Suzuki GSX1300 Hayabusa Bike Overview
In the last couple of decades of the 20th century, three of the four big Japanese bike makers were engaged in a horsepower arms race – all aiming for the ‘fastest production motorcycle’ crown. Kawasaki, then Honda, then Suzuki all took turns in building super-powerful, aerodynamically sculpted bikes with top speeds that could approach 200mph.
Kawasaki’s 147bhp ZZ-R1100 would top 170mph when launched in 1991, then Honda’s 1997 CBR1100XX Super Blackbird topped that with 160bhp and 180mph, before Suzuki trumped them both with the 1999 GSX1300R Hayabusa. That had a bit more power – nearly 175bhp – but its superior aerodynamics gave a big leap in top speed, now up to almost 195mph in the right conditions on early models.
Named after a Japanese falcon, the Hayabusa took much of its engine tech from Suzuki’s much smaller GSX-R750 superbike, translated into a 1,299cc inline-four motor, with a conventional 16-valve DOHC water-cooled layout. Dual-valve throttle body fuel injection gives smooth low-down drive, plus screaming top-end power, and ram-air intakes positioned next to the headlight channel high-speed, cool air directly into the engine inlets, boosting power even more at three-figure speeds.
That motor is housed in a chassis which is also fairly conventional superbike fare: a twin-spar aluminium frame, USD front forks, six-piston front brake calipers and adjustable rear monoshock suspension. The weight – around 250kg ready to ride – rules out the sharpest of circuit handling, but it does much better than you might expect on track. Fit uprated tyres, adjust the suspension to suit your riding style, and it will keep up with many smaller sharper machines, especially on a faster track where you can catch up down the straights…
It’s not all about performance though: the Hayabusa is big and comfy enough to make a good solo tourer, and is a practical daily mile muncher. Tyres, chains and brake pads wear fast if you start using all that power though.
Suzuki released an updated model in 2007, which had a larger 1,340cc capacity, revised engine and chassis performance, and added a basic electronics package: ABS, power modes and traction control. The overall proposition didn’t change too much though, and many first-generation Busa owners actually prefer their original, more brutal machines.
There are loads of Hayabusas around, so you can take your pick when looking to pick one up. We like standard bikes, though intelligent upgrades are always welcome. High-quality exhausts from Yoshimura or Akrapovic, a Dynojet Power Commander, better brakes, fresh tyres and heated grips are always welcome. Later bikes have Brembo brake calipers, and if you can, we’d go for one of these…
Suzuki GSX1300 Hayabusa Bike Spec
- Top speed186mph
- Average fuel consumption38mpg
- Seat height805mm
- EngineLiquid cooled, four stroke, 16v, inline four
Suzuki GSX1300 Hayabusa Bike Insurance
Suzuki GSX1300 Hayabusa Bike Gallery
Great ride not over stretched!
Front fork seals but never misses a beat
A lit of riders up grade front brakes but I still have to tokico great for me I did up grade pistons for stainless.
It is heavy at low speeds but goes round corners nice!
Blink and you will miss it!
Depends how you ride it great fun and well worth the tank of fuel!
Definitely the brakes should have brembos
Pootles along easily at slow speeds and cruises effortlessly on motorways
Height adjustable handle bars would be a bonus and slightly lower foot pegs
No rust or signs of wear. Looks as new as the day I bought her.
Brilliantly smooth at all times, all the weight evaporates as soon as your moving. Change of direction is perfectly good for the road.
Ridiculous power. 3rd gear is perfect from 20mph – 120mph.
50mpg during a 10 miles of town and 15miles of 90mph motorway commute.
Not too snatchy, known for fading from high speeds repetitively.
Smooth power delivery with plenty of torque. Handles really well for a big bike and can hold its own on the twisty back roads. Normal motorway cruising is effortless again due to the power and torque available. Due to the riding position not too much strain on the wrists either.
195BHP and 120lb/ft of torque, enough said.
I usually get 150 miles to a tank two up and friends have had closer to 180 miles one up. Tax is in the upper band. I use the OE Bridgestone tyres and usually get 3000 miles from a rear. Servicing is at the same interval as my old Bandit and costs are similar.
No issues to date. Paint finish is quite thin especially where a pillion places their heels.
Upgraded Brembo brakes with ABS. Not overly intrusive with plenty of stopping power.
It’s not as heavy as it looks. Handles brilliantly on battle ax s20r tyres.
The engine just takes everything you give it, it doesn’t stop even cruising in 6th gear if you want to go just give it some and it takes off with ease
It is a big bike so naturally uses a lot of fuel I get 100 miles out of a tank through town but it’s worth it just to ride. It costs £800 off a year to insure as I’m still classed as a young rider under 30 but I wouldn’t change it
Immobiliser is a bit iffy, it engages when idling under 1.5rpm and takes ages to disengage to get going again still waiting on Suzuki to get back to me on this problem.
Brakes are spot on haven’t had any problems with them
Unlimited power, grin factor off the charts and handles well if you swap the original pipes for lighter ones.
It’s a hayabusa, the original hyperbike
Never going to be 125cc costs but for a big bike it’s cheap to run.
Only had to replace the reg rec and the usual consumables since new.
Stops like a bus. Back breaks get squirrely under heavy braking and front brakes are not quite good enough to stop the heavy bike at speed. Upgrade them to better pads and disks, and get braided lines.