Launch: 2013 Suzuki Hayabusa

For a motorcycle that made its critically acclaimed debut in 1999 (winning the coveted International Bike of the Year award in the process) the Suzuki Hayabusa hasn’t really changed that much, with the only major update occurring in 2008 when capacity was upped from 1299 to 1340cc, there were some revisions to the bodywork (snout and rear aero hump mainly), and some minor chassis tweaks (including the adoption of radial brakes) to round things off.

And to be honest, why would Suzuki want it any other way. The Hayabusa’s consistent engine and styling narrative has always been its strength – it’s a genetic freak, really -- and there’s really no reason to go about chopping and changing something which fundamentally doesn’t need shifting. That holding pattern keeps the purists happy as well, as a 1999 Hayabusa owner won’t feel uneasy next to a current day custodian.

Suzuki’s incremental approach has worked, which brings us to 2013 and the latest version of the Hayabusa, which has gone on sale in Australia for $19,290 (plus on-road costs). This time around, Suzuki has fitted anti-lock braking, the first of the marque’s sports bike to adopt the technology, and the bike now has Brembo monobloc brakes to replace the Tokicos that were fitted to the 2008 update. And new liveries as well: Glass Sparkle Black/Metallic Grey, Pearl Glacier White/Metallic Grey and Marble Daytona Yellow/Glass Sparkle Black.

Suzuki Australia recently launched the 2013 Hayabusa in Queensland, combining a leisurely road ride -- and I mean leisurely as this thing is just so ridiculously easy to ride with chunks of power everywhere -- with a ‘drag shootout’ at Willowbank Raceway near Ipswich.

Much like Kawasaki did with its ZX-14R launch at Eastern Creek in 2012, Suzuki realised the only we way were going to really appreciate the full flavour of the Hayabusa was to take it over the quarter-mile in a controlled environment.

And with plenty of ‘mongrel’ to unleash -- 194hp (145 kW) at 9500rpm and 155Nm at 7200rpm – the two-hour drag-fest at Willowbank was a massive buzz. And as a special treat, I also got to complete one pass on a 1647cc, 280hp -- that’s not a misprint -- Phil Tainton-prepped Hayabusa (the same man behind Suzuki’s factory superbikes), which was brought along for its maiden drag strip voyage.

That was my windfall for finishing third in the journo challenge, behind good buddies (but bastards for beating me) Alex Gobert and Jeff Ware. I actually went slower at the business end of proceedings than I did in the qualifying round, as I was struggling to tuck in quick enough from the start -- legs flaying around on a drag strip is tantamount to waving the white flag.

My best run in the quarter-mile was 10.597 seconds, at a top speed of 138.26mph (222.51km/h). Still not bad, but no winning cigar.

As absurd as it sounds, after a while the Hayabusa’s raw power became a little ‘lost’ on the drag strip, as I was just so focussed on all the other reference points: the set up, reading the lights, letting the clutch out, tucking in, and then honing in on the finish line. But I couldn’t help but notice 280hp under my stewardship, as the real wheel didn’t stop spinning until the journey was half complete... Absolutely mind-blowing.

Suzuki Australia’s two factory superbike pilots, Robbie Bugden and Wayne Maxwell, also joined us at Willowbank -- alongside former Suzuki teamster Shawn Giles -- with Bugden continuing his rich vein of form from the day before when he won his first ever round of the Australian Superbike Championship at Queensland Raceway, which adjoins Willowbank. Bugden took the 280hp Busa down the chute in a staggering 9.5 seconds, and hit 161mph in the process. That’s some velocity, and is why Tainton plans to take the bike to the 2014 Speed Trials on Lake Gairdner (SA) and go chasing Australian records -- while still keeping it street legal....

There were plenty of other highlights in 120 minutes of high-octane action at Willowbank, which was in contrast to the mellow road ride earlier in the day, led by a GSX-R600 mounted Giles. And, as enjoyable as the drag strip was to get a real puppy-like appreciation of what the Busa’s power pack is capable of, the road ride was an important focus as well.

And as a sports tourer, the Hayabusa offers a suite of tangible, wide-ranging benefits: it’s stable, comfortable and competent on one hand, but tap it on the shoulder and that engine can take motorcycle animation to a level that few others can match. And the signature bulbous fairing – which some sage types have described as a bike that looks like it’s picked up a nasty allergy.... – has that unique look that no-one other bike comes close to.

The throttle response on the Busa is crisp, and the power characteristics are ideal for laid-back touring with huge wads of power available at every part of the rev range – strong punch from the bottom, and pretty much a whirl after that. You really can’t beat the flexibility of big, powerful strapping engine like this.

Similar to the ZX-14R, peak torque is around the mid 7000rpm mark, and then it hits hammers on its way to the 9500rpm power peak – which is probably quite modest in today’s terms, but seat-of-the-pants will probably tell your something else... So who owns the performance crown between the Kawasaki and Suzuki? Does it matter really, as you’re guaranteed an eyeball-flattening experience whichever one you choose – and also engines that are extremely forgiving and just as happy to please at a lower tempo.

The Hayabusa has three separate riding modes, but on a brilliant sunny day in Queensland I just stuck to the default setting, which produces maximum power.

In 2008, Suzuki’s capacity hike for the Hayabusa came in the form of a 2mm increase in stroke, and the compression was upped from 11:1 to 12.5:1. The bike also got new conrods and titanium valves, which are 32mm (inlet) and 27.55mm (exhaust) in size.

With a claimed wet weight of 266kg, the Hayabusa does have some bulk. However, using the engine as a stressed member does take some pressure off the aluminium twin-spar frame shouldering all the responsibility for absorbing the inherent stresses of a 190hp engine, so it doesn’t have to be braced and reinforced to the max.

In real terms, the Hayabusa feels a lot lighter than 266kg when you’re doing your thing. It turns in well, is sharp through turns, and the Kayaba suspension offers a nice balance between slow-speed bump-soaking plushness and the balance and poise required when the velocity is getting up there. Stability has always been a calling card on the Hayabusa, and nothing has changed in 2013 guise.

As for the front stoppers, the new Brembo monoblocs have achieved the desired aim of providing more feel at the lever. The old Tokicos were powerful as well but the Brembos have taken refinement to another level. The ABS is now, well, just there -- the insurance that's always appreciated on a big, powerful bike.

Of course, functionality is just as important for Busa riders, and to that end the big girl has decent screen protection, low-set footpegs offering plenty of leg room, and a none too onerous reach to the handlebars. Although there is some weight on the wrists, it doesn’t become over bearing and uncomfortable.

Whatever ‘anti-ageing’ cream the Hayabusa is using, I’d love to try some... This is a bike that essentially is a 1999 model with adds-ons, but remains a hero bike to so many and for good reason. It has lovely manners, but also a level of performance that remains as intoxicating as ever.

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

CHASSIS AND RUNNING GEAR
Frame type: Aluminium twin-spar
Front suspension: 43mm upside-down Kayaba forks, fully adjustable
Rear suspension: Kayaba monoshock, fully adjustable
Front brakes: Twin 310mm discs with Brembo four-piston radial calipers
Rear brakes: Single disc, with Tokico single-piston caliper
Wheels: Cast aluminium, front 3.50 x 17, rear 6.00 x 17
Tyres: Bridgestone Battlax BT015, front 120/70-17, rear 190/50-17

DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: Not given
Claimed wet weight: 266kg
Seat height: 805mm
Wheelbase: 1485mm
Ground clearance: 120mm
Fuel capacity: 21 litres

PERFORMANCE
Claimed maximum power: 194hp (145 kW) at 9500rpm
Claimed maximum torque: 155Nm at 7200rpm

OTHER STUFF
Price: $19,290
Colours: Glass Sparkle Black/Metallic Grey, Pearl Glacier White/Metallic Grey and Marble Daytona Yellow/Glass Sparkle Black
Bike supplied by: Suzuki Australia, www.suzukimotorcycles.com.au
Warranty: 24 months, unlimited kilometres