Suzuki GSX1300R Hayabusa
#11

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#12

E para complementar a excelente informação deste tópico, aqui fica bigsmile :

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Fonte: DM (e esta porra que não aceita links do "Livro das Fuças"!)

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#13

Eu sempre achei aquele alto na traseira muuuuuuito suspeito.
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#14

Mais um artigo que ajuda a perceber o encanto e a contar a história de uma das motas mais icónicas de sempre... cool nice

Citar:The Origins Of The Hayabusa

Suzuki said the first Hayabusa invented a new category called Ultimate Sport. We said, “Yeah, right,”…until we rode it.

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A classic first-year Hayabusa in color and shape. More than 182,000 units have been sold worldwide since 1999, 101,000 of those in the US.

The Hayabusa made you con­sider things you’d never considered before. Take the definition of “corner.” We all know what that means, right? We find them on winding back roads, or at intersections with other roads. But is there really a corner on the freeway or interstate? No, you say? The 1999 Suzuki GSX1300R Hayabusa said yes.

Let me explain.

At the 1998 press launch for the 1,298cc copper-and-gold beast, it seemed impossible that Suzuki wanted us to spend an entire day at Circuit de Catalunya in Spain, followed by a day of “touring” on the road. Further to this, we even had a track session in the ­morning before our, um, tour. This was a 550-pound missile sent to kill the Honda CBR1100XX Blackbird and crush the previous king of speed, the Kawasaki ZX-11. It wasn’t a racer replica built to win some crazy (nonexistent) 1,300cc ­roadrace championship.

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The author kept his original paper invitation to the press launch because the experience in Spain was so profound.

Yet there we were. And it was amazing what this bike did on this Spanish Grand Prix racetrack, lap after lap, with only a mildly spongy front brake lever to show for its remarkable speed and not insubstantial weight. Well, that and fairing sides and engine covers that scraped on the tarmac, particularly in the long, right-hand turn 3, where this bike demonstrated stability on the edge of the tire that belied all its might and girth. No one at the launch could believe what we were getting away with. Draft passes as we dipped into fifth gear down the long front straight. The Hayabusa ripped through fifth gear like most bikes did third.

Performance progress is so typically “last year, plus 3 percent” that when a bike like the ­Haya­busa comes along, it sends a shock through the system that tends to change the performance landscape. But it was more than just this great leap in outright performance, it was the remarkable overall balance and sweet rideability of the ­Haya­busa that set it apart. During the press presentation in Spain prior to testing, the public-relations backhoe was running full-steam, and we skeptical journalists all leaned back in our chairs and scoffed when Suzuki said, “The Hayabusa has invented a new category called ‘Ultimate Sport.’” After riding for two days, we were all discussing the merits of this new Ultimate Sport class the Hayabusa had invented.

At the time, the Honda CBR1100XX was the most recent bike in the road-burner class, and it was lovely, smooth, and quite fast, but it was no contest in our June 1999 comparison test with the ‘Busa. Kawasaki tried to strike back with the 2000 ZX-12R and later with the ZX-14, but these fell on each side of the Hayabusa in spirit and never equaled it in performance. The 12R was harder and less comfortable, like a giant sportbike. The 14 felt heavy and soft, early models truly a fright on the racetrack. The Hayabusa had comfort and competence on the road with tractable power and refinement, and also remarkable agility and speed at the racetrack.

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There have been many extreme Hayabusas, but Rad Greaves’ GSX1661R racer with downforce-producing wings—long before MotoGP embraced aero to this degree—was one of the most remarkable covered by the magazine.

In the years since, every possible thing has been done with a Hayabusa, both in Gen 1 form and the 2008 to current 1,340cc version. You want 500 hp or more? Just make a few calls and the parts will arrive. Rad Greaves cut a Gen 1 model in half to shorten the wheelbase and added wings long before MotoGP ever screwed with it, and raced the bike in AMA Formula Xtreme. I tested one of Greaves’ cut-in-half bikes at Willow Springs International Raceway, and it was the first bike that ever made me wonder if my affairs were in order.

The Cycle World 1999 ­Haya­busa ran a 9.86-second, 146 mph ­quarter-mile—face-meltingly fast for the time and still among the best we’ve ever recorded. It also did 194 mph for the old CW Stalker radar gun, which we are going to bronze and hang on the wall in our office because no bike that gun has recorded before or since will ever go so fast. Yes, the ‘Busa remains the fastest production top speed we have ever recorded, and its over­riding competence in crushing air like this led to the 2000 “gentleman’s agreement” among manufacturers to voluntarily limit top speed to 300 kph, or 186 mph, so that governments wouldn’t intervene. A record attained, then preserved.

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The gauge that counts is on the right: a 220 mph speedometer.

Too beautiful to live and too rare to die? OK, I think we can all agree the ‘Busa isn’t pretty. And, boy, were we confused by its looks when it debuted at the Cologne Show like some copper-colored cosmic suppository. What I will say now is: We just didn’t know that this is what the world’s fastest production motorcycle was supposed to look like. Could it look any other way than how it does?

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Six-piston front brakes faded some in hard racetrack use but were otherwise up to the serious task of slowing down the Hayabusa.

Not long after I finished my First Ride report for Cycle News, where I worked when the bike was launched, I was hired at Cycle World, just in time to take on the Hayabusa as my long-term testbike. There were many great adventures in that 12,000 miles of testing, not least of which was leaving work on a Friday afternoon at about 4 p.m. to crush LA rush hour, and then Mach-speed my way to Thunderhill Raceway in Willows, a 521-mile jaunt up Interstate 5. Like a good citizen who wanted to spend the weekend ripping laps at a two-day Jason Pridmore Star School and not in jail, I mostly obeyed the speed limit, and it took me eight hours. If only I’d been able to use the Hayabusa as intended, I might have done it in four hours, at an easy 160 mph, with gas stops.

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The Suzuki Hayabusa remains one of the most balanced and broadly competent motorcycles we have tested. It made 160.5 hp and 100 pound-feet of torque on our dyno in 1999.

Which brings up this important point: The only flaw with the Haya­busa wasn’t in the bike. It was that the bike was born into a world with laws. Its broad, deep, dense competence deserved a world without puny man-made limitations like traffic lights and speed limits. For two beautiful days in Spain, we rode like newly born gods searching for the end of sixth gear on freeways, dragged fairings while hitting 165 mph or more, lap after lap, on one of the greatest racetracks in the world, going faster and doing more than with any ­other ­production bike ever made. In a career of rare experiences, this pure moment in time allowed a weird bubble of impunity to descend upon us at that press launch, and we got to expe­rience to the fullest extent what this remarkable motorcycle actually meant.

It changed my life.

As much as Suzuki’s soul gets its divine light from the GSX-R, the Hayabusa is where engineering put supernatural powers, with lights and a license plate, in our hands. We never envisioned the aftermarket industry it would spawn and how fast so many could go, or how beautiful it was to ride this bike at “normal” speeds, knowing at any moment you could sample a kind of freedom never experienced by mortals.

Fonte: Cycleworld
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#15



Citar:Pulling A 217mph Wheelie On A 540hp Turbo Suzuki Hayabusa

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“I’d have gone even quicker to be honest, but the wind caused a bit of a wobble, so I eased off.”

Read in isolation, that is the basis of nearly every motorsport story. ‘I’d have done even better, if only for the never-ending battle against nature and conditions.’ ‘I’d have gone quicker, faster or more, if only…’ But, with a bit of context, that particular opening statement is truly mind-bending, and it’s about time you learned about Ted Brady, the man behind one of the craziest records ever set.

Anyone who’s ever laid their hands upon a motorcycle’s handles will know the urge to twist the throttle. Go faster, go further, go up on the back wheel. Ted was the exact same.

“I was 18 when I first got a bike, and it was a case of just going out and messing. We’d race each other, but then I learned to wheelie, and that was it. I was on the back wheel everywhere; any chance at all really.”

So far, so very normal – a young fella popping wheelies, what’s new? But for Ted, it was just the beginning of an obsession that’s led him to world records and invites to some of motorsport’s biggest events.

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Ted takes up the backstory: “As I was getting older, I started to get a buzz for competition. I entered a few local drag races, but by the end I’d get bored and end up doing the course on the back wheel. I toyed with the idea of going road racing, and tried out a few short course hill climbs, but it wasn’t for me. The risk was too big, and I doubt my mother would have ever let me do it.”

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With racing pushed to one side, an outlet was still needed. There was a will to go fast and a constant urge to do wheelies, so in 1996, Ted headed across the Irish Sea for his very first competition. It was the start of a frenzied drive to become the fastest.

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“The first time I went over, I just had my normal road bike in the back of the van. I knew no-one and landed on the Isle of Man not knowing what to expect. It was just a huge runway, a load of great people and some of the quickest motorbikes I’d ever seen. Everyone was so welcoming, and I was like a kid with all the freedom to go as fast as I could.”

Over the next few years, the bug bit. Wheelie competitions are a simple business: a 1km stretch of tarmac and the aim to go as quick as possible with the front wheel raised. I’ll leave Ted describe what its like from his perspective…

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“It’s just a rush. The marshal gets the message to go and you get a tap on the shoulder. It’s head down, short shift right up to sixth gear. We get about one kilometre to get up to speed with the throttle pinned, but in sixth I have to be right at a sweet spot. Then, properly moving at about 180mph [290km/h], the front comes up and it’s all guns blazing then. The wind is pushing your body in all manner of directions, but I still have the throttle wide open. The cushion taped onto the seat doesn’t look great, but that was key – it kept me in the seat at full speed.”

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Just picture that for a moment. Flat out, down a runway, and deciding to pop a wheelie while shifting into sixth gear…

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“Cross the line, it’s a case of get speed off as quickly as possible without locking up. The front wheel shoots a cloud of smoke when it hits the ground and binds up for a second or two, but then I ease down the gears, but there ain’t much room to spare.”

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Remember that sentence at the start? The ‘I’d have gone quicker’ one? Well, in 2017, during a Straighliners competition at the ex-RAF Elvington airfield in Yorkshire, England, Ted went faster than anyone ever before.

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“I set the record at 217.85mph [350.59km/h] that day, but the wind was really starting to pick up and it got a bit squirrelly towards the end in fairness, so I had to back off a bit.”

No, that is not a typo. The man before me, who is such an absolute gent, has just very calmly described touching over two hundred and seventeen miles per hour on the back wheel. For perspective, all those clips you see of the Isle of Man TT or the North West 200, the top speeds are in the 196 to 198mph [315 to 318km/h] territory, but this unsung hero from the south of Ireland is eclipsing that down a UK runway.

“I was delighted when I got the record, especially now its in the Guinness Book of Records, but I keep thinking that I’d love to get back over and try to go even quicker. It’s always the drive to go quicker, you know. When I was on a 1,000cc, the plan was to be the quickest, and when this machine came up, I knew it was my chance to go for the real speeds.”

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The machine part of this record is almost as impressive as the feat achieved. Born from a road-going bike purchased by a friend from new, Ted’s Suzuki GSX 1300R Hayabusa is a long way from how it left the Toyokawa Plant in Japan in early 2004.

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“It was a bike that I’d seen on the road and really liked, and I knew in my hands it could be developed into what it is today. When the chance came to buy it, I just knew it was the one to set the record. It’s not the most polished up or showy thing, but it does exactly what it needs to do.”

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At it’s core, this is a turbocharged ‘Busa pushed to the limit. The ‘Stage 3′ build features a BorgWarner EFR 7163 turbo, allowing for 540bhp to be sent directly to the rear wheel. The overall weight of 240kg (529lb) is heavy in the bike world, but the power-to-weight ratio is on a scale I’ve never seen before.

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“The engine was built by Holeshot Racing in the UK. They pretty much changed everything necessary to handle the boost levels, but the engine is so strong from the factory that it can take a lot of abuse. Holeshot changed the pistons, con-rods, the cams, and then bolted on the turbo.”

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The work of Holeshot continued through to the electronics. “They got everything running through a Syvecs standalone ECU mounted under the seat, and that feeds everything onto the AiM digital dash.”

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“It’s actually fine riding at speed. It’s a bit heavy and the boost can come on strong, but I do like to test it every once in a while, keep it all working well and make sure there are no surprises for when I get back to Elvington for another go.”

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That’s the overarching desire that shines through, that this isn’t finished yet. The record may be in the bag, but that just means a target on the back. There’ll always be someone looking to knock you off the perch, so why not raise the bar.

As we finished up the shoot, I still struggled to make sense of the whole thing. Here, before me, are two very different items. To my left, decked out in leathers and telling stories of rubbing shoulders with the greats of the motorsport world at Goodwood Festival of Speed in 2019 is one of the nicest and most humble men I’ve ever met, and to my right idles the single scariest motorbike I have ever seen up close.

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Ted Brady is a record setter, a thrill seeker and has an unending passion for hunting speed. Not many have heard of the quiet man from Co. Cork, but what he does is downright spectacular.

Ted Brady’s 2004 Suzuki GSX 1300R Hayabusa Turbo

Engine:
Suzuki 1,300cc four-stroke DOHC 16-valve, CP forged pistons, Carrillo connecting rods, Kent Cams camshafts, adjustable cam gears, 12mm cylinder studs & spacers, cylinder barrel spacer, BorgWarner EFR 7163 turbocharger, Turbosmart HyperGate45 wastegate, water-cooled plenum with separate radiator & electric water pump, K&N air filter, 1,000cc jnjectors, Bosch 044 fuel pump,Dynatek high output coils

Electronics:
Syvecs S8L ECU, 4-bar MAP sensor, NTK race lambda sensor & connector, Bosch knock sensor, AiM MXL Strada digital display

Driveline:
Lock up clutch and spring kit, extended outer casing

Fonte: Speedhunters
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#16

Mais um artigo interessante.

Citar:Archive: Yoshimura Hayabusa X1R
Millennium Falcon

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For a couple of years there’ve been rumors suggesting there’s a new Hayabusa on the way, and with that old warhorse currently MIA from Suzuki’s list of returning 2021 models, the buzz has grown a bit louder that Suzuki’s fixing to spring a new World’s Fastest Production Motorcycle on the world. This time we’ll be a bit less unsuspecting than we were in 1999, and this time, it won’t be so easy a feat for Suzuki to pull off, given the existence of the Kawasaki H2 Carbon, which made an honest 206-rear-wheel horsepower on our dyno last November.

Whether the new ’Busa is fact or fiction, it probably won’t be the earth-shattering experience the original 1999 GSX-R1300 was, a motorcycle that had no peer or precedent when it came to bouncing off its 186-mph speed governor. (Actually, as Mr. Siahaan points out, the governor didn’t appear until year two for the Hayabusa.) I still remember the day outside Barcelona when Mr. Watshisname, the Hayabusa project leader, asked us lucky “journalists,” with a sincere smile, to please respect all Spanish traffic laws. That was just before our German ride leader snapped his visor closed and twisted his Hayabusa’s throttle to the stop as we set off down the motorway. Soon, gentle freeway bends became corners where you could almost get a knee down.



The Hayabusa’s been a big hit ever since, but that of course wasn’t enough for everybody. What else are you gonna do, if your name’s Yoshimura, but build a Hayabusa to race in the Suzuka 8-Hour? Fujio Yoshimura built the X1R ’Busa to run in the X-Formula class of the famous endurance race in 1999, which his bike promptly won against a field of other heavily modified open-class production bikes. The X1R was stuffed with 12:1 forged pistons, Yosh cams and exhaust, etc., to the point where it was said to produce 193 horsepower and 105 lb-ft of torque at just 8000 rpm. All that propelling a bike Yoshimura claimed it had lightened by 37 pounds, down to 436 lbs, dry.

The next year, not at all unexpectedly, Yoshimura built 100 street-going replicas of the racer for sale to the public, the X1. Most of those 100 stayed in Japan. An X1 sold at a Bonham’s auction in England, in 2012, for £19,470 – a bit over $26k in today’s US dollars. That bike was believed to be the only one in the western world.

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Wrong! There is one more X1 rattling around in the world, really more of an X1R, and it lives at our pal Chris Redpath’s MotoGP Werks in Anaheim, California. Okay, it may not be one of the original 100 built by Fujio Yoshimura. But it was totally built using official Yoshimura X1 parts, by Yoshimura R&D of America, by the same group of people led by Ammar Bazzaz who engineered Mat Mladin and Ben Spies to ten AMA Superbike championships between 1999 and 2008.

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Yoshimura USA went with a slightly milder engine tune to extract a claimed 182 horses and 108 lb-ft of torque. Stage One billet cams, a little porting of the head, 12.5:1 forged pistons and Carrillo 4340 rods move the power peak up to around a nice, safe 10,500 rpm, and the torque peak to 7500 – and it’s all so nicely balanced you really don’t even miss the factory balancer shaft. (I know this because I got to lap Willow Springs on the thing 20 years ago when I worked at Motorcyclist magazine. Spotting it in Redpath’s shop gave me a bad PTSD moment.)

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Yosh added a GSX-R superbike swingarm to shorten the wheelbase by 25mm and a kit Öhlins fork carried in Yosh superbike magnesium triple clamps with 30mm offset to sharpen the steering. The aluminum fuel tanks holds 6.3 gallons. Supposedly it runs fine on pump gas, or did in 2000, at least. Higher rearsets and that Yosh tail section raise the rider a couple of inches for increased cornering clearance.

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In 2000, traction control was in its infancy and I believe illegal in AMA racing; I recall Mladin was always being accused of having it. I also remember being acutely aware of all that power as I attempted to ride the X1R around the track fast enough to save face but conservatively enough to avoid catastrophe, before tire warmers were a thing. At my speed, it was stiff as a board and head-shakey over the bumps – and I’d never experienced anything with that kind of acceleration. Now, 200 horsepower is a good starting point.

Which really relegates the Heavy Bus to a back page in the history books, but a fun one to revisit – and one that reminds us what a moment the original GSX-1300R Hayabusa was. Here’s a quote from MO’s 1999 Top Speed Shootout, when we only had one other thing on our minds besides motorcycles:

"... except for the R-series Yamahas and, to a lesser degree, the Honda VFR800, no Japanese sportbike we have ever ridden has so consistently aroused the primal desires among potential mating partners as the Hayabusa."

A fine piece of projection. Wait, what? VFR800?!

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Fonte: Motorcycle.com
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#17

Será...? baba

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#18

Que está prometido o seu regresso, há já algum tempo... está!
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#19

baba baba baba baba baba baba

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#20

Citar:(Teaser) Suzuki anuncia su nueva Hayabusa 2021 y su fecha oficial de presentación

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Ha tardado más de lo esperado, pero ya está aquí... o casi. Suzuki ha publicado hace unos minutos un vídeo teaser de 25 segundos de duración en el que nos anticipa la llegada de su nueva y esperada Hayabusa, una motocicleta que desapareció del mercado europeo con la entrada en vigor de la normativa Euro4 y que ahora, tres años después, resurge de sus cenizas.

El aperitivo que nos ha ofrecido la marca de Hamamatsu sabe a poco. El vídeo -grabado en un circuito de pruebas de tipo óvalo- nos deja ver fugazmente a la nueva Hayabusa 2021 haciendo lo que más le gusta: rodar a más 180 mph (casi 300 km/h), una de las señas de identidad que caracterizaban al Halcón Peregrino japonés en el año 1999, convirtiéndose en el primer modelo de producción capaz de romper esta barrera.

El vídeo nos ofrece una toma bastante clara del panel de mandos de la Hayabusa 2021, conservando su tradicional disposición formada por cuatro esferas analógicas (de izquierda a derecha: combustible, tacómetro, velocímetro y temperatura del aceite), añadiendo ahora un display TFT a color en el centro donde podemos identificar algunas de las ayudas y mejoras que recibirá este modelo.

Por ejemplo, sabemos que tendrá varios mapas de potencia (PW), control de tracción (TC), anti-elevación de la rueda delantera (LF), cambio semiautomático Quickshifter (QS), indicador de inclinación en grados y después aparecen unas siglas en la parte superior (SDMS) que, quizás, correspondan a los ajustes de un sistema de suspensión semi-activa seleccionable por el piloto.

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Detalles como la potencia del motor, su cilindrada, peso y otras características serán reveladas por Suzuki el próximo 5 de febrero a través de un evento especial bautizado como 'Suzuki Motorcycle Global Salon', una nueva aplicación desarrollada por la marca para conocer y experimentar el universo de motocicletas Suzuki desde un ordenador.

Suzuki lanzará esta nueva plataforma de comunicación virtual a la que se podrá acceder fácilmente desde el ordenador -y próximamente desde un smartphone- para conocer las últimas novedades de la marca desde casa, y la nueva Hayabusa 2021 será el plato principal de este salón tan exclusivo por Suzuki que abrirá sus puertas virtuales el próximo 5 de febrero a las 08:00 de la mañana.

Fonte: Todo Circuito
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