2013 Suzuki Hayabusa Review: Introduction, What"s New?
2013 Suzuki Hayabusa Review: Introduction, What's New?
When Suzuki introduced the Hayabusa in 1999, the bulbous beast quickly built a reputation for being among the most swaggerifically fast motorcycles on the planet. The bike has evolved since then; forward to 2013, and the 'Busa is still among the top dog bikes when it comes to outright speed. But for the first time in its 14 year history, the Hayabusa claims a feature it's never boasted of before: anti-lock brakes.
Considering the Hayabusa's tremendous engine output and helmet snapping acceleration, you'd think skid-free stopping might have come sooner to the burly bike. But regardless of the timing, buyers are treated to more than just an ABS module that is purported to only add a few pounds to the Hayabusa's portly 586 pound curb weight. The new radially-mounted Brembo units feature larger pistons for greater stopping force, while also claiming better feel thanks to their monobloc construction.
In other news, the $14,399 sportbike ($14,599 for the yellow limited edition version) delivers the same counterintuitive combination of easy ergonomics and scary engine output as we've come to expect from the Hayabusa: the 31.7-inch seat height is modest by most standards, but the 1,340cc inline-4 produces somewhere in the neighborhood of 200 horsepower, enough oomph to make all but the most die-hard, old school anti-ABSers reconsider their beliefs.
But enough about theory. What's it like to ride this bad boy on the road?
Click "Next" to find out.
On the Road: A Two-Wheeled, Rocket-Powered Cadillac
Swing a leg aboard the Hayabusa's big, supportive saddle, and you'll find large analog gauges just ahead of you-- save a digital gear indicator and trip computer (just as it's been since 2008)-- and a forward reaching, but relatively relaxed riding position. The big four-cylinder engine fires up with a whine, and slight throttle inputs reveal tractable, effortless power delivery, which goes hand in hand with the relatively easy clutch, intuitive shifter, and forgiving ergonomics.
But twist that throttle slightly harder, and the Hayabusa's absolutely bonkers side explodes out of the woodwork. It's not just the low-end torque, or the mid-range pull, or how the tachometer just keeps shooting relentlessly towards the 11,000 rpm, but rather how the expanse of that powerband is covered with such ferocity.
A three-mode selectable throttle is set via a toggle switch on the right grip (just like the GSX-R600 and GSX-R1000), though it's hard for most red-blooded riders to consciously deny the full, 100 percent setting when available. Regardless, if wet weather or rider fatigue drives you to pick a neutered setting, you still won't have any trouble with merging into traffic or outpacing most cars and bikes from stoplights.
Acceleration covers a strange gamut of brutal G-forces wrapped in buttery smooth power delivery. Similarly polished is the ride, which manages to soak up bumps that would rattle a traditional sportbike. Though it can't be tossed into corners like a Gixxer or flicked around like a Honda CBBR1000RR, the Hayabusa's self-claimed sportbike status should also be checked against its relatively heavy weight and ride-optimized suspension.
It handles just fine on flowing roads, but don't expect a whole lot of responsiveness on more technical stretches.
Oh, and how about those new anti-lock brakes? Well, not surprisingly, it's fairly easy to trigger rear wheel ABS and a whole lot harder to instigate the front. There's a perceptible pulse when the computer kicks in, but the system works efficiently enough to make it feel like it's not getting in the way of rider enjoyment, or worse, lengthening stopping distances enough to make you wish you didn't have ABS. Incidentally, the system cannot be switched off.
Typically, most mature, sensible riders are capable of negotiating that power and taking into account lean angle, surface conditions, and speed. However, not all motorcyclists are mature and sensible-- and funnily enough, some of the least qualified are also the likeliest to buy überpowerful machines.
The Hayabusa's biggest (and most direct) competitor is the Kawasaki ZX-14R ABS, which is now graced with traction control and ABS. Starting at $14,999-- only $600 more than the 'Busa-- the Kawi a hell of a bargain considering its technological edge. But if you're an O.G. badass who waited 'till 2013 to succumb to the reassuring world of ABS, the 2013 Suzuki Hayabusa is still quick enough to make you feel like you're altering the time/space continuum while flirting with danger every time you give that throttle an extra little nudge. For a relatively inexpensive sportbike, that's speaks volumes to the Hayabusa's unique blend of iconic style, surprising comfort, and shocking speed.
Rear Brake: Single-disc Brembo, ABS (non-defeatable)
Under most circumstances, most mature, sensible riders are capable of negotiating that power and taking into account lean angle, surface conditions, and speed. However, not all motorcyclists are mature and sensible-- and funnily enough, some of the least qualified are also the likeliest to buy überpowerful machines.
The Hayabusa's biggest (and most direct) competitor is the Kawasaki ZX-14R ABS, which is now graced with traction control and ABS. Starting at $14,999-- only $600 more than the 'Busa-- the Kawi a hell of a bargain considering its technological edge. But if you're an O.G. badass who waited 'till 2013 to succumb to the reassuring world of ABS, the 2013 Suzuki Hayabusa is still quick enough to make you feel like you're altering the time/space continuum while flirting with danger every time you give that throttle an extra little nudge.
When Suzuki introduced the Hayabusa in 1999, the bulbous beast quickly built a reputation for being among the most swaggerifically fast motorcycles on the planet. The bike has evolved since then; forward to 2013, and the 'Busa is still among the top dog bikes when it comes to outright speed. But for the first time in its 14 year history, the Hayabusa claims a feature it's never boasted of before: anti-lock brakes.
Considering the Hayabusa's tremendous engine output and helmet snapping acceleration, you'd think skid-free stopping might have come sooner to the burly bike. But regardless of the timing, buyers are treated to more than just an ABS module that is purported to only add a few pounds to the Hayabusa's portly 586 pound curb weight. The new radially-mounted Brembo units feature larger pistons for greater stopping force, while also claiming better feel thanks to their monobloc construction.
In other news, the $14,399 sportbike ($14,599 for the yellow limited edition version) delivers the same counterintuitive combination of easy ergonomics and scary engine output as we've come to expect from the Hayabusa: the 31.7-inch seat height is modest by most standards, but the 1,340cc inline-4 produces somewhere in the neighborhood of 200 horsepower, enough oomph to make all but the most die-hard, old school anti-ABSers reconsider their beliefs.
But enough about theory. What's it like to ride this bad boy on the road?
Click "Next" to find out.
On the Road: A Two-Wheeled, Rocket-Powered Cadillac
Swing a leg aboard the Hayabusa's big, supportive saddle, and you'll find large analog gauges just ahead of you-- save a digital gear indicator and trip computer (just as it's been since 2008)-- and a forward reaching, but relatively relaxed riding position. The big four-cylinder engine fires up with a whine, and slight throttle inputs reveal tractable, effortless power delivery, which goes hand in hand with the relatively easy clutch, intuitive shifter, and forgiving ergonomics.
But twist that throttle slightly harder, and the Hayabusa's absolutely bonkers side explodes out of the woodwork. It's not just the low-end torque, or the mid-range pull, or how the tachometer just keeps shooting relentlessly towards the 11,000 rpm, but rather how the expanse of that powerband is covered with such ferocity.
A three-mode selectable throttle is set via a toggle switch on the right grip (just like the GSX-R600 and GSX-R1000), though it's hard for most red-blooded riders to consciously deny the full, 100 percent setting when available. Regardless, if wet weather or rider fatigue drives you to pick a neutered setting, you still won't have any trouble with merging into traffic or outpacing most cars and bikes from stoplights.
Acceleration covers a strange gamut of brutal G-forces wrapped in buttery smooth power delivery. Similarly polished is the ride, which manages to soak up bumps that would rattle a traditional sportbike. Though it can't be tossed into corners like a Gixxer or flicked around like a Honda CBBR1000RR, the Hayabusa's self-claimed sportbike status should also be checked against its relatively heavy weight and ride-optimized suspension.
It handles just fine on flowing roads, but don't expect a whole lot of responsiveness on more technical stretches.
Oh, and how about those new anti-lock brakes? Well, not surprisingly, it's fairly easy to trigger rear wheel ABS and a whole lot harder to instigate the front. There's a perceptible pulse when the computer kicks in, but the system works efficiently enough to make it feel like it's not getting in the way of rider enjoyment, or worse, lengthening stopping distances enough to make you wish you didn't have ABS. Incidentally, the system cannot be switched off.
Bottom Line
Though the Suzuki Hayabusa's only notable change for 2013 is the new ABS system, the bike's outrageous power also begs the question of whether or not you'd want traction control managing all of those wild horses. Sure, it will only go as fast as you ask it to, but there's also a certain hesitation to accessing all that power when it's laced with the possibility of encountering some sort of mid-corner loss of grip that could lead to a slide.Typically, most mature, sensible riders are capable of negotiating that power and taking into account lean angle, surface conditions, and speed. However, not all motorcyclists are mature and sensible-- and funnily enough, some of the least qualified are also the likeliest to buy überpowerful machines.
The Hayabusa's biggest (and most direct) competitor is the Kawasaki ZX-14R ABS, which is now graced with traction control and ABS. Starting at $14,999-- only $600 more than the 'Busa-- the Kawi a hell of a bargain considering its technological edge. But if you're an O.G. badass who waited 'till 2013 to succumb to the reassuring world of ABS, the 2013 Suzuki Hayabusa is still quick enough to make you feel like you're altering the time/space continuum while flirting with danger every time you give that throttle an extra little nudge. For a relatively inexpensive sportbike, that's speaks volumes to the Hayabusa's unique blend of iconic style, surprising comfort, and shocking speed.
Specifications
- Price: $14,399 - $14,599
- Engine: 1,340cc inline-four
- Transmission: 6-speed
- Front Suspension: Inverted telescopic
- Caster/Trail: 23º, 25' / 3.66 inches
- Rear Suspension: Link type, coil spring
- Seat Height: 31.7 inches
- Front Brakes: Twin-disc radially mounted Brembo Monobloc, ABS (non-defeatable)
Who Should Buy the 2013 Suzuki Hayabusa?
Speed freaks seeking for a comfortable, turbine-smooth ride wrapped in a bold, curvy body.Bottom Line
Though the Suzuki Hayabusa's only notable change for 2013 is the new ABS system, the bike's outrageous power also begs the question of whether or not you'd want traction control managing all of those wild horses. Sure, it will only go as fast as you make it, but there's also a certain hesitation to accessing all that power when it's laced with the possibility of encountering some sort of mid-corner loss of grip that could lead to a slide.Under most circumstances, most mature, sensible riders are capable of negotiating that power and taking into account lean angle, surface conditions, and speed. However, not all motorcyclists are mature and sensible-- and funnily enough, some of the least qualified are also the likeliest to buy überpowerful machines.
The Hayabusa's biggest (and most direct) competitor is the Kawasaki ZX-14R ABS, which is now graced with traction control and ABS. Starting at $14,999-- only $600 more than the 'Busa-- the Kawi a hell of a bargain considering its technological edge. But if you're an O.G. badass who waited 'till 2013 to succumb to the reassuring world of ABS, the 2013 Suzuki Hayabusa is still quick enough to make you feel like you're altering the time/space continuum while flirting with danger every time you give that throttle an extra little nudge.
Specifications
- Price: $14,399 - $14,599
- Engine: 1,340cc inline-four
- Transmission: 6-speed
- Front Suspension: Inverted telescopic
- Caster/Trail: 23º, 25' / 3.66 inches
- Rear Suspension: Link type, coil spring
- Seat Height: 31.7 inches
- Front Brakes: Twin-disc radially mounted Brembo Monobloc, ABS (non-defeatable)
- Rear Brake: Single-disc Brembo, ABS (non-defeatable)
Who Should Buy the 2013 Suzuki Hayabusa?
Speed freaks looking for a comfortable, turbine-smooth ride wrapped in a bold, curvy body.
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