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Suzuki lightly revised the GSX1300R for

the 2008 model year, with a minor

restyling of the bodywork, and fine-

tuning of the engine’s head, pistons

and exhaust. Though the engine

changes were relatively limited, they

still yielded a large


increase, and

brought the bike

into compliance

with new noise

and emissions


In 2004, market

researchers from

the US and Japan

began working to

identify which

elements of the

Hayabusa design

had attracted so

many buyers,

discovering that,

in spite of having

its looks

sometimes disparaged in print,

customers were much enamored

with the old Hayabusa. A redesign

meant to strengthen the bike’s

appearance without departing

much from the original found

approval with dealers and focus

groups. Underneath the skin, Suzuki

decided to save considerable

development cost by keeping major

portions of the frame and engine


This was because engineers had

determined greater power was

possible without a significant redesign

of the old engine, even faced with

the need to comply with more

stringent noise and air pollution rules.

The target was to produce more than

190 bhp (142 kW) at the crankshaft,

and they delivered 194 hp (145 kW),

a 11 or 12 percent increase over the

previous output.

Yoshiura’s new design aimed to

complement the rider’s muscular

structure, in part based on meetings

with riders of customized Hayabusas.

Suzuki’s Koji Yoshiura designed the

look of the new Hayabusa. He had

previously styled the first generation

Hayabusa, as well as the Suzuki

Bandit 400, RF600R, TL1000S and the

SV650. For research, Yoshiura traveled

around the United States to bike

nights and clubs for a first hand look

at the styling aesthetic of the

Hayabusa custom scene, and was

inspired as much by the look and

build of the Hayabusa rider as their

custom bikes.

While the second generation is very

close to the first in overall shape, and

is largely dictated by wind tunnel

tests, the raised lines and curves are

meant to suggest a muscular build.

Said Yoshiura, “I wanted to create a

masculine form that complements a

rider’s muscular structure with hints of

developed bicep, forearm and


Engine changes consisted of an

increase in stroke by 2 mm, enlarging

displacement to 1,340 cc (82 cu in).

The compression ratio was boosted

from 11:1 to 12.5:1 and the cylinder

head was made more compact and

was given lighter titanium valves,

saving 14.1 g (0.50 oz) and 11.7 g

(0.41 oz) on each intake and exhaust

valve, respectively. The valves were

driven by a chain with a new

hydraulic tensioner. The pistons were

made lighter by 1.4 g

(0.049 oz)[41] and used

ion-coated rings and shot

peened connecting rods.

The crankcase breather

system had reed valves

added to control pressure

waves in the intake

airbox, a way of avoiding

power loss.

Fuel injectors from the

GSX-R1000 were used,

with smaller 44-millimetre

(2 in) throttle bodies,

called the Suzuki Dual

Throttle Valve (SDTV)

system. It has three

selectable options of

power delivery for a

range of touring to wide

open high performance. The exhaust

system was overhauled, using a 4-2-1-

2 system, meaning four exhaust

outlets merging into two pipes, and

then joining into a single pipe before

splitting into two enlarged, quieter

mufflers, which added a few pounds

of weight compared to the first

generation Hayabusa. The exhaust

also included a catalytic converter

and an oxygen sensor in order to

meet Euro 3 emissions requirements.

The suspension was upgraded with a

43 mm Kayaba inverted fork with

sliders having a diamond-like carbon

(DLC) coating. The rear shock is also

a Kayaba, and the overall suspension

is firmer than the previous model. The

swingarm is similar in design to the old

one, but was strengthened. Front and

rear remain fully adjustable. The

transmission was given a heavier-

duty, slipper clutch. The final drive

ratio was slightly lower, and gears 5-6

were spaced farther apart, and gear