25 years of an icon: the Hayabusa story

 

There aren’t many more iconic and immediately recognisable silhouettes in motorcycling, if any. 25 years ago, in 1999, the Hayabusa stunned the two-wheeled world. A quarter of a century later, we take a look back at its origin, the updates, and the stories behind the legend.

 

'Suzuki sets new standards' read the headline in MCN following the launch of the first Hayabusa at the Circuit de Catalunya in 1999. The design brief was simple: wade into the hypersport motorcycle war and come out on top. And it did just that.

 

It was styled and designed for one purpose: to slip through the air as seamlessly as possible with curvy, swooping lines that unintentionally created one of the most iconic silhouettes ever. At the launch in Spain it was on the receiving end of all manner of superlatives.

 

"The concept of the first Hayabusa was to create an original and dominating impact with superior aerodynamics, as well as being the most powerful sports motorcycle,” reflected Yoshiura san, the head of design on the original Hayabusa project. “I designed it with the intention of getting attention, using a unique motorcycle design. It needed to be the ultimate road-legal motorcycle with the highest performance from mass-produced bikes.”

It was immediately heralded as the fastest production bike on the market. At the launch at Circuit de Catalunya top speeds were recorded at the same point on the track as they were for the 500cc GP race the year before. A standard Hayabusa was just five miles per hour slower than the quickest prototype racer of the day. And still pulling.

 

Journalist Chris Moss described the speed and acceleration, saying "At 7,000rpm your arms feel like they're about to be wrenched out of their sockets." To cope with the power Bridgestone developed a set of brand new tyres, the BT56J, which gave the Hayabusa a greater contact patch when leant over and greater stability at high speed.

 

Factory test rider, Yuichi Nakashima, said of the first Hayabusa, "I can say the Hayabusa's engine feels so overwhelmingly powerful and finely tuned that there is nothing like it. After riding it you won't want to ride another motorcycle. Everyone should, at least once, experience the Hayabusa's powerful acceleration from low to high speeds. and you too will be hooked."

 

It wasn't just the phenomenal power that the bike was praised for. The smooth, 1299cc inline-four cylinder engine provided masses of torque, making the Hayabusa more than just a road-legal missile, but a user friendly, real-world motorcycle, capable of shrinking continents. Bike Magazine's Martin Child reported from the launch, "You will not find a more torquey, rider-friendly engine. I completed two laps in top gear which saw everything from 30mph hairpins to the freedom of the straight and the bike pulled cleanly. The torque was instant and free-flowing.”

 

It was happy cruising at motorway speeds on long-distance trips, or on the casual Sunday ride out. And it handled, too, with the chassis and agility the other key areas where the Hayabusa scored highly.

It became an immediate hit and cult status followed. It was, and indeed, still is, the weapon of choice for top speed chasers, and drag racing strips became its second home. It also leant itself readily to modifications and customisation with the likes of Sean Mills at Big CC and Jack Frost, who operates Holeshot Racing

 

Frost has spent years chasing top speed records, as well as using his expertise to help others, and he's done so more on Hayabusas than any other model.

 

"When the Hayabusa came out in 1999, I got one straight away," Jack explained. "I rode it standard to run it in and it was a great bike, as I have always said to people over the years. And they handle better than people would think; so easy to ride fast and eat up the miles. But it was by far the most powerful stock bike I had ridden and the obvious choice of bike to transform into a turbo bike.

 

"After a few months of fettling mine, we managed 350bhp and a top speed of 228mph, still on pump fuel and a lot of standard components. After a few more changes we ran 257.4mph on the mile. It quickly caught on that turbochargers were a recognised add on for Hayabusas and at Holeshot Racing we sold hundreds of turbo kits around the world.

 

"But the 'Busa has such a great engine, something Suzuki is renowned for, and this shows by how long the model ran without change until 2008."

Also testament to the strength and power of the Hayabusa power plant is the long standing relationship that Suzuki GB formed with sports and racing car manufacturer, Radical. Since 2000, Radical have been using Hayabusa engines in a wide range of their sports and racing cars, including the SR3 and the SR8 RX, which uses a Hayabusa-based V8 engine.

 

As for the customised scene, that took off nowhere more so than the United States, where the Hayabusa elevated itself to the top of the fashionable motorcycle list, also proving popular with music artists and sport stars. The instantly recognisable bodywork, extensive list of aftermarket parts and interchangeable Suzuki components, plus the silky smooth, powerful, and easily tunable engine meant it was the motorcycle of choice for custom shops up and down the USA, serving as a rolling billboard for the potential of the custom builder.

 

Apart from an upgraded ECU, revised fuel injection settings and front suspension, it went relatively unchanged in the early years, until a radical overhaul on the 2008 model.

 

Launched in September 2007 at the Salzburgring in Austria, the Hayabusa was back with a bang, eight years after the original made its debut in Spain. Updates included a stronger and more powerful engine, which increased the displacement to 1340cc, with new, lighter, and stronger engine internals and a redesigned gearbox and a broader torque throughout the rpm range. And to deal with the extra heat and power, a new, curved radiator helped keep the engine cool.

 

The newest exhaust system featured a new oxygen sensor used by the engine management system to increase combustion efficiency by adjusting the amount of fuel injected into the cylinders, and  wind tunnel testing for the 2008 model centred around design refinements aimed at improving wind protection for the rider, while remaining true to the original design and iconic shape. Wind flow over and around the rider, both when in a normal seating position as well as when completely tucked in was improved. There were also changes to the front and rear suspension, brakes, frame, and wheels.

It was immediately heralded as the 'rebirth of a legend' by MCN, with senior road tester at the time, Adam Child, writing, "The word 'legendary' is overused. So is 'iconic'. But both typify Suzuki's Hayabusa."

 

Chief engineer Hiroshi Iio worked on the engine of the original Hayabusa, before being made chief engineer for the overall project. "When we were refining the design for the second generation, the team placed top priority on improving its already legendary aerodynamic efficiency. The Hayabusa really stands above and apart from other ultimate sport bikes, and its consummate form follows the function of the bike’s aerodynamic characteristics. Plus, its optimal balance and motion control translate into the ease of handling that you experience when actually riding the bike."

 

The Salzburgring was the perfect track for the relaunch of the Hayabusa, with two long straights, flat out kinks and fast corners. And nearly 10 years after the original model wowed the assembled motorcycle press it was at it again. Bike Magazine's Simon Hargreaves agonised over finding a flaw in his report, before conceding that, "the 2008 Hayabusa has me stumped because I honestly cannot think of a single thing wrong with it." After its introduction in 1999, it was back to reaffirm itself at the top.

Fast forward another five years and Brembo Monobloc front calipers graced the front end, which were lighter and more rigid than the outgoing, bolt-together, calipers, delivering better feedback to the rider. And to further aid stopping power, lightweight, high-performance ABS featured to match stopping power to available traction. It also came with new Bridgestone BT-015s, again, specially developed for the Hayabusa.

 

But the world was changing around the Hayabusa. GSX-R1000s were moving the superbike game on with faster engines and superior handling, and as such the Hayabusa moved further into high speed comfort. Already a string in its bow, the Hayabusa was the ideal tool for swallowing huge miles in speed and comfort, with assured handling and performance.

 

Tighter emissions regulations eventually meant the Hayabusa disappeared from European model ranges after 2018. However, after a brief hiatus, February 2021 saw a new version announced. The third generation Hayabusa was here, retaining everything that made the last one so good, but with a suite of updates to make it the best ‘Busa yet.

Over 550 new parts came bolted to the updated Hayabusa. The new hyperbike used a similarly iconic and uniquely individual, aerodynamic silhouette and styling, wrapped around a heavily redesigned engine which included new pistons, conrods, crankshaft, and camshaft, specifically aimed at producing enhanced performance in the lower to mid rev ranges.

 

The result was the fastest-launching Hayabusa yet.

 

There was also a comprehensive suite of electronics that included IMU-governed ABS and traction control, cruise control, launch control, bi-directional quickshifter, engine brake control, three power modes, plus three preset rider modes and three user-defined modes, and a revised chassis, with a new subframe, new brakes, and new suspension settings.

 

Still blisteringly fast, the focus of the new Hayabusa was not to keep chasing ever increasing peak power figures. Instead, the focus was on thrust.

 

While litre sports bikes push out more peak power, even grunty GSX-Rs can't compete with the Hayabusa's shove at the bottom end, and the third generation Hayabusa has an even fatter torque curve, providing a wider spread of power in the lower rev ranges, which makes building speed effortless.

2024 marks the Hayabusa’s 25th birthday. A quarter of a century that has seen it rip up the rule book as a fresh-faced youngster, through to maturing into the gentleman’s sportsbike, one that effortlessly builds and maintains speed, wafting along everything from autobahns and country roads. It’s fuss-free, sure-footed performance, with thrust on tap regardless of gear or rpm. Open the throttle and it surges forward, without hesitation.

 

To celebrate, Suzuki launched a special edition model in a resplendent orange reminiscent of early iterations, including the striking Gen 2 launch colour in 2008. It was adorned with a special anniversary logo on the fuel tank and laser-etched into the twin exhaust mufflers, plus gold-anodised brake disc carriers and drive chain adjusters, raised Suzuki lettering on the fuel tank, a standard-fit single seat cowl in addition to the pillion pad, and new gloss black trim.

 

The Hayabusa is a bike that everyone should ride. Even if only once. Though it’s unlikely once will be enough. Because, 25 years on, still nothing comes close.