Suzuki Hayabusa Super Streetbike

22 Фев 2015 | Author: | Комментарии к записи Suzuki Hayabusa Super Streetbike отключены
Suzuki Boost King

Suzuki Hayabusa — Of Prey


Fans of the Hayabusa have no doubt frustrated by our recent AMA/Prostar bike profiles, which so far focused on newer, fresher like Rickey Gadson’s ZX-14 Super Street (Big Guns, page 60, SSB 2006) and Kent Stotz’s Honda CBR1000RR Pro Street (Not-Quite-So-Big Red, page 66, SSB 2006). Our bias toward other bikes is just example of the old-news ‘Busa overshadowed by this year’s new right?

Forget magazines for a though; the one place where the top dog hasn’t been overlooked is the one that really matters-on the strip. While the headlines been hogged by the King ZX-14 and Stotz’s over-achieving bike, it’s been a story at the track. The top spot on the more often than has been held down by a specifically the ‘Busas built by super-tuner Barry Henson at Racing.

Proof: This went to press immediately the Norwalk round of the AMA/Prostar where Henson’s ‘Busas the roost and won both the Super and Pro Street racing categories. fierce new competition in 2006, the Hayabusa is proving to be anything but up.

With the release this of the Kawasaki ZX-14, which on paper to be the biggest threat to the drag race dominance the big Suzuki first appeared in we all knew this year see a battle of the titans on the showroom and at the racetrack both. And at the beginning of the it looked like Kawasaki had the hand.

Kawasaki sent three ZX-14s to the opening round of the AMA/Prostar series in Valdosta, (a non-points exhibition race), Suzuki didn’t even preparing a Hayabusa to run in the newly and high-profile Super Street When that first wound down, Kawasaki Valdosta with Rickey taking the win in Super Street on his Adams-prepped ZX-14 and setting the record at 8.51 seconds and mph.

American Suzuki department officials were at that first event in and they didn’t take the threat lightly. Suzuki to Barry Henson of Velocity and asked him to put together a new Super race bike in only weeks and have it ready to at the next round.

Henson and his crew know fast (and often, Henson-ridden) have pretty much the premier Pro Street (formerly Shootout) class for years so building a competitive Super racer to take on Gadson’s wouldn’t be much of a stretch. not to say that it would be easy, Super Street class has a rule structure than the Pro class and its own unique challenges to fast.

The idea behind Street is to give racers fans) another streetbike-based class that wasn’t as as Pro Street, where a competitive can cost as much as $60,000. The Street class was designed to real streetbikes (nitrous and both) to compete head-to-head, a more restrictive state of to be easier on the bike owner’s cards. To help control turbocharged Super Street are limited to a 54mm inlet (vs.

62.5mm in Pro Street), and they are not to use multistage boost controllers. For control, they are limited to two stages (with only one to spring pressure). Also, are not allowed to use water injection or of the intake charge.

Clutches are slightly different in this with no multistage lock-ups Instead these bikes use a two-stage lock-up, which the rider to carefully launch the bikes to prevent wheelies.

the racer, Henson would not the boost settings used for the Street application, but reliable peg it at around 5-7psi at launch and in the second stage. Henson did say they use a fully prepped engine as a base in order to as much power as possible at low That means a full head from Ward JE-forged pistons, Falicon rods, Ward Performance and double-sprung valves, and a rpm locker on top of an OEM clutch basket.

Another in the Super Street class is the use of ZR-rated DOT street tires. The popular tire by far is the Pirelli Super Corsa Pro. The Street class also the use of all stock bodywork and the original tank, with the exception the tail section-this piece is to be replaced with a slightly aftermarket piece (like the one Catalyst Composites that uses) to cover the extended

The class does allow the use of electronic data logging. only three channels (O2, boost and rpm), logging can be easily handled by a Wideband Commander from which helps keep down. Velocity, however, an Innovative-brand boost controller to data for their setup.

to form, Henson had the new Hayabusa Street race bike for battle at the second round in Georgia, in April, where the made its debut. By the end of the qualifying the Velocity Suzuki, with Slowe at the controls, had already the class record with a top spot at 8.312 seconds and mph, compared to a best that day by Gadson’s Kawasaki of 8.519 seconds at 169.95 mph him in fourth place).

At the end of the final the Hayabusa remained on top, winning the event with a pass of 8.458 seconds at mph (Gadson was eliminated in an earlier due to a nitrous malfunction on his Kawi). A of the weekend for the new Suzuki saw a string of passes: 8.352, 8.360, 8.395 and 8.458. Velocity did their homework, and even the short preparation time, brought a dialed-in package to the

The Velocity Racing Hayabusa its success through the season. At time Slowe sat on top of the Super points standings in first with Gadson and his ZX-14 two back in third, and the ‘Busa to lay down quick times the quickest pass in Norwalk in just 8.399 seconds.

The is thick with rumors of will be Kawasaki’s next even, that Team was preparing a new turbo version of the to put them back in the hunt for the Street class title. For however, it is clear that the isn’t as much of a threat to the and race-proven Hayabusa in actual strip competition as many after its stellar debut. it may be a bit long in tooth, the old ‘Busa is not to roll over just

In the hands of top tuners like Racing, the Hayabusa still has the stuff to win at the national level.


Spaz Racing’s 188-horsepower hop-up kit will give you all you to put down ZX-14s on the street

though it’s intended as a big-bike racing class, a turbo setup capable of upward of 300hp that is for Super Street success still cost you at least But what about all you street-bound riders who are not blessed with a full of … Presidents, but are wondering how to upgrade your old in order to keep up with the stronger Kawasaki ZX-14 on the

Consider sending your off to John Springer at Spaz ( in Springville, Iowa, has developed a very economical, turn-key tuning package for the that pretty much that your buddy’s Kawasaki ZX-14 won’t wax you on the

For optimum results, Spaz already assumes you have a aftermarket exhaust (the Performance Street Smart or Ti- Force Sumo are highly as well as a Dynojet PowerCommander and a airbox with a high air filter. Given that point, Spaz’s first is to pull the head and mill it to flow. The stock base is then removed, which the compression up to 12.5:1.

Compression is Spaz says, and the Hayabusa well to the added static pressure, which is why this is made.

Next Spaz the stock exhaust cam and replaces it a stock Hayabusa intake They also add APE slotted cam that allow complete of the lobe centers. Spaz not reveal the exact cam timing with this kit, but he did say it was not as far stock as many people In order to keep the valves floating at high rpms, also installs aftermarket APE springs.

Even though the ECU and stock rev is not raised, aftermarket valve are employed to decrease the chance of Everyone has their preference on oils, and Spaz is no different: For results with these Motorex engine oil in standard of 5W-40 is suggested. Unlike other tuners who resort to engine oil to make power, prefers the added longevity of weight oil.

After is buttoned up, the tank is filled VP Racing MR9 gas, and the bike is to the shop’s Dynojet 250i for final tuning-included in the cost of the The final results? How about and 106ft/lbs of torque, all in a very package that is capable of ahead of any mildly tuned The drive-in, drive-out service all the parts and modifications mentioned-a turn-key job for $1,500, a bang-for-the-buck that’s hard to beat. f . Smith

Suzuki Boost King
Suzuki Boost King
Suzuki Boost King
Suzuki Boost King
Suzuki Boost King

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