"Making more power while meeting Euro 3 requirements was a tough job," Chief Engineer and Large Project Leader Hiroshi Iio told me. On hearing this, engine team member Chiaki Hirata laughed and added: "The large, heavy muffler...it was necessary in order to meet regulations!"
Suzuki has also blessed the bike with its S-DMS system, which, like the GSX-R1000, allows the rider to choose between three different power settings-A (dry), B (mixed) or C (wet)-for varying conditions via a bar-mounted switch. Suzuki says engine size and weight are same-same versus the old mill, while power is up roughly 10 percent. During a tour of the test facility's engine dyno rooms where a pre-production 'Busa engine was being flogged, I spied a three-digit number that looked like it began with a "2" on the monitor. Suzuki isn't saying how much horsepower U.S.-spec GSX1300Rs will make. But considering the fact that the ZX-14 makes a buck-75 at the wheel, and that Suzuki has had 18 months to work on the new bike's output since the 14's debut, one can assume the 'Busa will make at least 175 ponies, and likely more. Either way, it's going to be a very rapid ride.
The new 'Busa's alloy twin-spar frame is basically a direct carryover from the old bike (minus the centerstand and bracketry, so it's lighter), and there's not a thing wrong with this, at least from a streetbike rider's point of view. This fact highlights how good the original cage is. Critical dimensions remain status quo on 'Busa II, including wheelbase (58.5 inches), rake and trail (24.2 degrees/3.85 in.) and seat height (31.7 in.), though a reworked subframe assembly was needed to accommodate the redesigned-and far swoopier-tailsection, which offers a slightly lower passenger saddle for, Suzuki says, "increased passenger comfort."
Dry weight is right around 490 pounds, a little heavier than the old bike, which means it should weigh in right around the 555-pound mark fully fueled. The new Hayabusa's sleek bodywork (not shown here, obviously) is completely new, however, even though it's similar in shape and concept to the first-generation bike's. New vertically stacked headlights with a smaller projector high beam (same intensity) and halogen multi-reflector low beam keep things brighter at night, while new floating mounts for the fuel tank help minimize the small bit of extra buzz the engine's longer stroke introduced. The new bike's overall length is two inches longer than the old bike's, while overall height (due to a taller windscreen) is up by about half an inch.
An angular new fender makes the new 'Busa's front end look nastier than before, but there's plenty of trick hardware up front to back up the look. These include a fully adjustable 43mm inverted Kayaba fork with firmer settings than before to handle the new bike's increased horsepower and braking power, the latter thanks to radially mounted Tokico calipers grabbing rotors with more (now 10) heat-reducing mounting buttons. The increased braking power forced a sturdier lower triple clamp. Newly designed three-spoke cast aluminum 17-inch wheels in 3.5- and 6.0-inch widths mount Bridgestone BT-015 radials with the same tread pattern as the GSX-R1000; they were designed specifically for the 'Busa II. "They make a big difference in handling," a chassis engineer told me, adding, "grip and stability are exceptional." There's also a new steering damper with external reservoir for better performance when hot. In addition to circular analog clocks that look like they came from an AC Cobra, the all-new dash features dual tripmeters, a clock, gear-position indicator, adjustable engine-rpm indicator light and more. A digital speedo is easier to read at a glance, but the new 'Busa's setup looks plenty cool.