Suzuki Hayabusa project

February 2023
The new Suzuki Hayabusa engine design is going to be using the Gen2 crankshaft which has 65mm stroke and the Gen 1 barrels modified to 84mm bore. The first engine is using a piston that is one of the lightest on the market currently at 220g for the piston only. We are going to retain the standard rods because they are very capable of coping with increased performance without any issues. We have uprated the rod bolts to ARP versions. The only thing that normally kills standard rods is excessively over revs on downshift and the tendency to use aftermarket excessively heavy pistons. Performance in all engines and especially bike engines comes from reducing weight in engine components. On our second build, we are redesigning components that were designed back in 2007, which are considerably lighter but have long manufacturing time due to the fact that they are manufactured in small quantities for development.

January 2023
We are looking at something we haven’t worked on for many years but decided it is time to look at the project again. The Hayabusa engine that has been around since 1999 is a very rare engine in the motorbike world. Although it has evolved over the years, it’s basic layout has remained the same even to the current day with its Gen 3 model, unlike most 1000cc sports bikes, where the engine normally undergoes a complete redesign every 2-3 years and nothing is carried over.
We have developed a range of components for the engine, which include our own throttle body designs, electronics and our ever popular dry sump system, which we sell worldwide that went through a major redesign to allow us to reduce the weight significantly due to new machining techniques. Steve decided he should look at the engine again and he is approaching the design of the valve train in a completely different way in order to improve performance and durability. At the same time improving the rest of the gear box and the engine design overall. He has modified the gear ratios that he came up with back in 2008 to produce a new set of gear ratios, this is only the prototype set so not in production yet.
The gearbox has a neutral below 1st which is ideal for use with paddleshift systems, we are using our solid shift shafts, which prevent damage if any poor shifts happen. The selector forks are made of a special material, which are more durable and flexible than the original designs. There are angled dogs on every gear and they are also drilled and machined to be as light as possible. There is a heavy duty output shaft fitted and a new input shaft that gives a better gear ratio on first gear. They are all super finished, which reduces friction and also reduces stress raisers.