2022 Suzuki Hayabusa Tech Explained

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Despite having less peak horsepower, the 2022 Hayabusa is quicker than the previous generations. (Suzuki /)

The Suzuki Hayabusa is unusual in sports motorcycling in that it has not been constantly updated. After its 1999 introduction, it quickly became the machine of choice for serious 3 a.m. pink-slip riders and other seekers of ultimate acceleration and top speed. This unusually styled bike is the one to which super turbo kits are often added in order to give the rider 650 hp or more, on the time-honored principle that too much is never enough.

A second-generation Hayabusa came in 2008, with a jump to 1,340cc from the original’s 1,299cc, but otherwise this is a bike which has not really participated in the electronic rider-aid revolution. That revolution began with the digital flight controls developed for the Apollo program, which put astronauts on the moon. It then moved quickly to military and then commercial aircraft, then to Formula One racing cars, and finally to MotoGP bikes. Now that it has become a normal part of any powerful production bike’s suite of functions, it’s time for its adoption on the Hayabusa. With it come other electrically powered updates such as LED lighting, CAN bus controls, and TFT LCD instruments. Suzuki says its new bike has “550 new or redesigned parts.”

Torque, Tuning, Electronics

Emissions standards continue to tighten, and the latest set that bikes must meet in order to be widely sold is Euro 5. The easy reductions in carbon monoxide, unburned hydrocarbons, and nitrogen oxides were in the past achieved mainly by more accurate mixture control, with the shift from carburetors to digital fuel injection, and after-treatment, by passing exhaust gas over hot catalyst-bearing surfaces to accelerate desired chemical changes. Euro 5 now directly impacts engine design, because compliance requires reducing emissions at their sources inside of engines.

Through the necessary changes, any performance lost was more than made up for by the adoption of such acceleration-boosting electronic improvements as throttle-by-wire, traction control, and anti-wheelie systems. This third-gen ‘Busa’s claimed 3.2-second 0-60-mph time is superior to gen 1’s 3.3 and gen 2′s 3.4 seconds. The same is true of 1/8-mile times: compare gen 3′s 6.8 to the 7.1 and 6.9 seconds of the previous bikes. Add to this the substantial torque gains achieved in gen 3 over the range of 3,300 rpm to 7,000 rpm and you have a bike of superior rideability that has gained rather than lost performance in meeting Euro 5.

The addition of throttle-by-wire, traction control, launch control, and anti-wheelie has made the 2022 Hayabusa quicker without massive changes to its engine. (Suzuki/)

Some pundits had expected another displacement increase, possibly by boring Hayabusa’s 81mm cylinders to 84mm to increase displacement to 1,440cc. This was believable because one way to meet emissions is to detune slightly, then recover the lost power with a displacement increase. That didn’t happen; Suzuki engineers were able to turn some of the changes Euro 5 requires, such as reduced valve overlap and  combustion chamber details, into benefits. They came up with as much as a 16 percent boost in torque in the 3,300–7,000 rpm range, the part of the powerband actually used in most street riding. Yet if the Little Old Lady From Pasadena throws down the gauntlet of challenge, top performance is, based on the numbers provided, better than ever. That has transformed a traditional peak-power torque curve, which gains on top by using cam timings that give away some torque lower down, into something more like the flatter, more rideable curves we are seeing on recently designed parallel twins. We can call this new trend “Euro 5 torque flattening.”

Durability

Many a Hayabusa is operated under extreme duty conditions, and this bike will support a very large aftermarket of performance-enhancing parts. Therefore engine durability must from time to time be enhanced by changes that support the Hayabusa’s reputation of being able to handle four or more times its original horsepower. Hayabusa engines are regularly used for racing and record-setting on four as well as two wheels. They are chosen because of their reputation for standing up to extreme turbocharging. Accordingly, a suite of durability-related engine changes has now been made.

Suzuki has made some durability-related engine changes to the already legendarily robust GSX1300RR engine. (Suzuki/)

Styling

Another category of change is style, but in this respect Hayabusa has proven ageless. While other sportbikes conform to the 20-year-old “shock-wave supersonic look” of sharp edges, dart-like shapes, and scoops, the Hayabusa’s theme has been a complete contrast: functional aerodynamics that works. Suzuki claims that Hayabusa, despite its substantial size, remains among the three production bikes with the lowest CdA (aero coefficient times frontal area). That means smooth, organic curves that remind me of Britain’s Hawker Hunter, a largely subsonic fighter of the 1950s. Suzuki is wise not to change a look that gives instant recognition—no other bike has it. As a footnote, when it comes to top speed, all generations of Hayabusa have been voluntarily speed-limited to 300 kph, or 186 mph.

The 2022 Hayabusa is still easily recognizable with its smooth, flowing organic shape that gives it one of the lowest CdA numbers in motorcycling. (Suzuki/)

Chassis and Handling

Chassis changes are inevitably required by the constant advance of tire and suspension performance. While it’s true that most riders never exceed tire limits, grip is there to be used and therefore chassis design must advance to make that possible. KYB suspension and Brembo Stylema brake calipers are just the most visible changes.

Suzuki’s press release on the gen 3 does not reveal the final drive ratio, which was 43/18 on the last generation. If it has in fact been changed to boost acceleration, that might explain why claimed fuel mileage in gen 3 is 35.1 mpg compared with the 41.4 of gen 2 (an 18 percent increase). Spinning the engine faster by gearing it down can increase acceleration, but friction loss increases with rpm, possibly increasing fuel consumption. It’s no biggie; if you can afford the bike, you can certainly afford its fuel. But it does make me curious as to whether the sprocket ratio has been changed.

Greater tire and suspension performance required Suzuki to increase the Hayabusa’s handling capabilities. (Suzuki/)

In the days to come we will discuss in greater detail the major categories of change that define this new Hayabusa: engine durability, engine performance, emissions, and chassis.

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