There are few motorcycles on the market that have such an immediate association with speed than the Suzuki Hayabusa. Built to win the top-speed wars of the late ’90s and early ’00s, the Hayabusa was once the world’s fastest production motorcycle ever built, cementing its place in history. First launched over two decades ago, we are now getting our first look at the all-new 2022 Suzuki Hayabusa, complete with an aesthetic overhaul, modern rider aids, suspension tweaks and engine improvements.
Read our First Ride Review of the 2022 Suzuki Hayabusa
Over the years, the Hayabusa has carved out a few faithful niches in the motorcycling world. Sport and sport-touring riders give it praise for its street and track abilities, hot-rod drag racers swear by its straight-line performance potential, and it is the darling of customizers.
Now in its third-generation, Suzuki’s hyperbike is slated to receive its first significant update since 2008. Although it is not a from-the-ground-up redesign, there are substantial changes to the platform. The first change is to the name, which ditches the GSX1300R tag and opts for what the rest of us have been calling it, the Suzuki Hayabusa.
The ‘Busa’s engine has always been the star of the show, and the new bike uses a heavily revised version of the 1,340cc in-line four-cylinder powerplant from the 2008 model, producing a claimed 187 horsepower at 9,750 rpm and a whopping 110 lb-ft of torque at 7,000 rpm. Those with an eye on the dyno printout will note the seven-point drop in peak horsepower and nearly 4 lb-ft loss of peak torque. Ever stringent Euro 5 emissions standards are undoubtedly the culprit, but there is a silver lining.
To combat the minor loss in peak figures, Suzuki wisely sacrificed some top-end horsepower in exchange for a much more relevant low-end and midrange grunt. Compared to its predecessor, the 2022 Hayabusa pumps out more power on the bottom-end and midrange puff, and for real-world street riding, that’s where you need power the most.
Just as your mother told you, “it’s what’s on the inside that counts,” most of the 1,340cc engine’s internal components are lightened, strengthened or refined. The cylinder head is revised, new throttle bodies are employed, cam profiles are revamped, oil flow is optimized, stiffer valve springs are installed, the pistons and connecting rods are lighter and stronger, there is new magneto timing for improved starts and a new assist-and-slip clutch are the main highlights. All of those changes are capped off by the new 4-2-1-2-exhaust system that is 4.5 pounds lighter. Suzuki also says that these updates will improve reliability, while we say tuners will have an even stronger foundation to work build from.
When it comes to electronics, the new Hayabusa has leaped into the 21st century and has throttle-by-wire along with a full suite of rider aids, controlled by a Bosch 6-axis IMU. We can expect 10-level traction control, 10-level wheelie control, six engine power modes (three preset and three customizable), an up/down quickshifter, three-level engine braking control, three-level launch control, cornering ABS, cruise control, active speed limiter and hill hold assist. Lastly, there is a slope descent control that limits rear wheel lift under heavy downhill braking.
A TFT display is paired up with dual analog clocks that is a tasteful reference to the original Hayabusa. More to the point, nothing kicks up the drama of triple-digit motorcycle riding like watching a tachometer needle get buried in the red.
Returning to the fold is the same extruded aluminum twin-spar frame and swingarm, but is joined 1.5-pound lighter subframe. With a wet weight of 582 pounds, the low-slung Hayabusa is still thicker than a bowl of oatmeal; luckily, she’s always carried her weight quite well and is said to have a 50/50 weight distribution.
The fully adjustable 43mm USD KYB fork is updated with new internals and improves ride quality. Meanwhile, a fully adjustable KYB shock takes care of things in the rear.
Braking hardware is upgraded, now equipped with 4-piston Brembo Stylema monoblock calipers and 320mm rotors, accompanied by a single-piston Nissin caliper and 260mm disc. Suzuki has also employed linked-braking, meaning that operating the front brake will simultaneously engage the rear. Bridgestone Battlax Hypersport S22 sport rubber is laced up on new cast-aluminum seven-spoke wheels.
Aesthetically, the Suzuki Hayabusa has gone under the knife while retaining its curvaceous features that are intrinsic to the ‘Busa. Wind-tunnel testing has improved aerodynamics, and some influences are drawn from the GSX-R lineup, reflected in the LED and projector headlight design. Smart features like integrated LED turn indicators are a nice touch as well. The reshaped 5.3-gallon fuel tank is said to improve ergonomic comfort, while the handlebar position is brought closer to the rider and creating a more relaxed, upright rider triangle. The seat height is lowered marginally to 31.5 inches.
Available in Glass Sparkle Black and Candy Burnt Gold; Metallic Matte Sword Silver and Candy Daring Red; and Pearl Brilliant White and Metallic Matte Stellar Blue, pricing for the 2022 Suzuki Hayabusa starts at $18,599. It should be in dealerships this summer.
For more information, visit Suzuki.
2022 Suzuki Hayabusa Specs:
Base Price: $18,599
Engine Type: Liquid-cooled, transvere inline Four, DOHC w/ 4 valves per cyl.
Bore x Stroke: 81.0 x 65mm
Horsepower: 188 @ 9,700 rpm
Torque: 114 lb-ft @ 7,200 rpm
Transmission: 6-speed, cable-actuated assist-and-slip wet clutch
Fuel System: EFI w/ throttle-by-wire, 43mm throttle body x 4
Final Drive: O-ring chain
Wheelbase: 58.3 in.
Rake/Trail: 23 degrees/3.5 in.
Seat Height: 31.5 in.
Claimed Wet Weight: 582 lbs.
Fuel Capacity: 5.3 gals.
I am in awe of the Busa.. The power of a 580 pound 2 wheel machine takes my breath away. I love it but I fear it. I could never own it as my only ride. I fear that much power but I still admire it. I love it
I love what they have done for the 3rd gen. I STILL want the 1st gen 99 or 00 model.
Suzuki really blew it. Less horsepower, less torque, same weight, and a much higher price to cover the cost of the added electronics. Very disappointing effort. The Hayabusa was the leader when it was introduced on many fronts. Now it is just falling behind as BMW and others march on. Too bad.
You missed the important things: a majority of ‘busa owners don’t leave the engine stock, they add turbos, super chargers, and get rid of breathing limitations. The new model has upgraded internals so your mods don’t have to start with rebuilding the engine.
It’s not the same weight, it’s lighter.
The biggest addition is taking the body to a wind tunnel; because a lot of the ‘busa’s are used for high speed runs, where hitting the wind matters.
Still very important: electronic aids have proven there usefulness not just on the streets but at the track also. Ferrari is an example: their club racing events have posted the largest improvements at Fiona once they got traction control overseen by a fast enough computer control module.
You both missed the point. It’s designed to be a very sporty touring cycle. The “Majority” of Busa owners never modify them or even push them to the limits. I love my Gen 1 and honestly lost interest in them after 2008 when they changed them. The new Busa is intended for those that want a very fast cycle that still has all the gadgets like traction control & ABS. The new styling is fantastic and IMHO one of the best looking bikes ever. In the end it’s a very fast & comfortable cycle. Yes, some will mod them and they will beat most other cycles on the street. That really depends on how much $$ you are willing to part with.
it will take nothing to turn it into a monster! very few changes will increase to horses! had three generations, new pipies ,power commander,boost was enough!
But the busa is still the best in its class and is a far better road bike than the BMW and way more reliable and smoother engine.
My 99 Black Bird eats them up.. Paid 1k used and added a 135hp NOS shot for 2k .. 250rwhp
But it ain’t a Busa!!!!
Undoubtedly one of the cheapest HP/$ mods you can do but in the end you still have a 99 BB. Put that same shot of NOS in a new Busa & do the math. While that may be your dream bike but I’m guessing that the average new Busa buyer expects much more than that. It’s like comparing an older Camaro to a new 911. Yeah they are both fast but…..
Wrong the 1999 busa would chew up a Honda blackbird and that busa was the greatest motorcycle ever made with incredible performance and reliability.
I would love to take it for a short, quick 200 mile ride!
I’ve always liked the ‘Busa, and nearly bought one – but then I rode a B-King, and nine years and many 1000s of k’s later it still puts a big smile on my face! Doing it naked is always going to be more fun 🙂
Hi From The UK guys.
I bought one of the first Gen 1 Busa’s in Sussex in the UK in 1999.
Still have it now 22years on (heavily modified now) and had money in the bank ready to buy the new Gen 3 busa when it came out.
Can’t make my mind up about it though, stylings not bad but have seen better computer generated (and wind tunnel tested!) stylings on the net, electronics are helpful though I’m a ride it by the seat of your pants type of rider, especially being used to the Gen 1 as It’s got no rider electronics to help you anyway.
Thought they’d up the power ( not drop the power) as standard though and make it class leading whatever engine configuration they came out with.
Got to admit I thought Suzuki were going to push the boundaries again with the new Busa and come out with something as spectacular and outrageous as the Gen 1 was to us back in ’99’.
This really doesn’t excite me like that did and make me want to rush out and buy it.
Kawasaki went for it with the H2 and the Mad H2R so why didn’t Suzuki take them on ?
I know the huge pannier/trash can size silencers (It’s what everybody’s calling them in the UK !) can be dumped and a pair of Akrapovic slip-ons (already available) put in their place, although I’d want a full race Akra’ 4-1 system if I did buy one!
That would help the power and styling once the electronics had been flashed and set up properly on the dyno’.
All in all I’m disappointed though, was ready to buy it but not sure now.
You could have done far better Suzuki !
Think the busa was designed to a more modification race base fan crowd u gt ya pros n cons on each view race life it’s a win
Just for your info’ guys.
Have heard that the twin Akrapovic slip-on cans are going to be around £2,500 in the UK.
That converts to just under $3,500 for you guys in the USA – ouch !!
What the hell will a full race system be, easily £3,000 + in the UK or $4,000 + in the USA !
Still can’t make up my mind about the bike though, ‘and’ only got two colour choices in the UK – Black with gold edges or a Silver/Grey with red edges , how many colours have you got available in the USA ?