понеделник, 17 януари 2011 г.

How motorcycles were born

Motorcycle history begins in the second half of the 19th century. Motorcycles are descended from the "safety bicycle," a bicycle with front and rear wheels of the same size and a pedal crank mechanism to drive the rear wheel.[1] Despite some early landmarks in its development, motorcycles lack a rigid pedigree that can be traced back to a single idea or machine. Instead, the idea seems to have occurred to numerous engineers and inventors around Europe at around the same time.

    [edit] Early Pioneers

    [edit] Steam power


    Lucius Copeland 1894
    In the 1860s Pierre Michaux, a blacksmith in Paris, founded 'Michaux et Cie' ("Michaux and company"), the first company to construct bicycles with pedals called a velocipede at the time, or "Michauline".[2] The first steam powered motorcycle can be traced to 1867, when Pierre's son Ernest Michaux fitted a small steam engine to one of the 'velocipedes'.[3]
    The design went to the USA when Pierre Lallement, a Michaux employee who also claimed to have developed the prototype in 1863, filed for the first bicycle patent with the U.S. patent office in 1866.[4] In 1868 an American, Sylvester Howard Roper of Roxbury, Massachusetts developed a twin cylinder machine from the French velocipede design, with a charcoal fired boiler between the wheels. (Roper's contribution to motorcycle development ended suddenly when he died demonstrating one of his machines in Cambridge, Massachusetts on June 1, 1896).[3]
    Also in 1868, a French engineer Louis-Guillaume Perreaux patented a similar steam powered single cylinder motorcycle with a petrol burner and twin belt drives, which was possibly invented independently of Roper's. Although the patent is dated 1868, nothing indicates the invention had been operable before 1871.[3]
    In 1881, Lucius Copeland of Phoenix, Arizona designed a much smaller steam boiler which could drive the large rear wheel of a 'farthing-penny' "Star" cycle at 12 mph. In 1887 Copeland formed the Northrop Manufacturing Co. to priduce the first successful 'Moto-Cycle' (actually a three wheeler).[3]

    [edit] Petroleum power


    Replica of the 1885 Daimler-Maybach Reitwagen
    The inspiration for the earliest dirt bike, and arguably the first motorcycle, was designed and built by the German inventors Gottlieb Daimler and Wilhelm Maybach in Bad Cannstatt (since 1905 a city district of Stuttgart) in 1885. The first petroleum-powered vehicle, it was essentially a motorized bicycle, although the inventors called their invention the Reitwagen ("riding carriage"). They had not set out to create a vehicle form but to build a simple carriage for the engine, which was the focus of their endeavours.[5]

    [edit] First commercial products

    In the decade from the late 1880s, dozens of designs and machines emerged, particularly in France, Germany and England, and soon spread to America.[6] During this early period of motorcycle history, there were many manufacturers since bicycle makers were adapting their designs for the new internal combustion engine.
    In 1894, the Hildebrand & Wolfmüller became the first motorcycle available to the public for purchase.[7] However, only a few hundred examples of this motorcycle were ever built. Soon, as the engines became more powerful and designs outgrew the bicycle origins, the number of motorcycle-oriented producers increased.
    The first known motorcycle in the United States was said to be brought to New York by a French circus performer, in 1895. It weighed about 200 lb (91 kg) and was capable of 40 mph (64 km/h) on a level surface.[8] However, that same year, an inventor from the United States E.J. Pennington demonstrated a motorcycle of his own design in Milwaukee. Pennington claimed his machine was capable of a speed of 58 mph (93 km/h), and is credited with inventing the term "motor cycle" to describe his machine.[9]

    [edit] The 20th century

    [edit] Before World War II


    A 1913 FN (Fabrique National), Belgium, 4cylinders and shaft drive
    In 1901 English quadricycle and bicycle maker Royal Enfield introduced its first motorcycle, with a 239 cc engine mounted in the front and driving the rear wheel through a belt. In 1898, English bicycle maker Triumph decided to extend its focus to include motorcycles, and by 1902, the company had produced its first motorcycle—a bicycle fitted with a Belgian-built engine. In 1903, as Triumph's motorcycle sales topped 500, the American company Harley-Davidson started producing motorcycles.
    In 1901, the Indian Motocycle Manufacturing Company, which had been founded by two former bicycle racers, designed the so-called "diamond framed" Indian Single, whose engine was built by the Aurora Firm in Illinois per Indian's specifications. The Single was made available in the deep blue. Indian's production was up to over 500 bikes by 1902, and would rise to 32,000, its best ever, in 1913.
    During this period, experimentation and innovation were driven by the popular new sport of motorcycle racing, with its powerful incentive to produce tough, fast, reliable machines. These enhancements quickly found their way to the public’s machines.[6]

    A 1923 BMW R32, with a shaft-drive, boxer twin engine
    Chief August Vollmer of the Berkeley, California Police Department is credited with organizing the first official police motorcycle patrol in the United States in 1911.[10] By 1914, motorcycles were no longer just bicycles with engines; they had their own technologies, although many still maintained bicycle elements, like the seats and suspension.

    A pre-war Polish Sokół 1000

    An historic V-twin American motorcycle — a 1941 Crocker
    Until the First World War, Indian was the largest motorcycle manufacturer in the world. After that, this honor went to Harley-Davidson, until 1928 when DKW took over as the largest manufacturer. BMW motorcycles came on the scene in 1923 with a shaft drive and an opposed-twin or "boxer" engine enclosed with the transmission in a single aluminum housing.
    By 1931, Indian and Harley-Davidson were the only two American manufacturers producing commercial motorcycles.[11] This two-company rivalry in the United States remained until 1953, when the Indian Motorcycle factory in Springfield, Massachusetts closed and Royal Enfield took over the Indian name.[12]
    There were over 80 different makes of motorcycle available in Britain in the 1930s, from the familiar marques like Norton, Triumph and AJS to the obscure, with names like New Gerrard, NUT, SOS, Chell and Whitwood,[13] about twice as many motorcycle makes competing in the world market during the early 21st century.
    In 1937, Joe Petrali set a new land speed record of 136.183 mph (219.165 km/h) on a modified Harley-Davidson 61 cubic inch (1,000 cc) overhead valve-driven motorcycle.[11] The same day, Petrali also broke the speed record for 45 cubic inch (737 cc) engine motorcycles.
    In Europe, production demands, driven by the buildup to World War II, included motorcycles for military use, and BSA supplied 126,000 BSA M20 motorcycles to the British armed forces, starting in 1937 and continuing until 1950. Royal Enfield also produced motorcycles for the military, including a 125 cc lightweight motorcycle that could be dropped (in a parachute-fitted tube cage) from an aircraft.

    [edit] After World War II


    An original Vespa with sidecar
    After the Second World War, some American veterans found a replacement for the camaraderie, excitement, danger and speed of life at war in motorcycles. Grouped into loosely organized clubs, motorcycle riders in the U.S. created a new social institution—the motorcyclists or "bikers"—which was later skewed by the "outlaw" persona Marlon Brando portrayed in the 1954 film The Wild One.[14]
    In Europe, on the other hand, post-war motorcycle producers were more concerned with designing practical, economical transportation than the social aspects, or "biker" image.[14] Italian designer Piaggio introduced the Vespa in 1946, which experienced immediate and widespread popularity. Imports from the UK, Italy and Germany, thus found a niche in U.S. markets that American bikes did not fill.
    The BSA Group purchased Triumph Motorcycles in 1951 to become the largest producer of motorcycles in the world claiming "one in four".[citation needed] The German NSU was the largest manufacturer from 1955[citation needed] until 1959 when Honda became the largest manufacturer.[15][16]

    A 1962 Triumph Bonneville represents the popularity of British motorcycles at that time
    British manufacturers Triumph, BSA, and Norton retained a dominant position in some markets until the rise of the Japanese manufacturers (led by Honda) in the late 1960s and early 1970s. The role of the motorcycle shifted in the 1960s, from the tool of a life to a toy of a lifestyle. It became part of an image, of status, a cultural icon for individualism, a prop in Hollywood B-movies.[6]
    The motorcycle also became a recreational machine for sport and leisure, a vehicle for carefree youth, not essential transportation for the mature family man or woman, and the Japanese were able to produce modern designs more quickly, more cheaply, and of better quality than their competitors. Their motorbikes were more stylish and more reliable, so the British manufacturers fell behind as mass-market producers.
    Honda, which was officially founded in Japan on September 24, 1948, introduced their SOHC inline four-cylinder CB750 in 1969, which was inexpensive and immediately successful.[citation needed] It was not a high-performance bike, but it established the across-the-frame-four engine configuration as a design with huge potential for power and performance.
    Shortly after the introduction of the SOHC, Kawasaki demonstrated the potential of the four-stroke four-cylinder engine with the introduction of the KZ900.
    Suzuki, Kawasaki and the Yamaha each started producing motorcycles in the 1950s. Meanwhile, the sun was setting on British dominion over the big-displacement motorbike market.

    [edit] Japanese dominance


    The Honda CB750 revolutionized motorcycle marketing and was emblematic of Japanese dominance
    The excellence of Japanese motorcycles caused similar effects in all "Western" markets: many Italian bike firms either went bust or only just managed to survive. As a result BMW's worldwide sales sagged in the 1960s, but came back strongly with the introduction of a completely redesigned "slash-5" series for model year 1970.
    From the 1960s through the 1990s, small two-stroke motorcycles were popular worldwide, partly as a result of the East German Walter Kaaden's engine work in the 1950s, later acquired by Suzuki via stolen plans supplied by MZ rider Ernst Degner, who defected to the West on 13 September 1961 after retiring from the 125cc Swedish Grand Prix at Kristianstad.
    Harley-Davidson (HD) in the U.S. at the time suffered from the same problems as the European firms, but its unique product range, American tariff laws and nationalism-driven customer loyalty allowed it to survive. One alleged flaw, however, was retaining the characteristic HD 45° engine vee-angle, which causes excess vibration as well as the loping HD sound.
    A factory full fairing was introduced by BMW motorcycles in the R100RS of 1977, the first factory fairing produced in quantity.[17] In 1980, BMW stimulated the "adventure touring" category of motorcycling with its dual-sport model, the R80G/S. In 1988, BMW was the first motorcycle manufacturer to introduce anti-lock-brakes (ABS) on its sporting K100RS-SE and K1 models.[citation needed]

    [edit] The present


    A 2004 Kawasaki ZX-7RR
    Today the Japanese manufacturers, Honda, Kawasaki, Suzuki, and Yamaha dominate the large motorcycle industry, although Harley-Davidson still maintains a high degree of popularity, particularly in the United States.
    Recent years have seen a resurgence in the popularity around the world of many other motorcycle brands, including BMW, Triumph and Ducati, and the emergence of Victory as a second successful mass-builder of big-twin American cruisers.
    In November 2006, the Dutch company E.V.A. Products BV Holland announced that the first commercially available diesel-powered motorcycle, its Track T-800CDI, achieved production status.[18] The Track T-800CDI uses a 800 cc three-cylinder Daimler Chrysler diesel engine. However, other manufacturers, including Royal Enfield, had been producing diesel-powered bikes since at least 1965.[19]

    Motorcycle traffic in Bangkok
    Currently, the largest motorcycle market is the small machines market for the developing world, hence the claim from Indian Hero Honda to be the world's new biggest bike firm. India has also been the home to Royal Enfield Motors, since 1995. Enfield India still makes updated versions of the 1955 Royal Enfield Bullet motorcycle.
    There is a large demand for small, cheap motorcycles in the "developing world", and many of the firms meeting that demand now also compete in "developed" markets, such as China's Hongdou which makes a version of Honda's venerable CG125.[20]
    Motorcycle taxis are the developing world's limousines. Scooters, mopeds and motorcycles offer a fast, cheap and risky way around snarled traffic and scarce mass transit, as they can easily squeeze through jams.[21]
    Публикувано от в 3 коментара:

    сряда, 5 януари 2011 г.

    THE FASTEST MOTORBIKE EVER

    Suzuki Hayabusa


    Suzuki Hayabusa
    2007ModelwitLE.jpgFile:Suzuki Hayabusa Quad Bike.jpg
    Manufacturer Suzuki
    Also called GSX1300R, 'Busa[1]
    Model year 1999–
    Class Sport bike
    Top speed 1999–2000 188–194 mph (303–312 km/h)[2][3]
    2001– 186 mph (299 km/h)[4][5]
    Related Suzuki B-King
    The Suzuki Hayabusa (or GSX1300R) is a sport bike motorcycle made by Suzuki since 1999. It immediately won acclaim as the world's fastest production motorcycle, with a top speed of 188–194 miles per hour (303–312 km/h).
    Hayabusa (隼?) is Japanese for Peregrine Falcon, a bird that often serves as a metaphor for speed due to its vertical hunting dive, or stoop, speed of 180 to 240 miles per hour (290 to 390 km/h), the fastest of any bird.[6][7] In particular, the choice of name was made because the peregrine falcon preys on blackbirds,[8] which reflected the intent of the original Hayabusa to unseat the Honda CBR1100XX Super Blackbird as the world's fastest production motorcycle.[9][10][11] Eventually, the Hayabusa managed to surpass the Super Blackbird by at least a full 10 miles per hour (16 km/h).[4][12]
    In 2000, fears of a European regulatory backlash or import ban[13][14][15] led to an informal agreement between the Japanese and European manufacturers to govern the top speed of their motorcycles at an arbitrary limit.[16]
    The media-reported value for the speed agreement in miles per hour was consistently 186 mph, while in kilometers per hour it varied from 299 to 303 km/h, which is typical given unit conversion rounding errors. This figure may also be affected by a number of external factors,[17] as can the power and torque values.[18]
    The conditions under which this limitation was adopted led to the 1999–2000[2][3] Hayabusa's title to remain, at least technically, unassailable, since no subsequent model could go faster without being tampered with.[19] Thus, after the much anticipated[20][21][22] Kawasaki Ninja ZX-12R of 2000 fell 4 mph (6 km/h) short of claiming the title, the Hayabusa secured its place as the fastest standard production bike of the 20th century.[23][24][25] This gives the unrestricted 1999–2000[2][3] models even more cachet with collectors.[26]
    Besides its speed, the Hayabusa has been lauded by many reviewers for its all-around performance, in that it does not drastically compromise other qualities like handling, comfort, reliability, noise, fuel economy or price in pursuit of a single function.[5][27][28] Jay Koblenz of Motorcycle Consumer News commented, "If you think the ability of a motorcycle to approach 190 mph or reach the quarter-mile in under 10 seconds is at best frivolous and at worst offensive, this still remains a motorcycle worthy of just consideration. The Hayabusa is Speed in all its glory. But Speed is not all the Hayabusa is."[27]

    [edit] First generation (1999–2007)

    1999–2007
    A modern sport motorcycle with enclosed black and gray bodywork leaning on its sidestand on smooth paving stones in front of a white wall.
    Also called GSX-1300R-X (1999), GSX-1300R-Y (2000), GSX-1300R-K1–K7 (2001–2007)
    Model year 1999–2007
    Engine 1,299 cc (79.3 cu in), 4-stroke inline-four, liquid-cooled, DOHC, 16-valve, compression ratio 11:1, Keihin/Denso fuel Injection, wet sump
    Bore / Stroke 81.0 × 63.0 mm (3.19 × 2.48 in)
    Top speed 1999–2000 188–194 mph (303–312 km/h)[2][3]
    2001–2007 186 mph (299 km/h)[4][5] See performance and measurements
    Power Rear wheel 151.5–162.6 bhp (113–121 kW) bhp @ 9500–9750 rpm, See performance and measurements
    Torque 93.4–99.6 lb·ft (126.6–135.0 N·m) @ 6750–7000 rpm, See performance and measurements
    Transmission 6-speed, constant mesh, #532 chain drive
    Suspension Front Inverted telescopic fork, fully adjustable spring preload, 14-way adjustable rebound damping and 13-way adjustable compression damping
    Rear Link-type, gas/oil damped, fully adjustable spring preload, 22-way adjustable compression & rebound damping
    Brakes Front 6-pot Tokico calipers on 320 mm stainless steel discs
    Rear Single hydraulic disc
    Tires Bridgestone Battlax BT56 Front 120/70-ZR-17, Rear 190/50-ZR-17
    Rake, Trail 24.2°, 3.8 in (97 mm)
    Wheelbase 1,485 mm (58.5 in)
    Dimensions L 2,140 mm (84.3 in)
    W 740 mm (29.1 in)
    H 1,155 mm (45.5 in)
    Seat height 805 mm (31.7 in)
    Weight See performance and measurements 215–242 kg (470–530 lb) (dry)
    250–255.3 kg (551–563 lb) (wet)
    Fuel capacity 21 L (4.6 imp gal; 5.5 US gal)
    (California 19 L (5.0 US gal))
    Fuel consumption '99 37 mpg-US (6.4 L/100 km),[29] 38.5 mpg-US (6.11 L/100 km)[27] '05 32 mpg-US (7.4 L/100 km)[29]
    When first shown to the press in 1999, the first Hayabusas made a profound impression.[5] No previous motorcycle has broken the production model top speed record by such a margin, 10 to 14 mph (16 to 23 km/h), depending on which measured speeds the source was relying on for the CBR1100XX and the GSX-1300R.[4][27]
    The first generation had a 1,299 cubic centimetres (79.3 cu in) liquid-cooled, inline-4 engine with sixteen valves driven by double-overhead cams. This configuration, technologically unremarkable for that time, delivered a record-setting claimed 173 brake horsepower (129 kW) at the crankshaft by virtue of the largest displacement ever in a sport bike, and a ram air system that forced cool, pressurized air into the cylinders at speed.[4][27] Combined with sophisticated aerodynamics, this powerful engine pushed the Hayabusa's top speed far above the Honda CBR1100XX Blackbird by a significant leap, contrasting with the incremental gains that preceded the Suzuki hyper sport entry. The 1997 carburated CBR1100XX had previously only inched past the previous top speed record holder, the Kawasaki Ninja ZX-11 of 1990.[5]
    A remarkable feature of the Hayabusa engine was its abundance of power throughout its entire rpm band. The 1299 cc powerplant was the largest and most powerful sport bike engine when introduced in 1999, and remained the largest until Kawasaki's ZX14 was released.
    The Hayabusa's abundance of power at any rpm made the Hayabusa easier to ride by giving the rider a greater choice of gear selection for a given speed and stunning acceleration.[27]
    The ram air ducts at the front of the drooping, rounded nose squeezed frontal area away from the headlight, and this, along with the need for a narrow frontal area, necessitated a stacked headlight and high beam behind a single lens. Moreover, the need to reduce the extreme drag encountered at high speeds determined the Hayabusa's entire bulbous, and much-criticized, bodywork design. Koblenz remarked, "non-traditional styling generates the main controversy of the Hayabusa."[27] When viewed through the eyes of those who judged its beauty on the basis of its functionality, or given a little time to get used to it, the bike's looks did find admirers.[27][30] The striking two-tone copper/silver paint scheme was similarly loved by some and hated by others, but was successful if the intent of an all-new, flagship product is to make a bold statement.[27] So while it was called ugly by some in the press,[21][26][31] this aerodynamic shape was key to the Hayabusa's ability to reach record-setting speeds.[4]
    Reflecting in 2009 on the initial design, the creator of the Hayabusa's look, Suzuki's Koji Yoshirua, said that the intent in 1999 was, "to create a somewhat grotesque design and create a strong initial impact... The mission was to create a total new styling that will not be out of date within few years, and a styling that will be the ‘Face’ of Suzuki." Yoshirua also said that the goal was not to achieve the status of fastest production motorcycle, which in early stages was slated to be only 900 to 1,100 cc (55 to 67 cu in), but that, "as a consequence of, pursuing the best handling, acceleration, safety, power, riding ability, original styling, etc., for the good of the customers, it became the ‘Fastest production motorcycle’ … By doing this, once the model was out in the market and the performance of it have been proven, I thought that people will start to show interest to the weird design, and then the design would be caked in peoples mind.”[32]
    The engine used a gear-driven counterbalancer to reduce vibration to the point that the engine could be solidly mounted to the frame, for the purpose of increasing chassis rigidity. Employing a conventional twin beam frame, fully adjustable upside down forks, using specially developed Bridgestone tires, and being relatively light at 473 pounds (215 kg) dry, the Hayabusa's handling was considered excellent for a machine of this class.[4] One reviewer, Koblenz, noted a hesitation perhaps related to poor low-rpm mapping at slow speeds, noticeable as a "pause and slight lurch" when rolling on and back off the throttle.[27] Minor low speed FI revisions were addressed[clarification needed] with either a "Yosh Box" or "Teka SFI" FI adjusting tool.[citation needed]

    [edit] Top speed limited by agreement

    With rumors and then pre-release announcements of much greater power in Kawasaki's Ninja ZX-12R in 2000, clearly attempting to unseat Suzuki and regain lucrative bragging rights, the speed war appeared to be escalating. There were growing fears of carnage and mayhem from motorcycles getting outrageously faster every year, and there was talk of regulating hyper sport motorcycles, or banning their import to Europe.[9][13][15][20]
    The response was a so-called gentlemen's agreement between the Japanese and European manufacturers to electronically limit the speed of their motorcycles to 300 kilometres per hour (186 mph).[4][33] While Honda did announce that its motorcycles would not go faster than 300 km/h, Suzuki and Kawasaki would not speak on record about this issue.[34] The agreement between them and the other brands has never been officially acknowledged by the manufacturers, though media sources report it via unnamed informants, and by testing the top speed of motorcycles known to be capable of exceeding the arbitrary maximum.[19][34] The informal agreement went into effect for the 2001 model year.[2][3] So for 2001[2][3] models, and those since, the question of which bike was fastest could only be answered by tampering with the speed limiting system, meaning that it was no longer a contest between stock, production motorcycles, absolving the manufacture of blame and letting those not quite as fast avoid losing face.[19] Both Kawasaki and Suzuki would claim, at least technically, to have the world's fastest production motorcycle. But the speed war continued underground, out of the spotlight, with fierce competition among enthusiasts of the "200 mph club", albeit with the slight technical modification necessary to bypass the speed limiter, separating that war from the ostensibly at peace world of stock motorcycles.[16][35]

    [edit] Other developments

    After the inclusion of the speed limiting system in 2001,[2][3] the Hayabusa remained substantially the same through the 2007 model year. An exception was a response to the problem of the aluminum rear subframe on 1999 and 2000 models breaking when the bike may have been overloaded with a passenger and luggage, and/or stressed by an aftermarket exhaust modification, so 2001 and later Hayabusas had a steel instead of aluminum rear subframe, adding 10 lb (4.5 kg) to the 1999 and 2000 models' approximately 550 pounds (249 kg) wet weight.[36] The 1999 model had an MSRP in the US of $10,499;[27] accounting for inflation that would be US$13,509 in 2009 money.

    [edit] Performance and measurements

    Power↓ Torque↓ Weight↓ Tested by↓
    155.9 hp (116 kW) hp @ 9700 rpm 95.5 lb·ft (129.5 N·m) @ 8000 rpm 1999–2000: 249.48 kg (550 lb)
    2001–2007: 254.01–255.3 kg (560–563 lb)(wet)    		 Motorcyclist[36][37]
    151.1 hp (112.7 kW) @ 9500 rpm 93.4 lb·ft (126.6 N·m) @7000 rpm 550 lb (250 kg)(wet) Motorcycle Consumer News '99[27]
    156.6 hp (116.8 kW) @ 9500 rpm 99.6 lb·ft (135.0 N·m) @ 6750 rpm 515 lb (234 kg) (dry) Sport Rider '99[29]


    		525 lb (238 kg)(dry)
    560 lb (250 kg)(wet)    		 Sport Rider '01[29]
    162.6 hp (121.3 kW) @ 9750 rpm 97.4 lb·ft (132.1 N·m) @ 7000 rpm 533 lb (242 kg)(dry)
    563 lb (255 kg)(wet)    		 Sport Rider '05[29]
    1999–2007 model year performance
    ¼ mile
    (402 m)↓    		 0 to 60 mph
    (0 to 97 km/h)↓    		 0 to 100 mph
    (0 to 160 km/h)↓    		 Top Speed↓ Tested by↓
    10.4 seconds

    		190 mph (310 km/h) Motorcycle News[38]
    9.86 seconds @ 146 mph (235 km/h)

    		194 mph (312 km/h) Cycle World[5]
    9.97 seconds @ 144.8 mph (233.0 km/h)

    		189.6 mph (305.1 km/h) Sport Rider 8/99, 12/99 [39]
    9.84 seconds @ 142.76 mph (229.75 km/h) 2.76 seconds 5.30 seconds 188 mph (303 km/h) Motorcycle Consumer News 6/99[27]



    		186 mph (299 km/h) Cycle World[5]
    10.277 seconds @ 137.9 mph (221.9 km/h)


    		Motorcyclist[40]
    9.89 seconds @ 143.55 mph (231.02 km/h) 2.47 seconds
    		184 mph (296 km/h) Cycle World Magazine 06/02[41]
    10.237 seconds @ 140.54 mph (226.18 km/h)

    		183.9 mph (296.0 km/h) Sport Rider 10/02[39]
    10.02 seconds @ 143.5 mph (230.9 km/h)


    		Sport Rider 10/05[39]

    [edit] Second generation (2008– )

    2008–
    A white motorcycle with fully enclosed bodywork standing upright on a mirrored top platform in a large indoor hall with a crowd of people in the background.
    Also called GSX-1300R-K8 (2008), -K9 (2009)
    Model year 2008–
    Engine 1,349 cc (82.3 cu in), 4-stroke inline-four, liquid-cooled, DOHC, 16-valve, compression ratio 12.5:1, Keihin/Denso fuel Injection, wet sump
    Bore / Stroke 81.0 × 65.0 mm (3.19 × 2.56 in)
    Top speed 186 mph (299 km/h)[40]
    Power 197 hp (147 kW)[42]
    Rear wheel 172.2 bhp (128.4 kW) @ 10100 rpm[37][40]
    Torque 102.3 lb·ft (138.7 N·m),[42] 97.8 lb·ft (132.6 N·m) @ 7600 rpm[37][40]
    Transmission 6-speed slipper clutch, constant mesh, #530 chain drive
    Suspension Front Inverted telescopic, coil spring, fully adjustable spring preload, adjustable rebound damping and adjustable compression damping
    Rear Link-type, gas/oil damped, fully adjustable spring preload, adjustable compression & rebound damping
    Brakes Front 4-pot Tokico radial mount calipers on 310 mm x 5.5 mm disc
    Rear Single hydraulic disc
    Tires Bridgestone Battlax BT015 Front 120/70-ZR-17, Rear 190/50-ZR-17
    Wheelbase 1,485 mm (58.5 in)
    Dimensions L 2,195 mm (86.4 in)
    W 740 mm (29.1 in)
    H 1,170 mm (46.1 in)
    Seat height 805 mm (31.7 in)
    Weight See performance and measurements 250 kg (550 lb) (dry)
    264.0–268.5 kg (582–592 lb) (wet)
    Fuel capacity 21 L (4.6 imp gal; 5.5 US gal)
    (California 20 L (5.3 US gal))
    Fuel consumption 33 mpg-US (7.1 L/100 km)[29]
    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 horsepower increase, and brought the bike into compliance with new noise and emissions requirements.[6][43]

    [edit] Planning

    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 unchanged.[28] 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.[44] The target was to produce more than 190 brake horsepower (142 kW) at the crankshaft,[6] and they delivered 194 horsepower (145 kW), a 11 or 12 percent increase over the previous output.[42][43][45] When the new Hayabusa was released, independent tests bore this out, with 172.2 bhp (128.4 kW) @ 10100 rpm measured at the rear wheel.[37]

    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, Yoshirua 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 Yoshirua, "I wanted to create a masculine form that complements a rider's muscular structure with hints of developed bicep, forearm and calves."[46]

    [edit] Technical revisions

    Engine changes consisted of an increase in stroke by 2 mm, enlarging displacement to 1,349 cubic centimetres (82.3 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 grams (0.50 oz) and 11.7 grams (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 grams (0.049 oz)[44] and used ion-coated rings and shot peened connecting rods.[6] The crankcase breather system had reed valves added to control pressure waves in the intake airbox, a way of avoiding power loss.[44]
    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.[43] 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.[6]
    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 ratios 1-2 moved closer together.[6]
    Ergonomic and cosmetic changes for the 2008 model include a higher windscreen, and interlocking gauge faces with a digital speedometer, as well as a new gear indicator and adjustable shift light. The fairing fasteners were hidden to uncomplicate custom paint work. The twin-spar aluminum frame was carried over from the previous version, and wheelbase, rake/trail, and seat height were the same, while overall length grew by two inches, and the taller windscreen added about ½ inch.[28] Weight was saved by omitting the centerstand.[6]
    Technical improvements in the chassis include Tokico radial brake calipers, allowing smaller discs and therefore lower unsprung weight, translating into superior handling. Increased front braking power[42] necessitated a sturdier lower triple clamp. The rear brake caliper was moved to the top of the disc, giving a cleaner visual appearance. New 17 inch wheels were designed, using Bridgestone BT-015 radials taken almost directly from the GSX-R1000.[6]
    Other changes were a steering damper with a reservoir and dual cooling fans with a larger, curved radiator. Because of increased vibration from the longer stroke, the fuel tank was put on floating mounts. All told, the changes for 2008 resulted in a dry weight of 490 pounds (222 kg), 5 pounds (2 kg) heavier than the prior generation.[6]

    [edit] Other developments

    Suzuki has dropped the GSX1300R designation in some countries and simply called the motorcycle the Hayabusa. The 2009 model has a MSRP of US$13,199.
    Recently the company celebrated the tenth anniversary of Hayabusa in Santa Pod raceway where more than 500 owners of Hayabusa converged. Many events were organized and prizes were distributed to people who visited the event.[47]
    There are no changes for the 2010 model year except new colors.[48]
    Alongside the second generation Hayabusa, Suzuki developed the new B-King, a naked bike in the streetfighter mold, using the same engine but with a different intake and exhaust.[6][49]

    [edit] Performance and measurements

    A silver and blue sport motorcycle with racing numbers and covered sponsor logos. The rider has a reflective helmet and wears brightly colored leathers also covered with logos. His hands on the clutch and brake levers while the front wheel does not turn and the rear wheel spins and emits a cloud of white smoke. Three officials stand close by and observe.
    Burnout at the Brighton Speed Trials, 2008.
    Horsepower↓ Torque↓ Weight↓ Tested by↓
    172.2 hp (128.4 kW) @ 10100 rpm 97.8 lb·ft (132.6 N·m) @ 7600 rpm 268.5 kg (592 lb)(wet) Motorcyclist[37][40]


    		550 lb (250 kg)(dry)
    583 lb (264 kg)(wet)    		 Sport Rider[29]
    2008– model year performance
    ¼ mile
    (402 m)↓    		 0 to 60 mph
    (0 to 97 km/h)↓    		 0 to 100 mph
    (0 to 160 km/h)↓    		 Top Speed↓ Tested by↓
    10.2 seconds

    		186 mph (299 km/h) Motorcycle News[42]
    9.7 seconds @ 148.8 mph (239.5 km/h)

    		186 mph (299 km/h) Cycle World Feb. '08[50]
    10.14 seconds @ 142.54 mph (229.40 km/h)

    		186 mph (299 km/h) Motorcyclist Dec. '07[40]
    9.75 seconds @ 147.2 mph (236.9 km/h) 2.6 seconds
    		186 mph (299 km/h) Cycle World Mar. '08[51]

    [edit] Sales

    The speedometer and tachometer of a motorcycle with the triple clamp in the foreground. The tachometer goes to 11,000 and the speedomter to 180 mph
    Hayabusa cockpit.
    Typically, a new sportbike model sells well in its first year, and then sees its numbers decline every year as it grows older. The Hayabusa reversed this pattern, selling in greater numbers every year from the 1999 launch through the 2008 revision.[6][52] From its debut in 1999 to June 2007 over 100,000 Hayabusas were sold worldwide.[28] In the United States in each of the years 2005 and 2006, over 10,000 units were sold.[53][54]
    It was predicted that the gentlemen's agreement speed cap would hurt sales, because buyers would not want a bike that was hobbled with a governor, even riders who would never approach the hypothetical maximum.[16] However, sales in the United States have increased year after year since its release in 1999 until 2006 and went from just a few thousand units in 1999 to over 10,000 in 2006.[53]
    Since the first launch in India of the Hayabusa, along with the 1,783 cc (108.8 cu in) Suzuki Intruder, in November 2008, total sales of these two large-displacement bikes have reached about 100 units, at prices around Rs. 1,250,000. In contrast, the Tata Nano car, with an engine less than half the size of the Hayabusa, aims to be the least expensive production car in the world, costing less than one tenth the price of the Hayabusa, leading to sales of over 2,000 times as many units as these motorcycles.[55]
    Previously 1000 cc-plus superbikes were imported to India only by special order, with an estimated total of only about 3,000 such bikes in a country with more than 37 million two wheelers. Suzuki's move into India follows the successful introduction of high-end motorcycles by Ducati and Yamaha. Because these motorcycles are brought into India as completely built units they pay an import duty of 114%, with no plans to switch to local assembly for the time being due to the anticipated sales volume of about 350 units per year.[56][57]
    On July 21, 2009, Suzuki Thailand introduced the GSX1300R on the Thai motorcycle market, making it the largest displacement motorcycle available in the country.[58]

    [edit] Competitive motorsports

    See also: Motorcycle racing

    Open Super Bike class Suzuki Hayabusa (unrestricted 2000 model) road racing motorcycle, at speed
    Many riders have found that the Hayabusa lends itself well to any number of legitimate functional purposes, to include competitive motorsports.
    The Hayabusa has been used in sanctioned closed course road racing,[59][60] drag racing,[61] and top speed competition.[62]
    Top speeds of over 270[62] mph, engine outputs of over 700[63] horsepower, and performances in the standing quarter mile as quick as 7.125 seconds and as fast as 209.14[61] mph have been recorded by street registered Hayabusa motorcycles using standard-width (190mm) DOT-approved street-legal rear tires.

    [edit] Custom Hayabusas

    See also: Custom motorcycle

    Custom trophy winner with Hayabusa logo tattoo. At Black Bike Week 2008.
    The Hayabusa has been one of the top choices for streetbike customization,[64] perhaps even the most popular customized sportbike.[52][65][66] One reason may be the unique, instantly-recognizable bodywork.[52] The easy tunability of the engine, the wide selection of aftermarket parts, possibly more than any other Japanese motorcycle, and the interchangeability between models of Suzuki parts have also played a role.[65] It was the vibrancy of this custom scene that prompted Suzuki to send Koji Yoshirua to the US for feedback and inspiration for the second generation design.[46]
    Horsepower enhancements like nitrous injection, which can add 100 bhp (75 kW), and turbocharging, which can raise rear wheel power to 250 bhp (190 kW) and beyond, are common.
    Bikes are typically built to impress with being the most extreme, and most innovative. For professional custom shops, the status as the first builder to introduce a new style or customization — a 300 mm-series rear tire width, for example — is often hotly contested, and can pay dividends in media attention and in sales.[65] Celebrity customers, such as rappers or NBA stars, also serve to build the credibility of a custom shop.[65] The bikes themselves, at shows, racetracks and dragsrips, and at build competitions, also serve as "rolling billboards" for their makers.[67][68]
    Bikes are usually built around a theme,[65] such as a NASCAR-inspired bike with retro-70s chrome wheels, racing numbers, flames and sponsor insignia reminiscent of a stock car, or a bike that takes its cues from popular films, such as Freddy Krueger of A Nightmare on Elm Street. Other common motifs in custom artwork are sexy women, skulls, bones and other gruesome figures, and money and bling, such as "Ben Franklins," $100 bills.[65]
    An motorcycle with fully enclosed bodywork painted in iridescent blue with flames, and a helmet painted in the same color scheme, with a matching blue fur crest on the helmet.
    A relatively restrained customization.
    A motorcycle with fully enclosed bodywork painted with a complex black, gray and white pattern, and crome plating on many parts of the bike, and an extended length rear swingarm and an extraordinarily wide rear wheel, indoors with special chrome wheels on display in the background.
    Notable on this example are an extended single-sided swingarm and the appropriation of the Decepticon logo.
    A pale blue motorcycle with a prominent Gulf Oil logo and a unique front fender that encloses almost the entire front wheel on asphalt with a sign in the background that says Young Choppers and Hot Rods.
    A more retro theme with an enclosing front wheel fender, using the Gulf Oil logo and a parody of the Goodyear logo.
    A motorcycle indoors on display with other bikes, with gray metal-flake painted fully enclosed bodywork, and the logo of Superman painted on the front and side.
    The Superman-themed "Kong" glitters at a show.

    [edit] Police Hayabusas

    Side view of a modern sport motorcycle with enclosing bodywork, painted black with a US flag on the side, a decal in the shape of the state of Oklahoma, and the legends Highway Patrol and State Trooper
    Oklahoma Highway Patrol Hayabusa
    In 2006 the Oklahoma Highway Patrol (OHP) converted a seized Hayabusa into a pursuit vehicle, setting up the bike with equipment including a radar unit, police lights and siren, and painting it in official colors and insignia. Impressed with the positive response from the public and the motorcycling community, the OHP purchased two more Hayabusas, to supplement their main fleet of Harley-Davidson police motorcycles. While they are used for patrol, the primary function of the Hayabusas is public relations and community outreach, due to the kind of attention the exotic bikes attract. According to the OHP, "There are clear lines dividing sportbike and cruiser motorcycle riders. We feel the sportbike community has not been given the proper amount of attention and focus in the area of community involvement and rider safety education."[69]

    [edit] Other uses of the Hayabusa powerplant

    A matte black and bright red two-seat roadster from the front, indoors on a platform with a crowd looking on behind.
    Suzuki GSX-R/4
    A green, black and white Formula 1 style race car from the front left, indoors on a red and gray carpet with other race cars in the background.
    Radical SR8
    The high-powered lightweight engine in the Hayabusa lends itself to non-motorcycle applications. The Westfield Megabusa is an English sports car, based on the Lotus Seven, which uses the Hayabusa engine.[70] Suzuki was the first to put the motorcycle's engine in a car, with two concept cars in 2001, the Suzuki GSX-R/4 roadster and the Formula Hayabusa, an open wheel race car "designed for a new Japanese one-make competition series."[71][72]
    Mike Akitoff's 2004 land speed record attempt Ack Attack streamliner used twin Hayabusa engines in an attempt to exceed 300 miles per hour (483 km/h) at Bonneville Salt Flats.[73] In 2006 and again in 2008 Akitoff's Ack Attack, piloted by Ricky Robison, succeeded, first going 342.797 miles per hour (552 km/h) in 2006, only to be surpassed two days later, then returning in 2008 to set another new record of 360.913 miles per hour (581 km/h).[74][75] That record stood until it was broken on 24 September 2009 by Chris Carr going 367.382 miles per hour (591 km/h).[76]
    Radical Sportscars combined two inline-four Hayabusa engines on a single crankshaft to create the 2.8 L (170 cu in) Powertec RPA V8 engine to power their SR8 car. The 455 bhp (339 kW) sports car set the record for the fastest production car at Nürburgring.[77] John Hartley, president of a custom printing machine manufacturer, also built a 75° V8 engine that weighs 200 lb (91 kg), out of two Hayabusa engines, initially intended to power his Caterham Seven sports car, producing 400 bhp (300 kW) and 245–250 lb·ft (332–340 N·m) torque.[78][79]
    The side of the bodywork of a sport motorcycle with the legend Hayabusa superimposed on a Japanese character 隼.
    Fairing decal of the Japanese character 隼, peregrine falcon.

    [edit] Notes

    1. ^ Some journalists have made plays on the name Hayabusa, such as "Hay Bus" (Boehm 2007) and "the High Abuser" (Mahler 1999), but these are not in wide currency.
    2. ^ a b c d e f g http://www.sportrider.com/bikes/146_0110_hayabusa_zx_12r_top_speed/index.html
    3. ^ a b c d e f g http://www.mpt.org/motorweek/reviews/rt1922b.shtml
    4. ^ a b c d e f g h Brown (2005) pp. 242–243, 276–277
    5. ^ a b c d e f g Hoyer (2007)
    6. ^ a b c d e f g h i j k Boehm (2007)
    7. ^ Mancini (2004)
    8. ^ Massachusetts Fisheries & Wildlife, "Peregrine Falcons" [1]
      retrieved 6/18/2010
    9. ^ a b Carrithers (2006)
    10. ^ Hoyer (2007) "When Suzuki first launched the bike, it explained that hayabusa was the Japanese word for a very fast falcon that, not coincidentally, fed on blackbirds."
    11. ^ Honda's Blackbird series of motorcycles do not take their name directly from falcon fodder, but rather from the SR-71 Blackbird aircraft. See Faux (1996) and "Hey, Nice Covert Warrior" (2006).
    12. ^ Or by 14 mph (23 km/h). See Koblenz (1999)
    13. ^ a b Brown (1999)
    14. ^ Richardson (1999)
    15. ^ a b Cole (1999)
    16. ^ a b c Boule (2000)
    17. ^ Ford (2003)
    18. ^ Searle (2009)
    19. ^ a b c End of the arms race? (2000) p. 31
    20. ^ a b Mahler (1999)
    21. ^ a b Levine (1998)
    22. ^ Ash (1999)
    23. ^ The Hayabusa could just as easily be called the "fastest production motorcycle of the millennium." Guinness World Records, in 2000 and in 2001, lists the Haybausa as "the fastest production bike in the world," with a top speed of 194 mph (312 km/h). See Kynaston (2000) p. 179, Footman (2000) p. 139
    24. ^ Brown (2005) pp. 284-285
    25. ^ Hartfiel (1999). "Among the accolades, the Hayabusa was named Cycle World's 'Superbike Of The Year' and Motorcyclist's 'Motorcycle Of The Year.' It also won Popular Mechanics' 2000 Design & Engineering Award and was named the 'World's Fastest Production Bike' in the millennium issue of the Guinness Book Of World Records. Consumer's Digest picked the SV650 as the 'Best Buy' in motorcycles, 'and several of the buff books singled out the SV650 for special recognition... Even our dealership information center won an award,' noted Harris. The Point-Of-Purchase Advertising Institute awarded Suzuki's Literature Information Center/Video Monitor Display a bronze medal."
    26. ^ a b Ker (2007) p. 230
    27. ^ a b c d e f g h i j k l m Koblenz (1999)
    28. ^ a b c d Edwards (2007)
    29. ^ a b c d e f g Sport Rider (2008) Weights and Measurements. 1999: 8/99, 12/99, '01: 10/02, '05: 10/05, '08: 4/08
    30. ^ Webber (1999)
    31. ^ Carrithers (2006). "[For] those who aren't appalled by its bulbous silhouette... Styling reminiscent of a walleye pike."
    32. ^ Westlake (2009)
    33. ^ Sources vary as to whether this unofficial agreement is precise or only approximate, and whether it is defined as 300 km/h or as 186 mph, though the European and Japanese manufactures normally use metric units.
    34. ^ a b Cook (2000)
    35. ^ Ridley (2006)
    36. ^ a b Smart Money (2003)
    37. ^ a b c d e 2007 And 2008 Suzuki GSX1300R Hayabusa - Hard Parts. Note: p. 1 is 1st gen. 2007, p. 2 is 2nd gen. 2008.
    38. ^ "Suzuki GSX1300R Hayabusa (1999-2007)"
      . http://www.motorcyclenews.com/MCN/bikereviews/searchresults/Bike-Reviews/Suzuki/Suzuki-GSX1300R-Hayabusa-1999---current-/?&R=EPI-440
      .       
    39. ^ a b c GSX1300R Performance Numbers (2005)
    40. ^ a b c d e f Frank (2007)
    41. ^ http://www.angelfire.com/linux/ldrpg/cycleworld5.jpg
    42. ^ a b c d e Suzuki GSX1300R Hayabusa (2007-current) ()
    43. ^ a b c Edge (2008). "An all-new 2008 Hayabusa featuring a 1,340 cc (82 cu in) engine with a claimed eleven percent increase in performance headlines this late June announcement"
    44. ^ a b c Kelly (2007)
    45. ^ Hilderbrand (2007)
    46. ^ a b Canet (2007)
    47. ^[dubious – discuss] http://www.suzuki-hayabusa.org/hayabusa-10th-anniversary-celebration/
    48. ^ [[#CITEREFNewbigging 2009|Newbigging ( 2009)]]
    49. ^ Potter (2007)
    50. ^ Canet (February 2008)
    51. ^ Canet (March 2008)
    52. ^ a b c Fivella (2009)
    53. ^ a b Hutchinson (2006)
    54. ^ Suzuki Hayabusa - Motorcyclist Magazine
    55. ^ Suzuki smiles after selling 100 units of Rs 12.5 lakh bikes (2009)
    56. ^ Suzuki targets slump-defying superbike segment (2008)
    57. ^ Newman (2006)
    58. ^ The Suzuki Hayabusa GSX1300R Arrives in Thailand (2009)
    59. ^[dubious – discuss] http://itsahardlifestyle.wordpress.com/category/celebrity/rad-greaves/
    60. ^ http://books.google.com/books?id=gvcDAAAAMBAJ&pg=PA47&lpg=PA47&dq=Rad+Greaves+Hayabusa&source=bl&ots=WoafjqQ74y&sig=SlGJ5rq8PuJMxRM75X_Nk2jR6H4&hl=en&ei=9zbcS_neGJDUsgP1-8HfBg&sa=X&oi=book_result&ct=result&resnum=4&ved=0CA4Q6AEwAzgU#v=onepage&q=Rad%20Greaves%20Hayabusa&f=false
    61. ^ a b http://www.amadragbike.com/news/templates/classes_tmp.asp?articleid=55&zoneid=13
    62. ^ a b http://www.roadracingworld.com/news/article/?article=40069
    63. ^ http://www.superstreetbike.com/releases/pr_hd_701hp/index.html
    64. ^ "Best Used Bikes: Suzuki Hayabusa", Cycle World 50 (1): 77, January 2011, ISSN 011-4286
       
    65. ^ a b c d e f Seate (2006)
    66. ^ Booth (2008)
    67. ^ Seate (2005)
    68. ^ Dolgner (2009)
    69. ^ Oklahoma Highway Patrol Uses Hayabusa (2008)
    70. ^ SE Megabusa (2008)
    71. ^ American Suzuki Motor Corporation (2002)
    72. ^ American Suzuki Motor Corporation (2009)
    73. ^ Parsons (2004)
    74. ^ Parsons (2006)
    75. ^ Motorcycle.com Staff (2008)
    76. ^ Harley (2009)
    77. ^ Crowe (2007)
    78. ^ Sawyer (2007)
    79. ^ Hartley Enterprises ()

    [edit] See also

    [edit] References

    [edit] External links
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