Find my brake – Suzuki Hayabusa

We look at the evolution of the Suzuki Hayabusa model range from 1999 to 2017 and what braking system parts Bendix supplies for these motorcycles.

There aren’t many more iconic and immediately recognisable silhouettes in motorcycling than the Suzuki Hayabusa. Even today the Hayabusa’s styling is instantly recognisable and synonymous with ultimate top speed performance. In the words of Suzuki, ‘the Hayabusa was designed to annihilate the opposition with extreme power.’ Like its namesake, the Japanese peregrine falcon, the Hayabusa is famed for cutting through the air with incredible agility and performance.

From the day it was launched in Australia the GSX1300R Hayabusa was hailed as the ultimate Sportbike. The first production roadbike to crack a genuine 300km/h, some followers even claimed it to be the first Hyperbike. With over 120 kW on tap, the ‘Busa delivered awesome acceleration and crisp throttle response in every gear, with an unbelievable top-end charge. And thanks to a lightweight and rigid twin-spar aluminum frame and state-of-the-art suspension, that performance was matched by equally impressive handling, providing exceptional control in tight corners, reassuring stability in sweeping turns, and a smooth ride on the highway.

When first introduced into Australia in 1999 the Suzuki Hayabusa was powered by a liquid-cooled, inline-4, 1299cc engine with a bore and stroke of 81.0mm x 63.0mm delivering 129 kW at the crankshaft. The forged three-ring slipper-design pistons with cutaway sides ran in cylinders coated with SCEM (Suzuki Composite Electro Chemical Material) to improve heat transfer and ring seal. The careful design of the piston crown enabled an 11.0:1 static compression ratio. Fitted with lightweight titanium valves, each valve only required a low-force single coil spring to control the valve, thereby reducing wear and frictional losses. Suzuki employed a gear-driven counterbalancer to reduce engine vibration so that the engine could be solidly mounted to the frame, thereby increasing chassis rigidity.

To manage engine mapping, the Hayabusa’s 32-bit fuel injection system formed part of Suzuki’s most advanced engine management system, feeding the fuel mixture through tapered throttle-bodies featuring Suzuki’s SDTV (Suzuki Dual Throttle Valve). Each throttle body had two 12-hole injectors. The primary injector aimed at a steep 30-degree angle down the inlet port provided optimum throttle response and operated at all times. The secondary injector, aimed at the secondary throttle valve, enriched the fuel-mixture at high rpm or high load conditions.

Another feature of the Hayabusa was its ram air system that forced cool, pressurized air into the cylinders at speed. The ram air ducts at the front of the drooping, rounded, nose and the need for a narrow frontal area, dictated a stacked headlight and high beam behind a single lens.

To optimise the aerodynamics, Suzuki spent plenty of time in the wind tunnel during the development of the Hayabusa. The shape was designed to reduce drag, particularly from the rider’s head, knees, elbows, and shoulders – even the top of the tank was lowered to help the rider tuck in. All fairing fasteners were recessed, and the indicators and rear lights integrated into the bodywork to further reduce drag.

At the core of the Hayabusa’s superb handling was its twin-spar aluminum frame and swingarm. Although Suzuki built and track-tested several different prototype frames during the development phase, the proven combination of extruded aluminum sections and aluminum castings was chosen for its balance between torsional rigidity and flex. The chassis with a wheelbase of 1480mm and a head angle of 23.4 degrees was kept light thanks to the removal of all unnecessary bracketry.

At the front, the suspension was by way of 43mm KYB upside-down telescopic forks featuring a DLC (Diamond Like Coating) on the inner stanchions to reduce stiction and eliminate surface irregularities. The front suspension was equipped with fully adjustable spring preload, 14-way adjustable rebound damping, and 13-way adjustable compression damping. The rear wheel was controlled by a link-type suspension with a KYB unit allowing 22-way adjustable compression & rebound gas/oil damping with fully adjustable spring preload.

To stop the Hayabusa, Suzuki relied on two 6-pot Tokico calipers clamping 320 mm stainless steel discs at the front and a single hydraulic disc at the back.

Whilst the Suzuki Hayabusa has remained true to its original concept of unbridled performance, it has nevertheless undergone several engineering refinements to the original design.

In 2003 the front forks, ECU, and EFI systems were upgraded. Then in 2008, the first full model change occurred. The Gen-2 styling was more pronounced, and an increase in the stroke from 63 to 65.0 mm saw the engine displacement rise from 1299cc to 1340cc with the compression going to 12.5:1. The new engine management system, rise in displacement, and many refinements to the engine’s mechanicals saw the Hayabusa’s power output rise to a massive 145 kW.

Further technical innovations saw the introduction of a slipper clutch (which was called the ‘Suzuki Clutch Assist System’). The ‘Suzuki Drive Mode Selector’ was also fitted which gave the rider three choices in engine mapping at the push of a button.

In 2013 the Hayabusa received a relatively minor update that made a significant improvement to the bike - Brembo Monobloc radial-mount four-piston calipers with dual 310mm floating discs with ABS were fitted as standard. Being radially mounted they provided the rider with better feedback whilst the increase in piston diameters from 32/30mm to 32/32mm helped apply greater force to the brake disc, resulting in increased initial bite and greater control.

For many Hayabusa followers, the end of the road came in 2017 when Suzuki discontinued sales of the bike in several markets in Europe. This was a result of emissions regulations being tightened in those markets, which would have required Suzuki to introduce significant, potentially power-sapping changes to the engine. Fortunately, Australia was not one of the markets affected by the emissions regulations, so the Hayabusa’s reign continued unabated Down Under.

For 2018 the core design and layout of the Hayabusa remained the same although, once again, the engine underwent some minor changes to the valve-gear and camshafts whilst the clutch featured Suzuki’s hydraulically controlled back-torque-limiting system.

With the introduction of the Gen-3 Hayabusa for MY 2022 Suzuki focused on updating the engine to meet Euro5 emissions standards without impacting the legendary power delivery. The updated Euro5 compliant engine still produces an impressive 140 kW.

The latest Hayabusa also gained a 6-axis inertial measurement unit (same as on the latest GSX-R1000) giving the rider cornering ABS and lean angle-aware traction control.

Reigning in the 300 km/h Suzuki Hayabusa demands a brake pad with unfaltering performance. Not only must the brakes be capable of slowing the bike down from these speeds when required, but they must do it over and over, without fade. For this reason, Bendix has developed the Bendix Moto line of brake pads that covers a wide range of bikes and riding applications.

Bendix Brake Pads For The Suzuki Hayabusa

As Australia’s largest automotive friction material manufacturer, Bendix has been at the leading edge of braking technology for close to 70 years and has now taken that expertise to the world of motorcycles.

Bendix Moto currently offers two brake pad types – Ultimate+ and Street Road Track. Each pad type covers the needs of a range of motorcycles and how they’re used - from putting around on the daily commute to full-blown track use. Bendix Moto’s extensive catalogue also covers an enormous range of different motorcycle types including high-performance superbikes such as the Suzuki Hayabusa.

For daily riding Bendix’s Moto Ultimate+ Brake Pads that have been developed for bikes that see a lot of hard work or time on the road day-to-day, are ideal. They offer exceptional stopping power, low dust, and low noise, whilst offering high resistance to brake fade at higher temperatures thanks to a high friction ceramic formulation. Owners of earlier Hayabusa’s fitted with Tokico calipers, in particular, will notice a significant improvement in feel and performance after fitting Bendix’s Moto Ultimate+ Brake Pads.

Whilst Bendix Moto Ultimate+ Brake Pads are designed to handle the stresses of stop-start traffic they also offer high braking performance for when the weekend comes and it’s time to hit the open road. And if you’re itching to get the Suzuki Hayabusa out on the track Bendix has developed the Bendix Moto Street Road Track Brake Pads.

Bendix Moto Street Road Track Brake Pads take things to the next level, offering the kind of braking performance required for high-speed riding applications, such as encountered on track days. Designed to give the rider confidence under hard braking, Bendix Moto Street Road Track Brake Pads deliver consistent braking performance, with low fade, low wear, and high friction under a wide range of demanding conditions.

So whether your Suzuki Hayabusa is only used for high-speed riding over the weekend or on track days, or used for commuting every day of the week, Bendix Moto Ultimate+ and Street Road Track Brake Pads make sure you’re in control, no matter what the conditions.

Never get caught out by brakes that aren’t quite up to the job. Fitting a set of Bendix Moto Ultimate+ and Street Road Track Brake Pads to your Suzuki Hayabusa means you can brake with confidence - anywhere, anytime, in all conditions.