2021 Suzuki Hayabusa: Detailed Guide | Tech Talk
2021 Suzuki Hayabusa Detailed Guide By Syed Shiraz
The rear stepped out a bit as I throttled while trying to avoid a lane-changing Ford EcoSport ahead. Nothing fancy about it; I just mentioned it because I was in the least powerful C mode of the 2015 Suzuki Hayabusa I was riding [you may check the video (10:50 to 11:10 mins) at the end of this story]. The point being that the previous Hayabusa was such a powerful machine that it could spin its fat, grippy, rear tyre without much provocation even in the least powerful mode. Forget fancy electronics, it didn’t have even traction control to keep the rear from stepping out. It was the last hyperbike that could offer the most unadulterated motorcycling experience. Everything was in your hands; you were the boss. Your right hand was your traction control, and, therefore, also the device that determined your life expectancy.
Now, with the new 2021 Suzuki Hayabusa, the Japanese manufacturer hacas taken matters into its own hands, considering that the ever-increasing purchasing power of the masses (read: “land compensation money”) in India, coupled to the maddening and sickening popularity of stuff like TikTok, and Instagram, would have otherwise increased the mortality rate of the suddenly-rich noobs. Of course, all that is an offshoot and Suzuki primarily upgraded the ‘Busa to make it Euro 5 compliant and more competitive globally, but it had to be said.
So what’s new in the new Suzuki Hayabusa? Almost all of it. Let’s take a look.
2021 Suzuki Hayabusa design, dimensions, and ergonomics
This Hayabusa was under development for the past ten years. Yes, the Japanese can sure play it close to the chest. They did experiment with many designs, but, obviously (and thankfully), a Hayabusa has to look like a Hayabusa, so that is exactly how the latest Peregrine Falcon looks. You’d be able to tell by running a hand over it with your eyes closed. And that’s saying something because all the body panels are new. In fact, except for the chassis, almost everything else is new. Here, I must mention that though the chassis has been carried over, the seat subframe is new (and lighter). The seat height, at 800 mm is the same as earlier (thanks, Suzuki), but the handlebars are now positioned 12 mm closer to the rider (thanks a lot for this, Suzuki).
The dimensions remain the same too, except for the length—the new bike, at 2,180 mm, is shorter by 10 mm, however the wheelbase is the same at 1,480 mm. The overall width and height at 735 mm and 1,165 mm, respectively, remain the same as earlier. The weight has come down by two kilograms. It’s 264 kg (wet) as compared to 266 kg of the previous bike. The fuel tank capacity is now 20 liters (down from 21 liters), and Suzuki is claiming a fuel efficiency figure of 14.9 km/l for the new bike.
2021 Suzuki Hayabusa engine
The new Hayabusa retains the same 1,340 cc inline four-cylinder crown-jewel of a motor but each and every component of the motor is either absolutely new or tweaked.
For example, the pistons and connecting rods are absolutely new. In fact, Suzuki claims that their shape was optimized using the latest CAE analytic tools. The company says that it reduces weight and increases rigidity in a manner that contributes to greater durability. What they essentially mean is that while the previous bike’s motor was bombproof, this one will withstand even a nuclear war.
Let me indulge you in just a bit more tech-talk. In fact, I’ll list a few of the technical improvements below so that you’re able to boast about them to your friends who own previous-gen ‘Busas.
— Better engine lubrication achieved via changes to the crankshaft oil passages. The flow and pressure of oil at the crank is now increased. The flow has increased by a whopping 54 per cent!
— The Hayabusa’s six-speed, close-ratio transmission has also been refined to match the engine’s performance while improving durability and simplifying service. Oil jets in the crankcase spray lubricating oil on the fourth, fifth, and sixth gears to reduce friction, wear, and mechanical sounds during high-speed operation.
— Piston Conical machining: Conical machining inside the wrist pin holes further enhances durability by mitigating stress transferred to the pistons.
— The length of the transmission shaft needle bearing rollers has been increased. Contributes towards enhancing durability.
— The engine case bolts of the new Hayabusa are now “angle control tightened” as against torque control tightening on the previous bikes. In addition, threading of the upper crankcase cover holes is now changed from cut threads to harder rolled threads. Why? To “enhance durability”, sir.
I know what you’re thinking. Your friends might say that their Busas are more powerful (gen-2) and have a better top speed (early gen-1s), right? Well, tell them that 299 km/h is more than enough, and that the new bike is quicker than both the first and second generation ‘Busas. Suzuki claims that the new bike is quicker to 100 km/h by 0.2 seconds and 0.1 second than gen-2 and gen-1 bikes, respectively. The 2021 model is also quicker in the 0-200 meter sprint: Suzuki claims that it does it in 6.8 seconds as compared to the 6.9 seconds for the gen-2 bike and 7.1 seconds for the gen-1.
The older bikes had power everywhere, but I reckon the new bike to have even better roll-on figures as Suzuki has stressed a lot on how it has focussed on making the new Hayabusa’s engine achieve greater power and torque with smoother delivery throughout low to mid speed range. Here are a few of the things Suzuki says it has done towards attaining that goal:
— a new connector pipe joining cylinder 1 and 4 exhaust header pipes (the previous bikes had one connecting cylinders 3 and 4, which is retained as well)
— optimized cam profiles and lightweight titanium valves with higher rate valve springs
— one mm reduction in throttle body inner diameter (43 mm now)
— a 12 mm extension to the overall intake pipe length
— Suzuki Side Feed Injector (S-SFI): The previous bike also had twin-injectors per throttle body, but it’s a new design now that places the secondary injector at an angle on the side of the intake funnel. Its spray strikes a reflecting plate in the funnel and forms a fine mist that increases power and torque output.
The new Hayabusa has bigger lungs now. The air-cleaner box capacity has been increased from 10.3 liters to 11.5 liters, increasing the air supply to the engine. Suzuki says that the airbox now has a more rigid lid and simplified internal structure that also enhances the intake sound quality. Suzuki adds that the two Suzuki Ram Air Direct (SRAD) intake ducts in the upper fairing route high-pressure air to the airbox boosting performance in a linear fashion as the road speed increases. Of course.
Suzuki also says that it has made refinements to the twin swirl combustion chamber (TSCC), which has improved the intake flow coefficient by five per cent, thereby increasing combustion efficiency. The catalytic converter system is new as well. The two stage unit has an elliptical converter in the collector box, and a cylinderical one each in both the mufflers. That, together with the introduction of a second O2 sensor, takes care of the Euro 5 emission norms. Oh, the end cans are lighter now, and help in making the Busa achieve a perfect 50:50 front-and-rear weight distribution.
However, the emission noose has indeed stifled the Busa a bit: 190 PS (at 9,700 rpm) and 150 Nm (at 7,000 rpm) shout out that the new bike is 7 PS down on peak power and 5 Nm down on peak torque when compared to the previous bike.
2021 Suzuki Hayabusa suspension, tyres, and brakes
The new Hayabusa’s suspension appear to comprise the same KYB units front and back like on the old bike, but Suzuki says that says that their internal structures have been upgraded and that even their settings have been optimized to enhance grip, comfort, and straight-line stability. The fork and monoshock are fully adjustable as earlier.
Suzuki says that it worked closely with Bridgestone for years in developing the new Battlax Hypersport S22 tyres for the new ‘Busa. The 7-spoke alloys are new too, and so are the brakes. The 2021 Suzuki Hayabusa gets radially mounted Brembo Stylema calipers at the front, and even the rotors are bigger now—up from 310 mm to 320 mm. However, interestingly, the new Busa now gets a Combined Braking System where pressing the front brake lever will send braking force to both the front and rear brakes. Suzuki says that it “helps promote more confident braking” but hasn’t mentioned how much brake force is applied to the rear wheel in this case as compared to using the rear brake conventionally. It should be strong enough to stop the freeloaders from doing burnouts on media bikes.
There’s also something known as “Motion Track Brake System”, which is Suzuki’s way of saying “Cornering ABS” as—this is exactly how Suzuki puts it—it “helps the rider maintain his intended line through the corner”. There’s a 6-axis IMU (Inertial Measurement Unit) by Bosch that measures angular rate and acceleration to constantly monitor pitch, roll, and yaw movement, and supplies data to the ECM to accordingly handle traction control and ABS. You’ll learn more about it in the following section.
2021 Suzuki Hayabusa instrument cluster, features, and electronics / rider aids
First of all, a big pat on Suzuki’s back for NOT giving in to the absolutely horrid trend of putting big LCD televisions as instrument clusters. And, no, you don’t get any Bluetooth, Infrared, or any other kind of stupid phone connectivity options. If you’re addicted to your phone, you don’t belong on a motorcycle. Get a Hyundai or something.
If you’re still reading, I have good news for you. The new Hayabusa has analogue dials for both speed and revs, and there’s a TFT LCD panel in the center between them. Best of both worlds. And, yes, the layout is just like on the older bike, but the instrumentation is new.
Many will love those raised markings (small LEDs) in both the analog dials of the new bike. Speaking of LEDs, the entire illumination setup on the new Hayabusa gets LEDs. The headlight comprises a projector LED high beam while the low beam consists of four LEDs. There are LED position lights with indicator blinkers, and though Suzuki Global clearly mentions that this feature would not make it to India, thanks to our CMVR (Central Motor Vehicle Rules), it would be interesting to see how Suzuki India works around it.
See, this feature might make it to India if the bike is brought in via the CBU route, but the CKD bikes will have to have the regular jutting-out turn indicators as mandated by the CMVR. My guess is that the LED position lights would be carried over, and the external turn signals would be added by Suzuki India if they assemble the bike here. The Emergency Stop Signal feature (which rapidly flashes the front and rear turn signals to alert the vehicles around if the rider brakes suddenly at speeds of 55km/h or higher) might be given a miss though.
Now let’s talk about the electronics suite known as SIRS (Suzuki Intelligent Ride System) of which the aforementioned IMU is the primary behind-the-scenes facilitator. SIRS on-screen (I am proud of the pun I have used here) footage is hogged by SDMS-α (Suzuki Drive Mode Selector Alpha) which allows the rider to choose settings (three factory presets: A, B, and C; and three user-defined settings: U1, U2, and U3) for each of the five different control systems as a group. These five systems are:
1) Power Mode Selector: Three modes as earlier; it’s just that now they are called 1, 2, and 3 (PW1, PW2, and PW3) and not A, B, and C because, as mentioned above, the latter classification has been taken over by the SDMS-α factory presets.
2) Motion Track Traction Control System: “Cornering traction control” in simple words. There are 10 levels, plus OFF.
3) Anti-lift Control System: “Anti-wheelie” in more common parlance. Like traction control above, even this has 10 intervention levels, plus OFF.
By the way, many have incorrectly reported this feature as rear-wheel-lift control. No, that’s one of the advantages of another feature known as Slope Dependent Control System, which helps prevent rear wheel lift when braking on a downhill slope. Therefore, no endos on the new Hayabusa. As far as Anti-life Control System goes, Suzuki has clearly mentioned that it “uses data input from the IMU and other sensors to keep the front wheel on the ground while accelerating.”
4) Engine Brake Control System: Two-stroke guys will love this feature. There are three modes, plus OFF.
5) Bi-directional Quick Shift System: This is self-explanatory as well. What’s new is that there are modes here as well: two, plus OFF. Of course, the clutch has assist and slip functions too.
Then there’s cruise control that you can engage from second gear onwards. It will work between 2,000 rpm to 7,000 rpm, which gives you a broad 31 km/h to 200 km/h speed range. There’s an Active Speed Limiter as well that will prove handy to avoid speeding tickets. There’s also a Hill Hold Control System, which engages the rear brake for 30 seconds once the bike comes to a standstill on an incline. It can be disengaged by squeezing the front brake lever quickly twice or simply by accelerating away.
Drag addicts will go carthwheeling to Suzuki dealerships for the last feature on this list: it’s called Launch Control. It has three modes:
LC Mode 1: limits the engine speed on launch to 4,000 rpm
LC Mode 2: lets the engine rev to 6,000 rpm
LC Mode 3: lets you launch the ‘Busa at 8,000 rpm, if you have the cojones.
2021 Suzuki Hayabusa price, availability, and colours
The new Hayabusa should come to India somewhere in the second half of this year, and if Suzuki manages to price it around 20 lakh rupees, even their biggest dealerships might fall short of staff and space to accommodate the rush of buyers. The bike will be available in three colour-schemes to start with: Glass Sparkle Black & Candy Burnt Gold, Metallic Matte Sword Silver & Candy Daring Red, or Pearl Brilliant White & Metallic Matte Stellar Blue. So that’s Black, Silver, and White with Gold, Candy Red, and Matte Blue accents, respectively.
2021 Suzuki Hayabusa Technical Specifications
Overall Length 2,180 mm (85.8 in.)
Overall width 735 mm (28.9 in.)
Overall height 1,165 mm (45.9 in.)
Wheelbase 1,480 mm (58.3 in.)
Ground clearance 125 mm (4.9 in.)
Seat height 800 mm (31.5 in.)
Curb weight 264 kg (582 lbs.)
Engine type Four-stroke, liquid-cooled, DOHC, in-line four
Bore x stroke 81.0 mm x 65.0 mm (3.189 in. x 2.559 in.)
Engine displacement 1,340 cm³ (81.8 cu. in.)
Compression ratio 12.5:1
Fuel system Fuel injection
Starter system Electric
Lubrication system Wet sump
Transmission 6-speed constant mesh
Front suspension Inverted telescopic, coil spring, oil damped
Rear suspension Link type, coil spring, oil damped
Rake / trail 23° 00′ / 90 mm (3.54 in.)
Front brakes Brembo Stylema®, 4-piston, twin disc, ABS-equipped
Rear brake Nissin, 1-piston, single disc, ABS-equipped
Front tire size 120/70ZR17M/C (58W), tubeless
Rear tire size 190/50ZR17M/C (73W), tubeless
Ignition system Electronic ignition (transistorized)
Fuel tank capacity 20.0 L (5.3 US gal)
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