2008 Suzuki Hayabusa First Ride

When Suzuki’s Hayabusa debuted in 1999, it inspired controversy for two aspects that would go on to become iconic: its controversial aerodynamic styling and its ability to open a giant can of whup-ass on anything else on the showroom floor.



After word got out about its 9-second abilities down the quarter-mile and its 190-plus-mph top speed, its “Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by some groups as the hottest thing on the street, and the mighty falcon became one of the primary canvases on which to polish frames and bolt on big-tire kits to up the bike’s badass-ness.

Now nine years on (and with a manufacturers’ agreement to limit top speeds to a laughably sedate 186 mph), the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved to be quicker and more powerful but also smoother and more comfortable. Regardless, the Busa remained as popular as ever and was unmatched for its street cred. Fearing a “New Coke”-type backlash, Suzuki engineers didn’t want to stray too far from the original Busa concept in this new redesign you see here. It’s still unmistakably a Hayabusa even if every fairing panel has been remolded. And it’s not much different underneath, either.



While it’s the new skin that first grabs your attention, it’s the unholy monster motor underneath that has earned the Hayabusa its veneration. Potent and durable, it has been the inspiration for a closer relationship with god among those who have twisted its throttle to the stop. For ’08, this legendary lump has received a 2mm longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged pistons are lighter and stronger and produce a 1.5-point increase in compression ratio to 12.5:1. Also forged is the crank, as it attaches to new chro-moly rods that are now shot-peened for added strength. Cam chain adjustment is now accomplished hydraulically, which also helps reduce mechanical noise.



Up top are 16 new titanium valves that save 14.1 grams on each intake and 11.7 grams on each exhaust for a significant weight loss in this critical area, allowing the replacement of double valve springs with lighter single springs. Valve sizes remain the same, but a new camshaft now forces greater lift on both the intake and exhaust poppets and has revised timing. It’s all fed by a pair of double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual Throttle Valve system that has a secondary throttle valve mounted above the primary that’s controlled by the bike’s electronic brain to maintain the ideal velocity of the intake charge based on rpm, throttle opening and gear position.

Controlled by a new high-powered Engine Control Unit, Suzuki says that the Busa has the company’s “most powerful, most advanced digital fuel-injection and engine management system.” Another important task of the ECU is controlling the different parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer 600/750, the Busa has a handlebar-mounted switch to set the power mode into three available positions. It produces full power in mode A, the default setting, while mode B has a bit of the power edge clipped off. Mode C might be an asset in the rain, but it neuters all the excitement out of the muscular motor.

'Suzuki claims the new bike cranks out 194 horsepower at the crankshaft'

Specifications: 2008 Suzuki Hayabusa

Engine Configuration 4-stroke, liquid-cooled, DOHC, 4-cylinder
Engine Displacement 1340cc
Compression Ratio 12.5:1
Valves Per Cylinder: 4
Bore x Stroke: 81.0 mm x 65.0 mm
Valve Angle From Vertical IN: 14 degrees, EX: 14 degrees
Valve Train Type: Bucket tappets, chain cam drive
Intake Valve Diameter: 33.0 mm
Exhaust Valve Diameter: 27.5 mm
Intake Valve Maximum Lift: 9.0mm
Exhaust Valve Maximum Lift: 8.6mm

Intake Valve Timing
Open: BTDC 43°
Close: ATDC 58°
Exhaust Valve Timing
Open BTDC: 62°
Close ATDC: 24°

Fuel Delivery System: Fuel Injection 12-holes; 44 mm throttle bodies
Air Filter Type: Paper
Ignition System: Fully transistorized
Lubrication System: Wet sump

Oil Capacity:
Oil Change 3100cc
With Filter Change 3300cc
Overhaul 4000cc

Fuel Capacity: 21L (5.5 US gal.) for E03 / 20L (5.3 US gal.) for E33
Transmission Type: 6-speed, constant mesh
Clutch Type: Wet multi-plate, manual
Clutch Actuation System: Hydraulic
Clutch Spring Type: Coil
Number of Clutch Springs: 6
Number of Clutch Plates: 10 Drive; 9 Driven
Primary Drive: Gear
Primary Drive Gear Teeth: 83 / 52
Final Drive Sprocket Gear Teeth: 43 / 18

Transmission Gear Teeth
1st: 34 / 13
2nd: 31 / 16
3rd: 29 / 19
4th: 27 / 21
5th: 25 / 22
6th: 24 / 23

Frame Design (Material): Twin-spar (aluminum alloy)
Rake / Trail: 23.4 degrees / 93 mm
Wheelbase: 1,480 mm (58.3 in.)
Seat Height: 805 mm (31.7 in.)
Front Suspension Type: Inverted telescopic, coil spring, oil damped
Front Suspension Adjustment: Compression and Rebound damping, Spring Preload
Rear Suspension Type: Link type, coil-spring, oil damped
Rear Suspension Adjustment: Compression and Rebound damping, Spring Preload
Front brake: Radial mount, 4-piston calipers, 310 mm dual disc brake
Rear Brake: 1-piston caliper, 260 mm disc brake
Front Wheel Travel: 120 mm (4.7 in.)
Rear Wheel Travel: 140 mm (5.5 in.)
Front Wheel: 17 M/C x MT3.50, cast aluminum alloy
Rear Wheel: 17 M/C x MT6.00, cast aluminum alloy
Front Tire: 120/70ZR17M/C (58W)
Rear Tire: 190/50ZR17M/C (73W)
Dry Weight: 220 kg (485 lbs), 221 kg (487) CA. Spec
Overall Length: 2,190 mm (86.2 in.)
Overall Width: 735 mm (28.9 in.)
Overall Height: 1,165 mm (45.9 in.)
Ground Clearance: 120 mm (4.7 in.