Suzuki Updates its Speed Freak! Plus B-King and Other New Models
By David Edwards
June 2007
Somebody at Suzuki is really smart. After nine years, its franchise model, the 1300 Hayabusa—100,000-plus unit sales and counting—needed an update. The Kawasaki ZX-14 had stolen some of the Big ’Busa’s thunder. Wisely, Suzuki did not overreact and has just shown the world the new-for-2008 Hayabusa—which is much like the old ’Busa, only more so. Smart.
There will be no “New Coke Syndrome” screw-up here, Suzuki fans. (Remember Ducati’s recent troubles with its 916-series replacement, the 999?)
Quick glance at the new bike shows the same silhouette as before, but ’Busa buffs will immediately note some subtle differences. This bike has spent hours in the wind tunnel, the results showing in the new headlight, more smoothly contoured fairing and the double-bubble windscreen that’s a half-inch higher than before—factor in a lowered fuel tank, and now it’s easier to crawl under the paint at the dragstrip or flat-out across Your Own Private Bonneville Salt Flat.
Out back, no turnsignal stalks; the blinkers now live in their own speed pods in the tailsection. The latter appears to have been stretched for cleaner passage through the air; while wheelbase remains unchanged at 58.5 inches, the bike’s overall length has grown 2.3 inches to 86.6, fender tip to fender tip.
Hidden behind the new bodywork is the same basic mountain-motor inline-Four, but with some speed-demon tweaks. First a 2mm bore job (now 81.0 x 65.0mm bore/stroke) takes displacement from 1299cc up to 1340. Compression ratio goes from 11.0:1 to 12.5:1, a significant boost. Now we add titanium valves, shotpeened chrome-moly connecting rods and a refined fuel-injection system for what Suzuki claims is “12 percent higher performance.”
Which means…? Well, we know the new bike won’t go faster than 186 mph, the agreed-upon top-speed limit. But a 12 percent bump in horsepower—going by our 2006 Hayabusa testbike—would yield a stonking 179 hp at the rear wheel! A similar jump in torque would mean 110 foot-pounds. Both numbers top those churned out by our last ZX-14 Kawi (170 hp/104 ft.-lbs.). No word in the early press materials as to what kind of electronic hocus-pocus (if any) will be used to keep the new ’Busa from becoming a human fly-swatter at the dragstrip, but certainly the ZX-14’s production-record 9.78-second pass is in danger.
Welcome to Speed Wars 2008!
New bodywork is tailored for a tucked-in rider, though as before the bike should work well in sport(y)-touring mode. New ’Busa gains 7 pounds over the ’07 (up to a claimed 485 dry), mainly due to larger-volume, Euro 3-legal, CAT-equipped 4-2-1-2 exhaust.
In reality, air isn’t cleaved this cleanly, but you get the idea. New bike is slick
Clay mockup gets ready to be blasted. Here’s where the hard work of subtly reshaping the ’Busa took place.
