Buying a used Suzuki Hayabusa

The Suzuki Hayabusa has by any measure been an extraordinary success. The raw numbers tell part of the story: over 100,000 examples of the first generation were sold, while total production numbers across three series hit 200,000 in 2022.

Along the way it’s garnered a reputation for bulletproof performance and has developed something akin to a cult following.

Find your own Suzuki Hayabusa right here on bikesales.

The child of the manufacturer speed wars of the late 1990s, Suzuki’s Hayabusa was as much about image-building for the brand as it was about building a fast bike. Kawasaki, Honda and Suzuki became locked in a competition to develop the world’s quickest sportstourer.

For a time Kawasaki was the clear leader with its 280km/h Ninja ZZ-R1100. That was trumped in 1996 by Honda’s 290km/h CBR1100XX Blackbird, which incidentally was named after and shared some styling influences with Lockheed’s speed-record-holding spy plane, the SR-71.

Suzuki rolled in and popped Honda’s bubble in 1999 with the 310km/h Hayabusa. The name was in part a little corporate gag, as the machine was titled after a Japanese Falcon that hit incredible speeds when diving and ate Blackbirds (the feathered variety) for lunch.

Kawasaki was to return serve in 2000 with its formidable Ninja ZX-12R, but by the time it was launched there was an industry agreement to adopt a 299km/h top speed limit that effectively ended the competition.

Generation 1 – 1999 to 2007

It’s perhaps hard to imagine now, but back in 1999 the Hayabusa’s wind-tunnel-influenced styling was hugely controversial, to the point where there was genuine fear among some Suzuki staff that customers would find it too radical and reject it.

Designer Koji Yoshiura in an interview revealed: “We showed the head of marketing the final clay prototype, and he was stunned. Totally speechless! He didn’t know what to say, which is a little like the reaction we got at the Paris show. The bike was a bit polarising – people didn’t know quite what to think of it.”

Under the skin, however, this was a surprisingly conventional motorcycle. The twin-spar aluminium frame ran an upside-down fork up front and monoshock rear, pulled up by six-piston Tokico brake calipers at the sharp end and a two-piston rear.

Displacing 1298cc, the inline four-cylinder 16-valve powerplant was fuel-injected and claimed a heady 175hp (130kW) at 9500rpm and 126Nm of torque at 6750rpm. With a six-speed transmission, the package weighed 240kg wet.

The effects of the industry-agreed 299km/h top speed limit were felt from the 2001 model year, when the bike was fitted with a speed limiter and the speedo increments were pulled back from the original 340 to 300 in markings and 280 in numbers. It was the latter, rather than the restriction itself, that really upset customers, though sales kept barreling along.

Along with the speed limiter, 2001 and later models had the original aluminium pillion subframe swapped out for a stronger steel item after some early units bent.

Also, that year saw the original 32-bit ECU upgraded to 64-bit, which in turn provided some marginal performance improvements.

Introductory pricing was $17,500 plus ORC, which was a bit of a bargain.

Find your own Gen I Suzuki Hayabusa right here at bikesales.

Related: Suzuki Hayabusa 2003 Review

Generation 2 – 2008 to 2020

Advancing emission rules and the need for a freshen-up saw Suzuki tackle a new-generation ’Busa which was a careful progression rather than a complete rework. Designer Koji Yoshiura was once again in the hot seat when it came to looks, this time copping criticism for messing with the old bike’s styling!

Nevertheless, the new look was faithful to the theme of the original and was well accepted by the market.

Under the skin, the changes were to some extent predictable given the march of time. Suspension at both ends had been revised and upgraded, as had the brakes. Up front the stoppers were now radial-mount Tokico four-spotters rather than the previous six-piston units and offered far better feel and power.

In 2013, those brakes were finally integrated with ABS.

The big news however was the upgraded engine, now bumped out to 1340cc with a 2mm bigger bore. Compression was raised from 11.0:1 to 12.5:1. With three rider-selected modes available, performance claims were now an attention-grabbing 197hp (147kW) at 10,100rpm and 139Nm of torque at 7600rpm. Claimed weight was now up to 264kg wet.

Sales of this model ceased in Europe in 2018 as the engine could not meet Euro4 emission requirements without major work. This encouraged some media outlets in that part of the world to somewhat prematurely announce the death of the series. Suzuki had other ideas.

In Australia, you could buy a Gen 2 for $18,990 on the road in its run-out year.

Related: Suzuki Hayabusa 2020 Review

Generation 3 – 2021 onwards

Given its history, you’d expect the third-generation Hayabusa to also cop a hiding over its styling. However, designer Kazutaka Ogawa was able to breathe easy as this time a storm brewed over the new bike’s modest power claim.

While everyone expected a big new number for engine capacity or peak power and preferably both, Suzuki’s claims this time around were uncharacteristically modest. We were instead told the engine had been comprehensively revised for greater longevity – noble, and hardly a weak point to start with. It was also able to comply with the new uber-strict Euro5 emission regulations.

As for the numbers, engine capacity remained the same, while peak power was now a claimed 187hp (140kW) at 9700rpm and 150Nm of torque at 7000rpm. Disappointing? Well, Suzuki was quick to point out the third generation actually accelerated better than its predecessors, had more user-friendly power delivery, and was a quicker point-to-point machine. Wet weight is a claimed 264kg.

Top speed remained 299km/h, but there was still no big new number for bragging rights…

Before you dismiss the bike, however, this is the biggest revision of the Hayabusa in its history. Suzuki says there are some 550 new components and it’s clear the model has joined the 21st century when it comes to electronics.

At the heart of the latter is a six-axis Bosch inertial measurement unit which informs the assorted anti-lock and traction control systems. Braking, by the way, is now a combined front and rear set-up.

There is a five-way and customisable ride mode selection system, along with cruise control and a two-way quick-shifter. You can also lean on an automatic hill-hold and a launch control.

Externally Suzuki lifted the presentation of the Hayabusa by several notches with myriad design touches and ‘Easter eggs’ to make the owner feel special. Price also went up a few notches, with Suzuki asking $27,690 on the road at launch. We’ve since seen that drop to $26,390.

Suzuki has also revealed a 25th-anniversary edition for the 2024 model year. It offers an extensive cosmetic make-over, priced at $28,990 on the road. Deliveries begin in the first quarter of 2024.

Related: Suzuki Hayabusa 2022 Review

If there’s one thing all three generations of the Hayabusa share, it’s a spectacular ability to provide incomprehensible brute force in a very manageable package. Though not for the inexperienced, it’s a great example of how enjoyable a well-thought-out performance bike can be.

That said, the three gens have subtly different characters. Generation 1 has the most ‘brute’ about it and is really all about being a raw superbike.

Generation 2 is running better suspension and brakes, plus a little more power, and is just that little more civilised. Get one with ABS and you have something that has the basic safety net but is still largely a ‘pre-digital’ motorcycle.

As for the latest, you can see Suzuki’s point when it claims to be more user-friendly and potentially quicker than all its predecessors. It is. Plus, the presentation from the saddle is pretty special.

Getting to minor service items such as fluids and oil filter is easy and within reach of the home mechanic. Getting to spark plugs and valve adjustment, however, is a long process requiring considerable patience. It’s the same for any of the Hayabusa’s full-fairing inline-four contemporaries, including the Blackbird and ZX-12R.

Valve lash is to be checked every 16,000km and we’re told they tend to be pretty stable. Changing shims requires removal of the cams and is usually best left to a workshop. Again, that’s normal for this style of machine.

Aftermarket exhausts and careful ECU tuning can provide some surprisingly large performance gains, particularly on the first two generations.

These engines have long been the darling of serious modifiers, because of their inherent strength.

Hayabusas generally enjoy an exceptional reputation for reliability. The first two generations have been in service a long time and have proven to be tough. A bike that’s been cared for and has 100,000km on the odo is still a very long way from being worn out.

Early first-generation bikes with the unrestricted ECU and 340km/h speedo are now a collector item. They will get a price premium if they’ve been looked after – particularly if they’re in the bronze livery used for most of the early publicity.

Supply of all three generations is plentiful, which means you can get a lot of bang for your buck. However, don’t expect your purchase to be an investment, unless it’s a very good example of an early unrestricted bike.

The devil is literally in the detail when buying a used Hayabusa. Yes, they’re tough, but they still have wearing parts and the bills quickly add up if the bike hasn’t been looked after.

Lots of power and weight mean the chassis gets a workout, so pay attention to the condition of brake pads and discs, while looking for leaks and squeaks from the suspension at both ends. Plus, carefully check the chain and sprockets.

As for the engine, some evidence of reasonable maintenance should suffice for anything that has been kept stock. If there is an aftermarket exhaust, ask for some indication the bike has been properly tuned. Plus, where is the original system?

If we’re looking at wilder mods, tread carefully and ask for evidence of the involvement of a professional. For example, a 200-plus horsepower engine built by a pro like Phil Tainton Racing stacks up as being worth a look. Wild claims from a home builder? Not so much…

When it comes to cosmetics, go over the machine carefully. Large panels and minor spills mean cracks are common. They can be repaired, but some pieces for early bikes are now hard to replace.

Do your checks thoroughly and you should be able to walk away with something that will provide years of serious fun.

For
• Fast
• Strong
• Easy to ride

Against
• Big appetite for tyres etc
• Bodywork prone to damage
• Big and heavy

ENGINE
Type: Liquid-cooled, 16-valve, in-line four-cylinder
Capacity: 1340cc
Bore x stroke: 81mm x 65mm
Compression ratio: 12.5:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Aluminium twin-spar
Front suspension: 43mm upside-down Kayaba fork, fully adjustable
Rear suspension: Kayaba monoshock, fully adjustable
Front brakes: Twin 320mm discs with Brembo four-piston radial Stylema calipers, ABS equipped
Rear brakes: Single disc, with Tokico single-piston caliper, ABS equipped
Wheels: Cast aluminium, front 3.50 x 17, rear 6.00 x 17
Tyres: Pirelli Diablo Supercorsa SP, front 120/70-17, rear 190/50-17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 264kg
Seat height: 800mm
Wheelbase: 1480mm
Ground clearance: 125mm
Fuel capacity: 20L

PERFORMANCE
Claimed maximum power: 190hp (140kW) at 9700rpm
Claimed maximum torque: 150Nm at 7000rpm

OTHER STUFF
Price: $26,390 ride away
Colours: Glass Sparkle Black or Metallic Thunder Grey/Candy Daring Red
Bike supplied by: Suzuki Australia
Warranty: 24 months, unlimited kilometres