bike 2 system, meaning four exhaust
meant to strengthen the bike’s nights and clubs for a first hand look outlets merging into two pipes, and
appearance without departing at the styling aesthetic of the then joining into a single pipe before
much from the original found Hayabusa custom scene, and was splitting into two enlarged, quieter
approval with dealers and focus inspired as much by the look and mufflers, which added a few pounds
groups. Underneath the skin, Suzuki build of the Hayabusa rider as their of weight compared to the first
decided to save considerable custom bikes. generation Hayabusa. The exhaust
development cost by keeping major also included a catalytic converter
portions of the frame and engine While the second generation is very and an oxygen sensor in order to
unchanged. close to the first in overall shape, and meet Euro 3 emissions requirements.
is largely dictated by wind tunnel
This was because engineers had tests, the raised lines and curves are The suspension was upgraded with a
determined greater power was meant to suggest a muscular build. 43 mm Kayaba inverted fork with
possible without a significant redesign Said Yoshiura, “I wanted to create a sliders having a diamond-like carbon
of the old engine, even faced with masculine form that complements a (DLC) coating. The rear shock is also
the need to comply with more rider’s muscular structure with hints of a Kayaba, and the overall suspension
stringent noise and air pollution rules. developed bicep, forearm and is firmer than the previous model. The
The target was to produce more than calves.” swingarm is similar in design to the old
190 bhp (142 kW) at the crankshaft, one, but was strengthened. Front and
and they delivered 194 hp (145 kW), Engine changes consisted of an rear remain fully adjustable. The
a 11 or 12 percent increase over the increase in stroke by 2 mm, enlarging transmission was given a heavier-
previous output. displacement to 1,340 cc (82 cu in). duty, slipper clutch. The final drive
The compression ratio was boosted ratio was slightly lower, and gears 5-6
Yoshiura’s new design aimed to from 11:1 to 12.5:1 and the cylinder were spaced farther apart, and gear
