VOLUME 56 ISSUE 43 OCTOBER 29, 2019 P85
The Hayabusa's goal was not just
top-speed domination, but to redefine
what a luxury sport tourer (with a firm
emphasis on sport) could be. At the
time of its 1999 release, the motorcy-
cling public was going gaga with the
possibility of a standard production mo-
torcycle that could hit the magic 200.
There's no record of a standard
1999 Hayabusa hitting that 200-mph
mark, with most reports indicating
about 190-195 mph, depending on
conditions. That was still a consider-
able distance from the Blackbird and
made Kawasaki instant also-rans.
Suzuki achieved the top speed
increase with a combination of slippery
wind-tunnel designed bodywork, ram-air
induction, and good old fashion cubes,
coming to the top speed gunfight
with 1298cc bazooka with a claimed
175 horsepower compared to the 145
horsepower/1052cc Kawasaki and the
162 horsepower/1137cc Honda.
It was a battle that won before its
time, as the Japanese manufactur-
ers got together one year later in
2000 and put in place a gentleman's
agreement that no production motor-
cycle would exceed 300 km/h (186
mph). That agreement lasted eight
years until MV Agusta came out and
firmly dumped on the handshake with
the F4 312, the 312 standing for a
claimed 312 km/h (193 mph).
The agreement meant Kawasaki
would not get another crack at the
record despite coming out with the
ZX-12R in 2000, although Kawasaki
(Right) The 2008
Hayabusa saw the only
major update in the
model's history. (Lower
right) A gear position
indicator is the only
digital piece in a sea of
glorious analog tachos.
(Left) The original
Suzuki GSX-R1300R
Hayabusa is as much a
landmark as the original
Katana.Maybe more so.
