The Suzuki Hayabusa is back! Suzuki have breathed new life into the original horizon-shrinker

The 200mph club comprised a short-lived explosion of speed-chasing hyperbikes that menacingly hovered around the new millennium like the fictitious bug that threatened to erase every computer on Earth. In reality none of these things really happened – although plenty of Hayabusas have since cracked the magical double ton.

As the anti-speed lobby girded their loins in preparation for a fight, the Japanese initiated a self-policing restriction to shave 14mph from the tipping point to deflect potentially worse legislative meddling. As soon as the wax started to solidify on the new 300kmh pact, the game had already changed.

A side view of the 2021 Suzuki Hayabusa

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The Hayabusa still felt like the apex predator, snarling at Honda’s oh-so-refined Blackbird and Kawasaki’s brutish ZX-12R and ubiquitous ZZR11/12/14 – but they all sang to a similar theme tune: Big inline-four, acres of slippery plastic, rider-cocooning capsules of aerodynamic efficiency – and a promise that the adage of 'it’s a small world' would feel even more horizon-shrinkingly true onboard.

The Emperor’s new clothes

And here we are, 22 years after the first Hayabusa shocked us with its jelly mould oddness and blistering pace, looking at the third generation of the species – a sole survivor of the class. We could dismiss it by saying it’s an evolution of Porsche 911 proportions (ie: akin to a game of 'spot the difference') – but that would be an injustice. Not least because of the journey Suzuki went on to find their way back home.

  • Related: Read even more about the history of this legendary bike in MCN on Wednesday!

Three generations of the Suzuki Hayabusa

If you’re looking for pub-bragging power and torque figures, superchargers, turbos, every rider aid known to Bosch and a special hoverboard switch, then you’re both missing the point and staring into a (now LED) cyclops eye of disappointment. Yes, it looks rather familiar. Actually, the engine capacity is identical to the Gen2 model and the twin-spar aluminium alloy main frame remains unchanged, too.

Perhaps more shockingly, it’s lost a little power and torque at the peak of their respective curves – while pleasingly filling them in right where you want it in the midrange. If that’s the 'less', the 'more' is that it’s actually faster than its forebears and should be more agile too, thanks to a tidal surge of electronics, some weight loss and a redistribution of the mass that remains.

2021 Suzuki Hayabusa spec highlights

  • Engine 1340cc l/c DOHC inline-four
  • Power 187.74bhp @ 9700rpm
  • Torque 110.6lb.ft @ 7000rpm
  • Kerb mass 264kg
  • Seat height 800mm
  • Price £16,499

The power to move you

This isn’t the epitome of lazy evolution, though. Suzuki’s engineers built a turbo-charged version of the 1340cc second-gen engine to see if they could make forced induction work. Then they built an inline-six with a shade over 1000cc combined between its pots. Neither were deemed more balanced or effective than the Gen2 engine and chassis package they were trying to better.

"There was an option to take the Hayabusa in a new direction with a new engine," says Naoki Mizoguchi, Engine Designer. "We made prototypes with larger displacement, a turbocharger and different numbers of cylinders. But while comparing prototypes with the second-generation model we found that its engine offered better all-around performance than any of the prototypes.

"In testing, the turbocharged engine power output characteristics were so drastic that it was only good for long straight roads. Therefore, we used the second-generation model's engine as a basis from which to improve the power and torque in the low to mid-range."

This transparency over aborted development directions is unusual from any manufacturer, let alone a Japanese one, and seeks to underline their conviction that the new Busa is chasing the best solution, not marketing headlines. The pursuit of mid-range torque is cited as another reason for siding with capacity, rather than forced induction. While the capacity and crankcases remain, the moving parts therein – from the crankshaft to the valve train and everything in between – are new.

Tucked in on the 2021 Hayabusa

"The engine development from Gen2 to Gen3, despite keeping capacity the same, is actually greater than the changes from Gen1 (1298cc) to Gen2 (1340cc)," says Shunya Togo, Engine Test Engineer.

Balance is the key here. Suzuki’s obsessive total-package mentality that saw them clinch the MotoGP crown in 2020 is now being driven into their road bikes with the same passion. If power comes at the cost of control, it’s the wrong direction of travel. As Chief Engineer Fumihiro Onishi puts it: "The new Hayabusa has inherited our Suzuki DNA, no compromise in engineering for ‘basic performance as the basis of all'."

So why not employ the GSX-R1000’s variable valve timing? The engineers deemed it an unnecessary complication: "The new Hayabusa achieves target performance without a variable valve mechanism, which Suzuki decided not to adopt in order to maintain the ease of maintenance and serviceability."

Without the need for a complex VVT system, servicing will be cheaper, reliability and durability greater, and the overall cost of the bike constrained. And if you really want more power, fit a Euro5-dodging exhaust: "We cannot mention the exact figure, but the revised engine should have better potential. If I am supposed to join a drag race, I will choose the new Hayabusa without hesitation," says Engine Test Engineer, Shunya Togo.

He knows a bit about engine development, too: "Before I joined Suzuki, I was an engineer to develop diesel turbo chargers for automobiles. In Suzuki, I was engaged in development of MotoGP engines such as the 800cc V4 and 1000cc inline-four which Joan Mir won the championship with. But I applied for Hayabusa development team as it was the reason I joined Suzuki."

The same but better

The mantras that have underpinned the chassis and engine development also flowed through the design language of the new Busa. How do you update a design that has defined the model for 21 years?

"I faced lots of difficulties in designing the third-generation Hayabusa; to keep the traditional silhouette, but integrate new essence and tastes in it," says Kazutaka Ogawa, Styling Designer. "It had to be recognisably a new Hayabusa, not just any sportbike. My first job at Suzuki was in wind tunnel testing the first generation Hayabusa, which gave me the knowledge to overcome the difficulty of optimising the balance between the comfort of the rider and aerodynamics at 300kmh."

Suzuki say it’s taken them a decade of development to deliver this evolutionary step – something that, on the surface, looks hard to accept without knowing what they tried during the process.

"We targeted to make ultimate sport bike matching the demand of the current era. It took time to determine what equipment and price range were required, and to achieve through trial and error the performance, style and traditional Suzuki motorcycle durability that would meet and exceed customer expectations," says Kenichi Kasuya, Assistant Chief Engineer. "We have kept customers waiting – but are confident the new Hayabusa will be worth the wait."

Flat-out on the new 2021 Suzuki Hayabusa

Under the skin of the new 2021 Suzuki Hayabusa

An exploded view of the new 2021 Suzuki Hayabusa

While the Suzuki Hayabusa’s overall aesthetic hasn’t changed dramatically – which will please as many potential owners as it disappoints – this completely belies the amount of work that has gone into creating this third-generation model. In total there are over 550 new parts and changes when compared to the Gen2 model – and we’re not just talking nuts and bolts. Let’s dive into the detail.

Exploring the engine

Suzuki tried a 1000cc inline-six and 1340cc turbo-charged options before deciding to stick with the same 1340cc inline-four configuration from the Gen2 Busa. It’s not the same engine though, with major updates to essentially every component other than the crankcases.

Suzuki say it’s now smoother and more durable with more grunt where you want it – in the mid-range. The power curves appear to confirm that they’ve filled in a huge dollop of drive where you spend most of the time in the rev range. Combined with the electronic assists, it makes this the fastest accelerating Busa yet.

"We believe maximum power output and torque alone does not define the Hayabusa's performance," says Engine Designer Naoki Mizoguchi. "Rather than making a showy bike in pursuit of numerical power output and torque values, we wanted to make a bike that lets anyone enjoy extraordinarily powerful performance."

Exploded view of the new Hayabusa engine

Intake and exhaust cams get revised profiles to reduce overlap, valve spring load is increased to cope with the increased lift, the piston shape is different (and they’re lighter) and an updated Twin Swirl Combustion Chamber gives a more efficient burn, while conrods are stiffer and lighter.

All the oilways are revised for better lubrication, bearings are fatter, the gearbox revised to cope with the quickshifter, and there’s an all-new shift and assist slipper clutch. There’s also a sleeker exhaust design with three catalytic converters to sate Euro5. The exhaust system is 2.054kg lighter than Gen2. The throttle bodies and injector system are also new, and now ride-by-wire thanks to the introduction of a new six-axis IMU. 

Holding it together

If you want to find a part of the Busa that hasn’t changed, this is it. The aluminium twin-spar frame proved to be more balanced than any variations they tested during development, so it remains the same, along with the swingarm. The subframe has been modified to deliver new seat rails and accommodate other bodywork changes, also reducing mass by 700g.

The 2021 Hayabusa chassis

Wheels and suspension

The new Busa gets redesigned 7-spoke wheels which are claimed to deliver better flex properties to improve grip feel, although they’re not any lighter than previously. They’re wrapped in bespoke Bridgestone S22 rubber, which should be more than up to the job of coping with a well-ridden Busa.

The KYB suspension units are based very heavily on the Gen2, but with reworked internals to aid bump control and straight-line stability – all focused for road use rather than track. There is no electronic adjustment or semi-active control, all shirked for simplicity and to keep the bike’s price down.

The 2021 Suzuki Hayabusa rolling chassis

On semi-active Suzuki say they "will study the possibility to apply new technology if there is market demand." So they’re not ruling out a higher spec semi-active model, but we don’t expect one.

Stopping power

Braking power – a longstanding weakness for Suzuki, and the old bike – is now mostly provided by the latest Brembo Stylema calipers mated to twin 320mm discs up front, assisted by the latest cornering ABS and a combined braking system to deliver the most rider assistance possible. The systems are controlled via the Bosch IMU in conjunction with several other braking control functions, including anti-rear-wheel-lift and hill hold control for uphill starts.

2021 Suzuki Hayabusa Brembo Stylema calipers

All-new electronics

Suzuki have been slow to get on the electronics bandwagon, but they’re here now.

Take a deep breath, the new Busa is armed with: SDMS-a – which offers three pre-set power modes and three user-set ones; 10-step traction control; bi-directional quick shift system; 10-stage anti-lift control system; three-mode engine braking control; user-set speed limiter; 3-mode launch control; emergency stop warning system; cruise control; combined braking system; cornering ABS; slope dependent braking control and hill hold control. That should be enough to keep the most ardent button-pressing addicts busy.


Aero design is a massive part of the Busa story. Design boss, Kazutaka Ogawa, was determined to maintain the impressive stability and low drag coefficient (CdA) for the Gen3 bike. He claims it’s on a par with the Gen 2 version, but also that what they’ve achieved with the design meant they didn’t need to play with additional wings: "Team Suzuki Ecstar project leader Shinichi Sahara says that the main reason MotoGP machines have wings is to avoid wheelie when accelerating.

"The 2nd reason is to get better downforce when cornering. The Hayabusa naturally won't wheelie as it has a long wheelbase and its electronic control works very well when cornering, so technically it does not need wings.

"Marketing wise, we studied the possibility to put wings as accent but finally reached the conclusion not to, because the Gen3 design was already established without the wings."

Think those swooping chrome trims on the fairings are just for show? They’re actually a part of the aero package, helping to push air around the rider for ultimate slipperiness. A taller screen is available for pilots wanting a bigger cocoon.

Clocks and switchgear

The huge mission control dash of the old Busa was a real hallmark of the bike, and it’s been reimagined to maintain as much of the look and feel as possible, while adding some modernity. Big analogue dials for speed and revs are complimented by smaller ones for fuel level and engine temperature. The little scale markers on each main dial are illuminated – which is a nice touch. In the middle is a neat new TFT screen through which you can navigate all the electronic control systems.

2021 Suzuki Hayabusa clocks and switchgear

It displays power modes, TC settings, gear position, and all the other trips and display info you’d expect (odometer, ambient temp, dual trips, range, consumption, voltmeter, etc), with a panel of idiot lights above. There’s even a lean angle gauge with peak hold function for the peg-scrapers amongst you.

The switchgear is refreshingly simple and will look familiar to anyone with a GSX-R or GSX-S. The only disappointment is that the switches aren’t backlit – but it’s less of an issue when there’s so few button to play with. The bars have moved 12mm further back towards the pilot compared to the Gen2, which should improve rider comfort considerably.

There is no connectivity available – which is a shame, but also helps to keep the cost down and negates the need for a large TFT dash.

2021 Suzuki Hayabusa clocks and switchgear – close up

Let there be light

One of the bolder new style elements is the new look is the new front and rear lighting. At the pointy end this comprises a new main headlamp that tips its hat to the previous model, but brings it bang up to date. The upper and lower bank of quad LEDs take care of low-beam duties, while a projector beam mounted beneath looks after high-beam work.

We’ve not seen them in action, but they look promising. The main headlamp is flanked by a pair of LED sidelights on the edges of the air intakes, which are white until you want to make a turn – at which point they double as indicators and will flash orange.

2021 Suzuki Hayabusa LED headlamp

There are no cornering lights because: "The luminosity and range of cornering lights vary, and in some cases the Hayabusa's headlights illuminate the road better while cornering than other makers' current models equipped with cornering lights,” says Chief Engineer, Fumihiro Onishi.

The rear lights are an even more dramatic visual change. Low and wide, they look stolen from an American muscle car. All-LED, the dual panels both serve as tail and brake lights, and also incorporate the indicators to keep the bodywork smooth and free from air-grabbing protrusions.

2021 Suzuki Hayabusa LED rear lights


Feel like tailoring your new Busa to better suit your aesthetic or functional needs? Suzuki have provided some of the answers at birth. There’s a taller touring screen, that legendary rear seat hump, different seat, heated grips, chrome filler cap, two different branded tank bags that use a ring-mount system (all made by SW Motech – so top-notch quality), wheel tapes, axle sliders, billet levers, some nasty carbon-effect mirror covers, tank pads, luggage hooks and, best of all, a set of beautiful slip-on Akrapovic end cans.

Accessories include an Akrapovič exhaust

Full 2021 Suzuki Hayabusa tech specs:

  • Engine 1340cc liquid-cooled DOHC inline-four 
  • Bore x Stroke 81.0mm x 65.0mm 
  • Power 187.74bhp @ 9700rpm 
  • Torque 110.6lb.ft @ 7000rpm 
  • Frame Aluminium twin spar 
  • Fuel capacity 20 litres 
  • Weight 264kg (kerb) 
  • Front Suspension KYB inverted fork, fully adjustable 
  • Rear Suspension KYB monoshock, fully adjustable 
  • Front brakes 2x Brembo Stylema radial monoblocs with 320mm discs 
  • Rear brake Nissin single piston caliper with 260mm disc Seat height 800mm 
  • Colours Glass Sparke Black / Candy Burnt Gold Metallic Matt Sword Silver / Candy Daring Red

Welcome back! Return of the Suzuki Hayabusa confirmed in leaked video

First published 03 February 2021 by Dan Sutherland

Leaked footage of Suzuki’s incoming Hayabusa has appeared online, giving us our first real glimpse of the long anticipated hyperbike ahead of its official launch.

The leaked 1:43 short film comes following a brief official teaser video released last week - packed full of hints at a new ‘Busa - and an announcement that a new model will be launched on Friday, February 5 at 7am.

Related articles on MCN

When it arrives, it will be the first new Hayabusa since 2008 and sports the same long, low stance and bubbled bodywork, as has been indicative of the range since its first reveal in 1998.

So, what is new on the 2021 machine? Well, while all of the technical info and top trump stats remain locked away until Friday, the video does highlight a new dash, which incorporates a small TFT unit within a traditional set of analogue dials. Within this new digital cluster, there are a number of two-letter acronyms, suggesting the bike will come fitted with traction control, multiple power modes, wheelie control, a quickshifter and more.

Elsewhere, there also appears to be a lean angle display – suggesting the new model gets an IMU, potentially meaning the inclusion of lean-sensitive ABS and more. A shot of the switchgear also suggests cruise control and shows the bike to have a traditional ignition key.

Moving away from the dash, the video shows a number of subtle visual differences to separate it from its two older siblings. Take that beaky front end for example – the side lights are now more pronounced and the whole face peppered with LEDs. 

Also gently extended are the fins on the side fairings, which cut down further in the plastics and come bordered by a striking chromed strip. Moving backwards, the ‘Busa retains its signature twin cans, however they’re now larger and more squared, presumably to help it meet Euro5 emissions regulations.

Whether the 1340cc four-cylinder engine is changed in the new bike remains to be seen, however the onboard clock shot shows it to be capable of an indicated 186mph – so it’s no slouch…

Moving back from there comes a new, wrap-around rear light unit, again dusted with LEDs. This sits below an optional rear seat hump, which pays tribute to the all-conquering original.

MCN will bring you more on the bike as it becomes available, including an in-depth review on the new model.

Suzuki release video teaser showing first glimpse of new Hayabusa

First published 28 January 2021 by Ben Clarke

Suzuki have released a short video that appears to give the first glimpse of a new Hayabusa model.

The video shows a bike approaching top speed (over 180mph) on a banked circuit. The dash can be seen and is a largely analogue affair with the same layout as the old bike.

Related articles on MCN

The LCD section in the centre of the dash now appears to be a TFT unit displaying some kind of lean angle readout, which could back up our theory about IMU-controlled electronics.

We also get a brief shot of an instantly recognisable headlight arrangement. It appears that ‘Busa fans will feel immediately at home on the new version of the bike.

The full model will be unveiled on Friday, February 5. MCN will have all the news, details and images of the bike as they arrive.

Bigger, better 'Busa: Suzuki Hayabusa replacement on the way

First published on 8 October 2020 by Phil West

Renders suggested a new Suzuki Hayabusa for 2021

This new artist’s impression based on the latest information out of Japan gives the clearest indication yet of Suzuki’s hugely-anticipated new Hayabusa, due to be officially unveiled later this autumn.

Rumours have been swirling since early 2018 when the Concept GSX started appearing, but the previous version of the bike eventually went extinct with no successor at the end of that year.

Then in February 2020, Suzuki patent drawings gave us new hope that an updated version of the original 200mph bike was on the way. And now this render gives us our best idea so far what we can expect from an even bigger ‘Busa.

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This bike is the overdue replacement for the second generation, 1340cc GSX1300R Hayabusa, introduced in 2007 then updated with Brembo Monobloc brake calipers and ABS five year later and discontinued as emissions laws tightened.

In order to pass muster for Euro5 without losing any of its legendary hyper bike status, the new ‘Busa will have a higher capacity of around 1440cc as well as revised intake and exhaust; we expect it to produce around 197bhp.

To keep all those horses in check, the new bike will likely use the S.I.R.S (Suzuki Intelligent Ride System) implemented on the 2020 V-Strom 1050 XT. This could mean lean-sensitive ABS controlled by a new IMU, multiple rider modes, hill-hold control and cruise control, all operated through a new TFT dash.


The bike is not a complete clean sheet and features like the familiar massive aluminium twin spar frame is expected to be retained, but it will be updated, along with the adoption of the latest Kayaba suspension front and rear.

The new ‘Busa is expected to be unveiled later this autumn before going on sale in Spring 2021.

Return of a legend: new Hayabusa spied in Suzuki patent leaks

First published on 6 February 2020 by Ben Purvis

Development of a Suzuki Hayabusa has been ongoing

For more than a year now it’s been impossible to buy a brand new Suzuki Hayabusa in Europe after the legendary hyperbike failed to meet Euro4 emissions limits – but it’s not gone forever. Suzuki engineers are hard at work on a completely revamped version.

In recent months several Suzuki patent applications have hinted at the next- gen Hayabusa’s looks and technology. It’s clear the new bike isn’t a completely clean-sheet design. The engine’s overall layout and many castings appear to survive, helping reduce development costs and providing a link to the original.

Normally-reliable sources in Japan say capacity will be hiked to around 1440cc, a route several manufacturers have recently taken in an effort to meet tougher emissions laws without losing performance. Power is likely to remain around 200hp but the extra cubes will bring an increase in torque and rideability.

Among the new patents are emissions-specific elements including a carbon canister to filter evaporating fuel fumes and another for a redesigned exhaust with enlarged collector box where two catalytic converters hide.

Patent leaks revealed a new Suzuki Hayabusa

We can also see a new frame with slimmer main beams than the current bike. This also loses the cast-alloy extensions below the rider’s seat, instead having a conventional bolt-on subframe.

Where top speed was the original ’Busa’s main goal, modern 1000cc superbikes have caught up so Suzuki will emphasize the bike’s relative comfort and ability to swallow huge distances with minimal effort. A semi-automatic gearbox is key to that change.

It’s still based on the old six-speeder but, with electronic actuators to shift cogs and manipulate the clutch at the prod of a button, it’s not unlike Yamaha’s FJR1300A.

If all goes to plan we expect see the bike towards the end of 2020 as a 2021 model with styling likely to be similar to the ‘Concept GSX’ mock-up that was shown at the 2015 Tokyo Motor Show. Keep an eye on MCN for more as we get it.

Last two unregistered Suzuki Hayabusa models hit showrooms

First published on 10 December 2018 by Ben Clarke

The final two Hayabusas hit dealers in 2018

There are just two unregistered new Suzuki Hayabusas left in the UK – the last bikes available before the model becomes extinct at the end of the year, one of the last casualties of Euro4 rules.

Rumours and hints persist that Suzuki will release a successor, having teased us with the Concept GSX on more than a few occasions over the last couple of years – but it won’t arrive in 2019, and factory sources say it looks unlikely that we’ll see in in 2020, too.

The firm’s legendary GSX-R750 and GSX-R600 are also now completely sold-out in the UK, and there’s nothing in Suzuki’s 2019 line-up to replace either of them – with no hint whatsoever that there are new versions in development for 2020 or beyond.

Suzuki dealers will be pinning a lot of hope on shifting new Katanas by the truck-load in 2019.

Suzuki quietly working on a new Busa

First published on 27 February 2018 by Jordan Gibbons

Early Suzuki Concept GSX

If you look at Suzuki’s line up of bikes for 2018, you would be forgiven for saying they’re having a fallow year. With the exception of colour changes, the SV650X is their only real new bike and that’s just a dress up kit for the venerable twin. Back in Japan however, Suzuki engineers have been quietly working away on the next Hayabusa and new patents show a huge leap forward.

Slick shiftin’

Suzuki have been dropping big hints about the Hayabusa’s replacement for some years. Last updated in 2008, the bike’s fallen behind its sports-tourer rivals and production for Europe has had to cease.

But now a new patent has emerged for a semi-automatic gearbox, suggesting Suzuki may take the Busa in an interesting new direction.

The patent, which was released last week, shows an external semi- automatic gearshift mechanism bolted to the outside of a Hayabusa.

The mechanism in the patent uses an external sensor on the gear lever working in tandem with a servo to acuate the clutch, alongside another actuator to do the shifting.

Unlike the DCT gearbox found on Hondas, this system is fitted externally and doesn’t require any changes to the innards of the engine. This means it could be an optional extra on new models, or could perhaps even be retrofitted by dealers.

Launch control

With the advent of quickshifters and autoblippers, you might be wondering what advantages this system offers. Looking at the patent, there seems no reason that it couldn’t operate in fully-automatic mode, which is where things get really interesting.

Launch control isn’t impossible, so that when you pin the throttle from a standing start, a computer times each gearshift for maximum acceleration and power without any risk of missed shifts. Even if you have no intention of taking the bike to the strip, it’s could give the potential to blow away the competition when firing off from the lights.

The semi-automatic gearbox isn’t the only update we’re expecting for the Hayabusa but there’s still a lot of debate about what will happen to the engine. It’s assumed that it will grow to around 1400cc but to keep the power up (and in line with new emissions laws), it’s also assumed that it will be turbo-charged. Suzuki will be looking to steal the show from the other superbikes, so we’re expecting a genuine 200bhp in stock trim.

It’s also expected that the new Hayabusa will get the more comprehensive electronics packages fitted to cur- rent superbikes such as a ride-by- wire throttle with rider modes, IMU-based traction control, anti-wheelie and cornering ABS. It will likely gain other modern tech such as a cruise control, a TFT-dash and smart phone connectivity.

The general design of the bike is sure to get looked at too. The current model’s aerodynamics date back to the late 1990s but you only have to look at MotoGP bikes or the Kawasaki H2 to see that aerodynamics are about stability as well as speed. We’re expecting the new bike to change radically, without losing the essence of the design or putting off cur- rent owners.  

Time’s up

The current Busa doesn’t meet the Euro4 standards, so Suzuki have been selling the bike under derogation rules. Unfortunately, the grace period ends in January 2019, which means Suzuki will have to stop selling it.

Even with that added time pressure, we’re not expecting the new Hayabusa to be unveiled until the 2019 Tokyo show. It will likely then go on sale in 2020, just in time for the new Euro5 standards. Until then, you’ll have to get your loopy speed fixes elsewhere.

What will the Hayabusa need to succeed?

A sportier character

To be competitive against the likes of Kawasaki’s H2SX it will need to be shorter and lighter. Suzuki now offer two levels of GSX-R1000, so both sporty and touring versions of the Busa make sense.

More power

With the likes of Kawasaki’s H2 making over 200bhp at the back wheel, Suzuki will have to find 30bhp. It’ll likely inherit the variable valve timing from the GSX-R1000 and forced induction could be the key – as shown by their turbo Recursion concept.

Proper electronics

Suzuki won’t have developed their IMU and control systems for just the GSX-R1000, so expect the kit on the new Busa. Expect all the usual rider aids, the option of a push-button gearbox, launch control plus semi-active suspension.

Better brakes

The Hayabusa’s bugbear, thanks to old technology. Expect Suzuki to carry on their Brembo relationship, combined with cutting-edge cornering ABS, such as on the GSX-R1000. A key to better braking performance will come from superior weight distribution.

GSX-R600 dead?

Both the GSX-R600 and the R750 face the same problem that the Hayabusa does – they’re not Euro4 approved and face the same January 2019 deadline. Unfortunately for supersports lovers, the outlook is not good.

Amid poor sales and a stagnant market for smaller capacity bikes, we’re led to believe that the 600 will disappear from the range and not be replaced. Sources suggest that the 750 may well get a reprieve, especially if Triumph release a Daytona 765 and help reinvigorate the segment, however it’s very much up in the air. So don’t hold your breath, basically.

Read the latest stories causing a buzz this week in News…

Richard Newland

By Richard Newland