Ten years of Suzuki Hayabusa GSX1300R

Dec 8 2009 Harriet Ridley

MY heart is pounding as I stare at the lights. I build the revs, slip the clutch then dump it as red turns green. I shoot off into the distance, dusting off Mr Porsche 911 Turbo at the Tesco roundabout traffic lights. But then I would - I'm riding Suzuki's Hayabusa GSX1300R.

A few weeks earlier I'd taken the Hayabusa to RAF Woodbridge for a top speed run. I soon had the needle banging at the 185mph mark. I'd reached the limit of the analogue speedo, but not of the Hayabusa's speed The GPS equipment revealed I'd managed 191mph. Not bad for a production machine limited by a gentleman's agreement.

By the turn of the Millennium the Brussels suits were getting twitchy about the increasing speeds of production hyperbikes. So manufacturers agreed to restrict their machines to 186mph before the EU had a chance to lay down draconian legislation.

But I was still curious to see how fast the latest Hayabusa would really go. Back in 2006, when Kawasaki launched its ZZR1400 to claims it was the fastest hyperbike out there, I'd witnessed a standard machine do a true 193mph. The gentleman's agreement has clearly been overlooked by a few mph. Best not tell anyone then in case Brussels notices!

The Hayabusa broke cover in 1999 as Suzuki's answer to Kawasaki's ZZR1100. Its sheer speed straight out of the crate soon earned it cult status on drag strips worldwide. These became littered with tricked-up Suzukis complete with long wheelbases and turbochargers to blast the 200mph barrier in no time. But how does it perform in the real world?

Better than you'd think. For 2008 Suzuki overhauled the Hayabusa to snatch its hyperbike crown back from Kawasaki. However, the new model retained its distinctive looks with its wraparound fairing and bulbous rear end. The Hayabusa was one of the first road bikes to make extensive use of wind tunnel technology to beat aerodynamic drag, and it shows in its slippery appearance.

The engine's capacity is upped to 1,340cc from 1,299cc, increasing power to 194bhp and torque to 114lb/ft. Chassis-wise, the Hayabusa got new suspension and a stiffer swingarm. But it also gained 5kg because of the huge catalytic converter necessary to meet regulations.

But once I've hauled the Hayabusa off its sidestand the sheer weight and size dissolve somewhat. The Busa feels more agile than it should do round town and when scything through traffic. It's only as I up the pace through the twisties that the bulk comes into play. The Hayabusa becomes hard work to change direction at speed. Suspension is on the soft side for sports riding, but super-plush over long road distances. The Hayabusa is a high-speed mile-muncher, not a short-circuit race winner.

The radial brakes lack initial bite and need a good squeeze to slow the bike quickly from high speeds. I guess there's a lot of weight to stop. The ergonomics aren't brilliant either. The screen's too low and despite the Hayabusa's vast size, things still manage to be cramped in the leg department.

But I love the Hayabusa's road presence and its reassuring sure-footedness. All that weight pushes into the tyres for added grip, inspiring confidence round corners. The controls are de-light-fully light, from the clutch lever to the slick gearbox. But what really amazes me is how easy all that power and torque are to manage, starting with the incredibly smooth fuel injection. It makes throttle control child's play, putting all that sheer thrust and acceleration well under the rider's control.

But when you decide the world must go blurry, the Hayabusa complies. Whack the throttle open and the rear lights up faster than a chain smoker. The insane acceleration is there instantly and in true drag-strip style, the Busa feels stable at heart-stopping speeds. If you're looking out for your licence, forget using the engine's potential on the road. Rev it out in every gear and you'd never be below 100mph. Instead you're forced to short-shift, using the low-down grunt of the bike to get around. On a lazy day you could leave it in any gear - second or sixth - and simply twist and go. The Busa would still pull everywhere.

Is Suzuki's Hayabusa still the maddest and baddest out there? It's certainly the one to beat on the professional dragstrip, where the runway superstars dispense with manufacturer restrictions faster than you can accelerate to 200mph.

FAST FACTS

Suzuki GSX1300R Hayabusa

Price: £9,400

Engine: 194bhp, 1,340cc, liquid-cooled four-cylinder four-stroke with 16 valves

Transmission: six-speed gearbox, chain final drive

Chassis: twin-spar aluminium alloy frame

Suspension: (F) inverted front forks, fully adjustable; (R) single rear shock, fully adjustable

Brakes: (F) 2x310mm disc with four-piston radial calipers; (R) 260mm disc with single piston caliper

Tyres: 120/70x17 front, 190/50x17 rear

Fuel capacity: 21 litres

Dry weight: 220kg

Seat height: 805mm

Max speed: 191mph

Combined mpg: 45