[Gypsian]

Just sat down to pen the instant thread after a joyful ride on the mighty Hayabusa and before I render my thoughts on what persuaded me to buy the brand new third gen Hayabusa, I would love to express my current feelings poetically.

When on this beast called Hayabusa,
Wrapped in leather, roaring at top speed,
The smell of petrol and the melody of four pots,
For my favorite hobby, my mind is set.

The busa is now twenty – five,
And still a looker,
She’s the queen of tarmac,
Daring anyone to pass her,

Speed, agility her forte,
Sometimes I wonder how fast is this thing,
Albeit it can’t form words,
I here it telling me to go faster..
Ranganath Reddy R ( GYPSIAN )


With my falcon on the recent short ride



FACTORS THAT LED TO THE PURCHASE OF THE MIGHTY HAYABUSA

Admittedly there are numerous ownership reviews, buying experiences and write-ups on the performance of this mighty motorcycle. The instant write up is specific to what parameters and factors that led me to purchase the third gen Hayabusa.

“POWER IS NOTHING WITHOUT CONTROL” the slogan/tagline/punchline coined by PIRELLI a quarter century ago. Looks like Suzuki has taken the aforesaid line quite seriously while designing the third generation Hayabusa. A globe throttler which was meant to circumnavigate the globe, now enjoys the safety net of electronics. The electronics makes a world of difference more particularly in the Indian context where ABS and traction control are busy doing their job and can never go on a vacation. The busa now comes with an extensive all-inclusive electronic package at par with its flagship rivals ( if any ) from Japan and Italy.

IMHO the Busa is the most versatile above litre - class superbike ( Hyperbike ). I comfortably cruise with my Harley buddies and give those litre class supersports a run for their money and this transition takes place from just a click of a button from power mode C to A and the beast is unleashed and nothing passes her. While cruising just put it at C mode ( low power ), the Busa cruises along happily without the urge to do some gut wrenching speeds unless demanded for. Its hard to believe how good a commuter the Busa is, thanks to the excellent heat management, the temperature needle never surpasses the half mark no matter what the situation is.

AFAIK currently there is no bike in the instant genre which is as comfortable as the Hayabusa more specifically for someone like me standing at 6.2 feet and weighing about a quintal. Now this was the clincher for me in deciding to buy the Hayabusa. Having ridden the fully committed ZX – 10r and Panigale which are absolutely not suited for my frame where busa makes a world of difference in terms of comfort. Well, on the Busa I am happy doing 500km stretches in a single day with small breaks every 1.5 hours. Currently after the extinct of ZX-14R, the Busa is the go to machine in the super sport ( hyper sport ) for any XXL rider who would want to occasionally use it on the track ( yes the Busa does that too ! ) and predominantly uses it on the highways doing long stretches. When I say ‘comfortable’ it is in the context of super/hyper sport machines and certainly not comparable to the adventure tourers.

How can I not speak of reliability when discussing Hayabusa ? Although I have owned it for only two months, I have had buddies who still own Gen 1 Busas which can perform as good as they did on their way to home from showroom about two decades ago. There is no parallel to Japanese reliability. I acknowledge the fact that Italian flagships such as the Panigale and RSV4 factory are a notch higher when it comes to engineering, but I’m certainly not the one to appreciate the desmo service ( valve clearance ) or any major service which cost a bomb and long waiting periods to avail parts, expensive labour etc that comes associated with the Italian brands (ofcourse I didn’t include Benelli). Hayabusa is the Nissan GTR of motorcycles, I think that’s quite a reasonable comparision.

All the above reasons kept apart, it is the aspiration to own a Suzuki Hayabusa which typically reflects a deep yearning for speed, strength, and a feeling of liberation. The Hayabusa is renowned as an iconic high-performance motorcycle, celebrated for its remarkable acceleration and distinctive style. Ultimately, it embodies the aspiration to ride an exhilarating and powerful vehicle on the open road.

The peregrine falcon doing what it does best


will be cherished forever

SPECS
Gen 3 Suzuki Hayabusa
ENGINE
TYPE: liquid-cooled, four-valves-per-cylinder, inline four
CAPACITY: 1340cc
BORE & STROKE: 81 x 65mm
COMPRESSION RATIO: 12.5:1
FUEL SYSTEM: EFI

TRANSMISSION
TYPE: Six-speed, constant-mesh
CLUTCH: Wet, multi-plate

FINAL DRIVE: Chain

CHASSIS & RUNNING GEAR
FRAME TYPE: Aluminium twin-spar
FRONT SUSPENSION: 43mm USD fork, full adjustment
REAR SUSPENSION: Monoshock, full adjustment
FRONT BRAKE: twin 320mm discs, 4-piston caliper with ABS
REAR BRAKE: single-piston caliper with ABS

DIMENSIONS & CAPACITIES
WET WEIGHT: 264kg
SEAT HEIGHT: 800mm
WHEELBASE: 1480mm
FUEL CAPACITY: 20lt

TYRES
FRONT: 120/70-17
REAR: 190/50-17

PERFORMANCE
POWER: 140kW (188hp) @ 9700rpm
TORQUE: 150Nm @ 7000rpm
HIGHWAY FUEL USE: approx 16km/lt


COMPREHENSIVE ELECTRONIC PACKAGE

Before delving into how this beast is to ride, it is imperative that we know what the third generation peregrine falcon is equipped with in terms of elceronics :-

Now speaking of electronic aids, each feature requires detailed review which I would eventually do in my next write up, let me now list the features :-
1) Suzuki Drive Mode Selector Alpha (SDMS-), three pre-set modes and three that you can personalize.

2) Motion Track Traction Control System (10 modes + OFF), lean-sensitive traction control.

3) Power Mode Selector (three modes), the two top modes are full power, mode three is restricted power.

4) Bi-directional Quick Shift System (two modes + OFF), up and down quick-shift which works perfectly.

5) Anti-lift Control System (10 modes + OFF): anti-wheelie in simple terms.

6) Engine Brake Control System (three modes + OFF).

7) Active Speed Limiter

8) Launch Control System (three modes). Each setting has a different rev limit: 4,000 rpm, 6,000 rpm, and 8,000 rpm.

9) Emergency Stop Signal, which flashes the hazard lights during heavy braking or when the ABS is activated.

10) Suzuki Easy Start System, which requires only one press of the starter butto.n

11) Low RPM Assist

12) Cruise Control System, 30–200 km/h

13) Combined Brake System, front activates the rear, but not vice-versa.

14) Motion Track Brake System: Suzuki’s name for cornering ABS.

15) Slope Dependent Control System: braking which monitors the angle of the bike, braking downhill for example.

16) Hill Hold Control System

The latest Bosch IMU, combined with Suzuki’s Intelligent Ride System (SIRS), offers numerous rider assistance features, including Traction Control and Lift Control, each adjustable across 10 levels. This extensive adjustability for Traction Control enables riders to fine-tune intervention to match their individual riding style. However I felt the lift control is too intrusive and kicks in quite too often even on less aggressive throttle inputs. An additional feature is the ability to display various ECU data such as throttle position, brake pressure, lean angle, and acceleration/deceleration forces, which is handy unless it becomes distracting. The new Hayabusa also includes three levels of adjustable engine braking, with each functioning well. Furthermore, it offers a two-level quick shifter, where Level 1 provides rapid shifts for aggressive riding and Level 2 is more suited for relaxed touring. The gear shifts are unambiguous and are spot on without accidental slips.

A standout feature of the Hayabusa is the combination of cruise control and an Active Speed Limiter. While cruise control is standard on modern touring bikes, the Active Speed Limiter allows riders to set a speed limit to avoid being carried away ( it’s an Hayabusa after all ), the best part being if you need to exceed your limit temporarily for overtaking or so, simply twist the throttle and the electronics permits it.

SIRS includes even more functionalities, such as hill hold assist, easy starting (one push of the starter in neutral), and low RPM assist for stop-and-go traffic. Its most significant feature is the three engine power modes: Level one delivers full power and rapid throttle response, while Levels two and three progressively reduce power and response for more casual riding or low-traction conditions.

Rider aids are managed through the Suzuki Drive Mode Selector-alpha (SDMS-a), featuring three preset modes (A, B, and C) that range from aggressive to more relaxed riding styles. Additionally, there are user-defined presets (U1-3) to customize bike performance. While adjusting these presets requires some navigation through menus, one useful feature allows quick adjustments within any rider mode, enabling on-the-fly change of optimal settings.

How is it to ride ?

Well again, I am certainly not competent to write an expert review on how this legend rides as this machine is over and above the competency of many if ridden to its full potential. When it comes to speed, the aerodynamics of this are akin to that of a flying fortress is among the best I've experienced, and I've ridden many bikes that are as powerful as the Hayabusa, but what makes all the difference is the fact that the road grip on the Hayabusa is directly proportional to the speed, that’s what it feels like, it sticks on to the road just like a monitor lizard gripping the tree, the faster you go, you feel the increased grip . Suzuki boasts that the Hayabusa has one of the lowest drag coefficients of any street-legal motorcycle, and I can see why. This bike slices through the air like a knife through a cake. It's so effective at it that I often found myself feeling overly confident—each time I emerged from behind the windscreen at high speeds (with the bike still eager to accelerate).

The braking system has historically been a weak point for the Hayabusa of the older generations. However, Suzuki has addressed this issue by introducing the latest Brembo Stylema radial brakes, larger discs, and implementing cornering ABS. The braking system now features linked brakes from front to rear as a result, the stopping power has greatly improved compared to the previous model, Even after extensive use on the expressway, there was hardly any fade, despite some aggressive braking. The addition of cornering ABS is a valuable enhancement, that permits you to enjoy the ghat sections or for that matter any curvy roads.

I am someone who has been into amateur racing for a decade and then ultimately graduated on to the big bikes, I currently own an Harley Davidson Fat Boy and a Triumph Tiger XC alongside the brand new Hayabusa. The aforesaid electronics make a world of difference as I already miss them on the other bikes that I own. The sophistication with which these systems activate when desired or when the need arises is mind – blowing.
While some riders still prefer motorcycles without any rider aids, I personally disabled them during high-speed runway testing to fully experience the more exhilarating aspects of the Hayabusa. However, I would always choose a powerful bike equipped with rider aids over one without, and the advancements in this latest model are significant. I recall that on the earlier Hayabusa models, particularly the original, it was prone to unexpected behavior when your focus waned, especially in challenging conditions like wet or muddy roads where both ABS and traction control are imperative.

Some random clicks

With its counterpart



How is it to tour on the Hayabusa?

The motorcycle is surprisingly relaxed, feeling light and manageable, even in heavy traffic. Its impressive ergonomics and engine contribute to a comfortable ride. Despite the aggressive seating position, the Hayabusa delivers a pleasant experience with minimal pressure on the wrists, allowing smooth navigation through traffic. The engine's torque at low revs and its never-ending mid-range power make it easy to maintain speed even in higher gears — I could easily cruise at 50 km/h in sixth gear, which I didn't think was possible for any other supersport currently in the market.

One of the best features of touring on the Hayabusa is its low fatigue levels, thanks to the well-designed, large windscreen that minimizes buffeting during long rides. This significantly reduces the discomfort often associated with extended periods in the saddle. Additionally, the cruise control is a great feature, providing immense comfort on long stretches with minimal traffic, and using it always brings a smile.
I was truly impressed with how the Hayabusa handled rough roads, the Busa feels right at home over any uneven surface, whether at high or low speeds, providing a sensation reminiscent of lounging on a couch.

After covering 2400 kilometers, I've learned a lot about the Suzuki Hayabusa. First, it's incredibly comfortable, with its seats, ride quality, and large windscreen all contributing to a fatigue-free experience. Second, the engine is not only powerful and torquey but also user-friendly in city and highway conditions. Plus, it maintains a reasonable level of fuel efficiency. Lastly, the electronics are top-notch and function flawlessly. So yes, the Hayabusa will accompany me on a lot more tours.


Likes and Dislikes

Likes
- Impressive performance and handling
- Advanced electronics package supported by a six-axis inertial measurement unit (IMU)
- Brembo Stylema brakes provide reliable stopping power
- Updated instrument cluster featuring stylish dual analogue dials and a central TFT display
- Competitively priced at Rs. 21.35 lakhs (On road Bengaluru )

Dislikes ( Well truly in so far as I’m concerned there isn’t any, just nitpicking )
- Stock exhaust note not satisfactory ( in the context of inline four, Kawasaki inline fours have a better exhaust note )
- No charging port.
- Could have come with an electronically adjustable suspension.
- No keyless feature.
- Two cylinder operational feature ( cylinder de- activation) would have been a welcome feature.

Alternatives considered
Is there really an alternative? ZX – 14R is now extinct.

The two alternatives( If I may call it an alternative for the sake of instant write up) that were considered were the Panigale V4 S and the Kawasaki ZX– 10R. Both these machines are an epitome of engineering in their respective domain. Well, probably I should have been fortunate enough to buy them a decade ago, at the current juncture the committed riding position isn’t my cup of tea and certainly those beautiful machines do not complement tall riders (again subjective) at least for long hauls. And more specifically for someone like me who doesn’t do track days. I vouch for the performance of these two machines being much outright than the Hayabusa, although they are not from the same genre, when the sole parameter is performance IMHO they outmaneuver the Busa.


Booking and Delivery experience
Sometimes, the showroom experience plays a significant role in the decision making process. Kudos to Manoj Kumar Reddy ( Sales Manager ) and Abhishek ( Service head ) at Avanish Suzuki, Bangalore showroom for having facilitated the buying process and also for the wonderful delivery experience. The fitments ( guards, cowl and paddock stand were all provided by the showroom ). Good personnel at the showroom sometimes impact the buying decision in a positive way like the instant purchase. The finance team as well was swift enough to provide all the assistance and I am gratified with the showroom personnel right from the day of booking to till date and the Suzuki group ride that was organised by Manoj definitely warrants a mention.

[Aditya]

Thread moved out from the Assembly Line. Thanks for sharing!

[svsantosh]

Originally Posted by Gypsian

Dislikes ( Well truly in so far as I’m concerned there isn’t any, just nitpicking )
- Stock exhaust note not satisfactory ( in the context of inline four, Kawasaki inline fours have a better exhaust note )

Congratulations...

The Gen3 silencer does make it sound like a redlining sedan but look at the bright side - Arkas/Yoshis can save a ton of weight and sounds much better too. I bet you will get one after running in.

[Gypsian]

Originally Posted by svsantosh

Congratulations...

The Gen3 silencer does make it sound like a redlining sedan but look at the bright side - Arkas/Yoshis can save a ton of weight and sounds much better too. I bet you will get one after running in.

Completely thumbs up the only reason I would advocate retaining the stock exhaust is for its aesthetics. IMHO no aftermarket exhaust is visually as appealing as the stock exhaust, as the stock cans compliment the wide stance of the motorcycle. As you rightly said I’ll plonk in Akrapovic dual can full system after about 10k kms.

[Lone rider]

Congrats on the purchase, there is no bike as beautiful as a Busa.

[Gypsian]

Originally Posted by Lone rider

Congrats on the purchase, there is no bike as beautiful as a Busa

Thanks lone Rider it’s a timeless machine that has held its own from two and half decades, I don’t see any other motorcycle withstanding the test of time like the busa does.

[drsureshmohan]

Congratulations! I’ve done 2228 km on my bike. I’m so glad you are enjoying this beauty. It’s the best buy (motorcycle) in my life.