Hayabusa. 20 and out. | Page 3 | GTAMotorcycle.com

Hayabusa. 20 and out.

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GreyGhost said:
Hmm. Underwhelming


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After reading the whole article I am going with mostly a fail. Less power, new lights, new dash, no connectivity to keep cost down, no winglets because the computer controls traction (wtf kind of puff reporting is that???) Etc. Basically it's the old one which is fine but a pretty crap effort for a brand new bike.
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Hmmm. Engine was retuned for more midrange and 3rd gen is still the faster bike. Also didn’t I see they upped it 100ccish? Article says it’s the same displacement ?

i concur, feels a bit underwhelming overall.
 
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I think its a nice "facelift", and engine update for Euro 5.

I just can't get past those pipes though. that would be the first thing that would have to go.
 
It's both more and less than I was expecting. Suzuki seems to have touched almost everything but the frame on this bike... but there's no payoff. This is like an emissions refresh wrapped in a marketing campaign.

My main take away from this is that the 1st gen still looks cool to me... like some kind of weird aggressive spaceship
 
Delboy said:
I think its a nice "facelift", and engine update for Euro 5.

I just can't get past those pipes though. that would be the first thing that would have to go.
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Get used to it, euro 5 emissions
 
Gary said:
I see it's being sold as a MY '22.
A new '20 cost is $15K. (likely less with negotiations)
At $23K for the new '22, I'll assume they're drunk at the Mothership.
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$23000!!! Is that number real?!
 
This is what Suzuki has become. Facelifts hyped as new models.

New fairing, IMU, huge price bump. Power changes are essentially meaningless, it's still ridiculously heavy, and is now also expensive. As motors have gotten lighter and superbikes have crept up to 1100 cc, the 'Busa is even losing it's straightliner status. At this point, it's an impractical and lardy sport-tourer. Also, those exhausts are hilariously large, even by Euro 5 standards...

See also B-King, Katana et al for over promising and under delivering. The current GSX-R1000 is a shadow of its former self, so far behind the competition that it mostly gets excluded from comparison tests (and the cheap one is still listed at $20k for 2021). Aside from discounted value, I'm hard pressed to think of a single Suzuki bike that's class-leading.
 
Priller said:
This is what Suzuki has become. Facelifts hyped as new models.

New fairing, IMU, huge price bump. Power changes are essentially meaningless, it's still ridiculously heavy, and is now also expensive. As motors have gotten lighter and superbikes have crept up to 1100 cc, the 'Busa is even losing it's straightliner status. At this point, it's an impractical and lardy sport-tourer. Also, those exhausts are hilariously large, even by Euro 5 standards...

See also B-King, Katana et al for over promising and under delivering. The current GSX-R1000 is a shadow of its former self, so far behind the competition that it mostly gets excluded from comparison tests (and the cheap one is still listed at $20k for 2021). Aside from discounted value, I'm hard pressed to think of a single Suzuki bike that's class-leading.
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huh?

Didn't i see the new GSXR-1k getting rave reviews?
 
Evoex said:
huh?

Didn't i see the new GSXR-1k getting rave reviews?
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Every litre bike gets rave reviews, really. None are bad motorcycles, all make big power, are light, and handle well. It's only when compared to the competition that the differences become more meaningful.

I don't have any tests from 2017 when the current Gixxer thou came out, but I recall it never quite matched the S1000RR or RSV4 even then. Subsequently, BMW, Ducati, Honda, and Aprilia have all moved the game along quite a bit, leaving Suzuki, Yamaha and Kawasaki behind.

This isn't such a big deal for Yamaha (their range is more diverse) or Kawasaki (the race bikes are great and the new one might catch them up), but Suzuki was the king of the litre bike pretty much from the beginning of the GSX-R1000 in 2001 until the S1000RR appeared. If you factor in the 750cc years before that, the GSX-R line had been cutting edge for sportbikes since 1985. What they have now is almost there, but like the rest of Suzuki's lineup, not class-leading in any way. And the ABS is apparently downright dangerous on a track, which used to be where Suzuki did best...
 
Priller said:
Every litre bike gets rave reviews, really. None are bad motorcycles, all make big power, are light, and handle well. It's only when compared to the competition that the differences become more meaningful.

I don't have any tests from 2017 when the current Gixxer thou came out, but I recall it never quite matched the S1000RR or RSV4 even then. Subsequently, BMW, Ducati, Honda, and Aprilia have all moved the game along quite a bit, leaving Suzuki, Yamaha and Kawasaki behind.

This isn't such a big deal for Yamaha (their range is more diverse) or Kawasaki (the race bikes are great and the new one might catch them up), but Suzuki was the king of the litre bike pretty much from the beginning of the GSX-R1000 in 2001 until the S1000RR appeared. If you factor in the 750cc years before that, the GSX-R line had been cutting edge for sportbikes since 1985. What they have now is almost there, but like the rest of Suzuki's lineup, not class-leading in any way. And the ABS is apparently downright dangerous on a track, which used to be where Suzuki did best...
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I put 55,000km on my 06 GSXR1000 and another 50,000km on my 09 GSXR1000. The 09 was "all-new" and still didn't win any of that years comparisons but I rode all the other 1000cc bikes that year and liked the GSXR better by far. That's still my favourite bike I've owned.
 
Hardwrkr13 said:
I put 55,000km on my 06 GSXR1000 and another 50,000km on my 09 GSXR1000. The 09 was "all-new" and still didn't win any of that years comparisons but I rode all the other 1000cc bikes that year and liked the GSXR better by far. That's still my favourite bike I've owned.
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Both fantastic bikes, and the K5 has become legendary. It was the privateer weapon of choice for ages, and that Zach and Ari Revzilla video only added to the aura. 2009 was the last time Suzuki was at the top, though, as the S1000RR came along for MY 2010 and blew the class to absolute smithereens. A 25 hp (at the wheel) horsepower advantage, along with useful rider aids, amd it couldn't be beat. It's not everyone's favourite by any stretch (I always thought it was ugly as sin), and it oddly never has found much success at the track considering its stock power advantage, but by all objective measures, it took the class crown and held on for ages. Not dissimilar to what the GSX-R1000 did in 2001...
 
A PC5 and losing 20lbs stock exhaust narrowed the power/weight gap to the Beemer. Beemer was hideous to look at and therefor I'd never own one, power advantage or not. It isn't always the biggest hp number that sells the bikes.
Busa MY22 is still a bit of a let down imo though. I just don't see the big reason to have one anymore. Speed-wars are done and if they're not shooting for huge HP bragging rights just to sell a couple but mostly to get buyers looking at your brand (ala Kawa H2) I don't see the Busa as being relevant anymore. It was always a couch-rocket like the ZX1400 but I don't see any of those on the roads now either.
 
I wouldn't put much faith in stock-bike horsepower numbers for any of the big-bore bikes any more. They're all drive-by-wire, and they're all restricted. As long as they don't lock down the ECU to prevent reflashing ... no big deal.
 
Brian P said:
I wouldn't put much faith in stock-bike horsepower numbers for any of the big-bore bikes any more. They're all drive-by-wire, and they're all restricted. As long as they don't lock down the ECU to prevent reflashing ... no big deal.
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This is especially true now in North America, as the competing Euro and EPA regs usually see development address the Euro regs first, then bung something together for the EPA, usually a huge flat spot wherever the test is. Euro testing is much more accurate. I've attached the most recent group test dyno charts from Fast Bikes, though the graphs are tough to read as the colours blend together. Lap times generally seemed to reflect the peak hp dyno numbers, for what that's worth, with the BMW, Ducati, Honda and Aprilia gapping the rest...

Still, bench racing modified bikes gets complicated. Where do you stop? The ZX-10R is obviously a great race platform, but Jonny Rea's ride doesn't share many parts with the one on the showroom floor. Also, some brands do take the time to get it right out of the gate, saving the hassle of uncorking power and voiding warranties.

In relation to the new Hayabusa, though, there's little indication that there's any meaningful improvement over the old motor aside from a few incremental tweaks. If you want to tune a top speed monster or a drag bike, it would likely make a lot more sense to buy an old one to modify rather than a new one.

I think that's why I'm so bummed by this one. Suzuki used to use incredible engineering to produce class-leading bikes for a very fair price, exemplified by the Gixxer lineup. They had a shot to do something impressive with a blank slate here, even if it was a bit bonkers, a la the Kawi H2 range. Instead, they offer a warmed over version of a warmed over version of the original bike from 1999...
 

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Looking at it a different way ... Why should Suzuki spend big money on something off the wall in this market segment? All of the Hayabusa's competitors have dropped off. The bike as it was, was pretty good (aside from being heavy ... which it still is). Sort out Euro 5, update the electronics, update the styling, done.

The article that you linked to earlier, suggested that Suzuki investigated alternatives, including a 6-cylinder engine, and a turbocharged engine .... and the existing engine (with a wide collection of minor tweaks) worked better anyhow.

The drag-racers will know what to do!
 
Gary said:
I see it's being sold as a MY '22.
A new '20 cost is $15K. (likely less with negotiations)
At $23K for the new '22, I'll assume they're drunk at the Mothership.
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So you won't be at the dealership waving a fist full of cash? What's next then?
 
Brian P said:
Looking at it a different way ... Why should Suzuki spend big money on something off the wall in this market segment? All of the Hayabusa's competitors have dropped off. The bike as it was, was pretty good (aside from being heavy ... which it still is). Sort out Euro 5, update the electronics, update the styling, done.

The article that you linked to earlier, suggested that Suzuki investigated alternatives, including a 6-cylinder engine, and a turbocharged engine .... and the existing engine (with a wide collection of minor tweaks) worked better anyhow.

The drag-racers will know what to do!
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Do the drag racers care about the TFT and LED headlights? Don't they appreciate lower MSRP to leave more money for go fast bits?
 
It's not what many expected but atleast they kept it alive which would have been fine aslong as the price wasn't an 8k jump :LOL:
 
GreyGhost said:
Do the drag racers care about the TFT and LED headlights? Don't they appreciate lower MSRP to leave more money for go fast bits?
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The drag racers won't care about that, but actual drag racers are surely a pretty small part of their sales volume. They need to appeal to the street / sport-touring customers, too.
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