Bart Madson
Bashing
away at an MCUSA keyboard for more than half a decade, Madson lends his
scribbling input on everything from bike reviews to industry features
and motorcycle racing reports.
The open-class sportbike heavyweights return for a rematch, with the
re-designed Suzuki Hayabusa aiming to retake its crown from the re-tuned
Kawasaki ZX-14.
Ladies and gentlemen, may we have your attention ringside please.
MotorcycleUSA.com
is proud to present, for your adrenaline-pulsing entertainment, a
comparo of felonious extraordinariousness! A merciless exhibition of
titanic magnificence! A heavyweight bout of such gravity, such weight,
it can only be described as the greatest two-wheeled extravaganza of all
time! Two masters of the dojo from the land of Tojo... The biggest show
outta Tokyo! A bitter duel between monster mounts mightier than the
majestic massiveness of the Pacific Ocean they cross - the 2008
Kawasaki Ninja ZX-14 and the
Suzuki GSX-R1300
Hayabusa!
Okay, so our Don King impersonation is third-rate, at best, but the
ZX-14 and Hayabusa are the epitome of two-wheeled heavyweight brawlers.
Sure, pound for pound, the 1000cc Superbikes may be the ultimate in
production two-wheeled performance, but these two are the bad boys, the
big cheese, the meanest monkeys in the sportbike jungle.
We discovered as much when we pitted the duo against each other in our
2006 Hayabusa vs. ZX-14 Comparo.
In that encounter, the all-new ZX-14 got the better of the, until that
point, unchallenged Busa. Fast forward to 2008 and we have new versions
of each bike in our garage. But which contestant will come out on top in
this latest clash of the titans?
In the challenger's corner, wearing orange and black, is the Hamamatsu
Hammer, the Duke of the Dragstrip, the purveyor of horsepower porn -
Suzuki's 2008
Hayabusa! Alright, alright... We'll drop the ringside announcer shtick.
Now, the
Suzuki
may be the challenger by our '06 comparo score, but there is no
doubting the potency of the mighty Hayabusa through the years. Anyone
who thinks otherwise need only be reminded that in 2005 John Noonan took
a turbocharged Zook up to 256 mph on the famed Bonneville Salt Flats,
making it the fastest conventional, non-streamlined motorcycle in the
world.
The Hayabusa did not take kindly to its split-decision loss at the end
of '06 so the '08 machine comes to the table ripped to the nuts, fueled
by rage and more powerful than ever. We'll get into the nitty gritty
details later, but the long and short is Suzuki bumped the displacement
to 1340cc, an answer to the stinging 1352cc Kawasaki salvo. The result
is increased horsepower and torque complimented with upgraded brakes and
suspension.
The train may crank out a couple thousand extra ponies, but pound for
pound, the Ninja is about as potent a machine as you can get - dead even
with the Busa.
As for the title-holding
Kawasaki,
the Ninja ZX-14 was the new kid on the block back in 2006, but this
year it's back as the mean knuckle-busting punk - the kind that don't
like to be called kid. In '06 the Ninja came out off the corner swinging
and bloodied up the stalwart Busa, knocking it off the top of the
hyper-sportbike heap with its combination of a smooth motor, comfy ergos
and just enough power to keep the Busa on its heels.
The mad Kaw is also changed for 2008. It would be easy to assume the
mods are nothing more than standard fare upgrades, but Kawaski did make
some internal tweaks to the motor. The latest ZX-14's new tuning
promises improved power off the low end while also meeting stricter
emissions and noise regulations. All this was accomplished while
maintaining similar overall peak power numbers of the original.
Claims, schmaims. As the saying goes: If PR claims were fishes, we'd all
cast nets. So, let's test these ink and paper assertions with our own
real-world observations. Our own, tale of the tape, as it were. Since
the headlines for both these bikes are their monster motors, a showdown
on the dyno will reveal just how monstrous these beasts really are.
Both 16-valve DOHC Inline Fours herald power numbers close to 200 hp at
the crank, so we rolled the giants onto our Dynojet 200i to sample
rear-wheel horsepower. Back in 2006 it was the Kawasaki that got the
upper hand, humbling the Suzuki in both horsepower (169.1 to 155.9) and
torque (103 to 94). This time around the reverse was true, at least in
horsepower.
Peaking at 166.8 hp at 9600 rpm, the new
Hayabusa
mill enjoys an advantage of 5.1 ponies over the ZX-14, which registered
161.7 hp at 9200 rpm. Torque saw the Kawi hold its mastery with 102
lb-ft at 7700 rpm, but the new Busa is right there at 101.4 lb-ft at
7200 rpm, 500 rpm quicker than the Ninja. Just for the maniacal hell of
it, we also buried the speedos during our final dyno runs. Pinned in
sixth gear until they hit the rev-limiter, we saw a top speed of 182 mph
for the Suzuki and 185 mph for the Kawasaki.
On the drag strip, the Suzuki Hayabusa smokes the ZX-14, but by the slimmest of margins - 0.02 to be exact.
It is important to note that we used a more-seasoned dyno in '06 than we
did this year. Head to head, however, the most obvious difference from
'06 is the Suzuki moving past its nemesis in peak horsepower and evening
the score in torque. Yet, although it loses ground, when comparing '06
and '08 the ZX-14 curve shows improved torque and hp in the low end -
just like Kawasaki promised.
While the Kawasaki's raw dyno numbers are a bit of a setback, at
weigh-in the Ninja gets its mojo back. In 2006 the duo were a mere three
pounds apart on the scales (527 for the ZX-14 to 530 for the Busa -
tank empty). The Hayabusa has since added some bulk, tipping the scales
at a tank-empty 546.5 lbs, compared to the ZX-14, which is almost
identical to its '06 fighting trim at 528.7 lbs. Those numbers equate to
tank-empty power-to-weight ratios of 0.3051 for the Busa and 0.3058 for
the lighter Kawi. You can't get much closer than 0.0007.
Well, it turns out you almost can, as we would discover at the Phoenix,
AZ, Firebird International Raceway. Any definitive answers we sought
about overall performance on the dragstrip were dashed, as the
quarter-mile results were also razor thin. In our best uncorrected runs
the
Suzuki
just nipped the Kawasaki, running a 10.378 to the Ninja's 10.398. To
put that disparity into context, 0.02 is less time than it takes for
some species of hummingbird to flap their wings. Trap speed was also
marginal, with the Busa coming out on top 139.36 to 139.08 mph.
That's not to say our two drag testers, MCUSA Editorial Director Ken
Hutchison and Associate Editor Adam Waheed, didn't have an opinion about
the duo's abilities at the strip.
"At the drag strip the Hayabusa just barely has the ZX covered," argues
Hutch. "While the ZX is easier to get a strong launch on, my fastest run
was set on the
Suzuki
by a couple hundredths so it's tough to pick a winner there. In almost
every clean pass the Busa was faster in outright speed and that shows
the Suzuki seems to have an edge. Then again, Adam was significantly
faster on the Kawasaki than he was on the Busa."
Although the Ninja was easier to launch for beginners, our greener tester confirmed Hutch's assertions.
"The ZX is easier for a novice to go fast on and have fun," explains
Adam. "On the other hand, I believe an experienced rider who knows how
to extort full performance out of a bike will have more fun on the Busa.
I feel confident that given more time on both bikes, I would go faster
and have a better time on the Busa."
Limited to just six runs apiece, the raw numbers seem to give the
Hayabusa the early edge, but it's time to take these two monsters out on
the pavement to determine a winner.
2008 Suzuki Hayabusa
Our street evaluations came in polar opposite weather conditions, with
our Southern California testers enjoying sunny skies, while our Oregon
contingent piled on the miles in below freezing 27-degree temps. Warm or
cold, however, it doesn't take long for the action to heat up on these
machines. Just twist the key, thumb the starter and hold on tight.
Arriving on the scene in 1999, the
Hayabusa (the Japanese name for the Peregrine Falcon), has become a flagship for
Suzuki
and created an entire subculture in the motorcycling community. The
2008 Hayabusa is the first significant change to Suzuki's popular
platform.
Headlining the changes is a redesigned liquid-cooled Inline-Four. Now
measuring an oversquare 81 x 65mm, the extra 2mm of stroke pushes
displacement up to 1340cc, with compression ratio also increasing from
11:1 to 12.5:1. Other internal engine alterations include lighter
aluminum-alloy pistons with modified crowns, as well as new valves,
which retain the same diameter (33mm intake and 27.5 exhaust) but are
now made of titanium. A new ECU is also utilized, which controls the
fueling via a pair of 44mm SDTV (Suzuki Dual Throttle Valve) throttle
bodies and a pair of 12-hole fuel injectors per cylinder. Technical
mumbo jumbo aside, the engine mods are responsible for the Busa's
improved dyno results.
While we can't make an apples-to-apples comparison to the old machine,
as we used different dynos, there's no denying the '08 Busa has more
power on demand. The hard numbers equate to 10.9 horsepower and 7.4
lb-ft of torque increases, but the real-world application is a motor
that flat out hauls.
Hauls being a massive understatement, as a rider pulling up to a stop
light has a veritable bundle of TNT underneath just waiting for the
green light to light the fuse. Head-to-head the throttle response is not
quite as crisp as the
ZX-14's, but there seems to be an unending well of power all the way up to the 11,000 rpm redline.
"This definitely felt like the fastest motorcycle I have ever ridden,"
said Adam. "Accelerating through the gears feels surreal, as everything
around you passes by in an absolute blur."
This is all in the default A-Mode, as the '08
Hayabusa
incorporates the S-DMS (Suzuki Drive Mode Selector) found on its
smaller GSX-R siblings. Featuring three engine maps, the differences are
evident on our dyno sheet: A-Mode is brutish power which spikes around
9K. B-Mode delivers almost 13-less ponies, but makes power in a very
linear manner. C-Mode mirrors the A-Mode curve, but about 50 horsepower
lower.
Looking at the dyno, the power characteristics of the A, B and C modes on the S-DMS (Suzuki Drive Mode Selector) are apparent.
All three positions are noticeable, with the C-Mode feeling, dare we say
it, sluggish - in particular during low-end acceleration. There's
nothing wrong with the system, which is operated by a thumb switch on
the right handlebar, but we are still scratching our heads over why
anyone would want it. The raw, uninhibited power of A-Mode is addictive,
even if you're just twisting the throttle from stop sign to stop sign
on city streets. Asking a rider to flip it down to C is akin to asking a
drug addict to control their own dosage. Whenever shuffling through the
modes on the road, we found ourselves dabbing up to A and leaving it
there.
Our testers give the nod in the engine department to the
Suzuki,
but not by much. Looking at the dyno chart shows where the two motors
swap places across the rev range, holding dead even on the low end
before the Suzuki dips before punching back into contention around mid
6K, falling again until owning the top end from 8K on.
"The Hayabusa motor just feels more-gnarly than the ZX," explains Hutch.
"Both are fast, but its just got some rip-snorting power to it that
makes it feel faster during roll-ons and general riding."
Divvying out the abundant power is a 6-speed transmission with slipper
clutch. The tranny is smooth, with no missed shifts reported, although
the precise Ninja gearbox garnered more praise. Clutch lever pull is
lighter on the Suzuki, but engagement is less seamless than its
competitor. The slipper clutch is a coveted addition, however, which we
would have appreciated during a track evaluation (unfortunately our
trackday plans were thwarted by the weather).
One area where the old Busa was lacking in our '06 comparo was in the
braking department. This has been remedied by swapping the
traditionally-mounted six-piston arrangement from the previous version
with new radial-mount four-piston Tokico calipers pinching down on 310mm
rotors. The improved stopping power up front is now on par with the
Kawasaki, with the Busa stoppers providing a better initial bite. Out
back, however, the rear 260mm disc/single-piston caliper configuration
felt vague, a step behind the more responsive Kawi.
The defining difference between these two big-bore thrill machines is the riding position. The
Haybusa
compromises comfort for a sportier feel, pitching the rider forward
like its smaller-displacement Gixxer siblings. The aggressive position
causes a rider's wrists to tap out after a few miles in the saddle, but
the discomfort is forgotten once the road starts to kink.
The most distinctive advantage on the Busa comes once the road starts to
twist and turn, with the Suzuki cutting corners with ease.
Here, the Busa riding position is a big advantage over the Ninja. There
is just no question: the Busa is the sportier feeling bike. The question
is whether the rider places more stock in comfort than handling. From
turn-in, to transition, the aggressive ergonomics of the Busa make
cornering easier by a slim margin.
"As soon as you swap from the ZX to the Busa you can feel the bars are
lower and the general riding position is much more sporty," said Hutch
on the Busa's position. "This aids in the sensation that the Suzuki is
more at home straightening out canyon roads than the Kawasaki, even
though the hard numbers seem to contradict it."
The hard numbers mentioned above being the Busa's steering geometry,
with a lazier rake angle (24.2 to 23 degrees) and longer trail (98 to
94mm) than the ZX. Along with the riding position, credit the new Kayaba
fork and KYB rear shock for the stellar handling - with the suspenders
providing a solid and stable platform for the effortless steering.
At lower speeds, however, the handling advantage reverses. The Zook's
inch-longer 58.5-inch wheelbase (unchanged on both machines since '06),
combines with a wider, bulkier front end to make low-speed maneuvers
less deft than the Kaw. The Suzuki's turning radius in particular felt
tighter. That said, on canyon carving jaunts, the Hayabusa is the
superior mount.
2008 Kawasaki ZX-14
Like any challenger that knocks off the champ, the Kawasaki ZX-14 must
have known that Suzuki would be out for blood. Entering this fight the
Kawasaki would have both the privilege and pressure of holding its top
position with only minimal changes to the spec sheet.
Even though the Suzuki gets a slim nod by our testers in the engine
department, the Kawasaki motor is a beautiful thing. A dangerous beauty,
as the potent 16-valve Inline-Four can get you in trouble just as easy
as the Busa mill. Although overall power numbers fell from '06, the big
Ninja still crested 160 horsepower and matched its torque figures. The
7.4-horsepower drop from '06 can in part be explained by our dyno, which
tends to be more modest in its power numbers. That said, the internal
tweaks to meet Euro III emissions and sound regs, which include the
addition of a third exhaust catalyzer, must have played a part as well.
The new ZX does produce power earlier in the powerband compared to its predecessor. In doing so, the
ZX-14 answered our '06 criticism that it was too neutered on the bottom end.
So while it was deemed the ZX pulls arms out of sockets at a slightly
less aggressive rate than the hairball Hayabusa, there's a lot to like
about the Kawasaki motor. In particular, we loved the Kawasaki's
responsive throttle - a necessity for a machine putting out over a
cavalry regiment's worth of horsepower.
"Throttle response is extremely crisp and precise on the ZX," recalls
Adam. "The ZX throttle feels like it has a direct connection to the
engine, which really makes riding it fun at any speed."
While the clutch pull on the Busa feels lighter, the engagement on the
Kawasaki
is flawless and the transmission is more precise. The ZX rolls through
the gears lickety-split, one reason why the ZX was a bit easier to run
at the dragstrip. Downshifts are effortless on the street, even lacking a
slipper clutch - although we admit a day at the track may have changed
our minds in this regard.
The brakes on the two machines left us split. While the Busa's initial
bite was better, the Kawi's radial-mount four-piston Nissin units were
up to the task, with the rear stopper deemed superior. Although they get
the job done, they aren't the "clear-cut favorite" they were back in
2006.
Although it lost its dominance over the Busa, the 2008 ZX-14 does make
good on its promise of better power on the lower end of the powerband.
Even though its 160-plus horsepower motor will no doubt drive sales, the
real feather in the Ninja's cap, and the distinguishing characteristic
from the Busa, is its comfort. Yes, it sacrifices some handling, but the
ZX-14 sports more comfortable and forgiving ergos. Although the two
seats are similar, with near identical seat heights (31.5 Kawasaki, 31.7
Suzuki), the difference is in the riding position.
A rider on the ZX is not pitched as far forward. The handlebars are
placed higher and footpegs feel lower than those on the Suzuki. Not that
a rider will mistake the position of the ZX-14 for its Concours 14
touring sibling. A rider will still be shaking out sore wrists at riding
stops, but not like their Busa-riding buddy.
Rider protection behind the windscreen and fairing is better on the
Kawasaki, although the Suzuki delivers decent protection as well. At
31.7 inches wide the Suzuki is 1.8-inch wider, but the body of the
Kawasaki behind the fairing is slimmer, increasing the fairing's
effectiveness. One side note on the Kawasaki is the heat blowing off the
engine. Believe us when we say that we didn't mind it during our
27-degree winter ride, but if we had held this test during triple-digit
mid-July, we'd be bitching.
Now, even though we have lauded the Busa as the better handler at speed,
the ZX-14 ain't exactly a schlub. The Kawi's more aggressive steering
geometry and lighter weight make it more than capable in the corners.
One test rider did express a lack of confidence in the front end,
compared to Suzuki, with the Busa delivering a more planted feel up
front.
The Kawi's fully-adjustable 41mm fork and Bottom-Link Uni-Trak rear
shock deliver serious stability, though neither of the bike's suspension
units outshine the other. As we already mention, at lower speeds the
Kawasaki is the easier machine to handle. That said, unless you're
feathering the clutch in first gear, there is no such thing as lower
speeds on these bikes.
From behind the controls, most riders preferred the ZX instrumentation.
It may be a matter of personal taste, but the all-analog configuration
of circular dials on the Suzuki dash was not as clean as the analog tach
and speedo framing the LED display screen on the ZX-14. The larger
dials with white background on the Kawi are easier to read, but we did
have one gripe about the ZX display, as we could use a handlebar button
to shuffle through available info, rather than having to release our
grip and poke around on the instrument console. Both bikes possess gear
position indicators.
Fit and finish on both machines is top notch. In some aspects, the
Suzuki was superior, like its stock steering damper, but the Kawi's
overall package is bit more polished. It was little things, like the
tidy switchgear and significantly better mirrors.
With a 160-horsepower engine underneath, ZX-14 owners should not be disappointed with the Kaw's power output.
"The Busa's hydraulic clutch and brake master cylinders aren't
radial-style, so they look of lesser quality than the ZX's," opines
Waheed. "The clutch and brake position adjustments also seemed to be
designed for riders with extremely large hands. I had to have the lever
adjustment all the way closest to the handlebar."
Appearance divided our testers. Some preferred the distinctive bug-eyed
front end of the Kawi, while others dug the humpbacked Suzuki. On the
whole, the Suzuki tends to polarize opinions.
"One of the subtle changes that help push the Hayabusa ahead of the ZX
in my eyes are the changes to the bodywork," explains the pro-Busa
Hutchison. "The new look does not stray too far from the original at
first glance. Instead, it is the evolution of the Busa. Its bulging
bodywork, muscular stance, new tail section and massive dual exhaust is
more appealing to me now than it was before."
"Overall, I never cared for the original Busa's styling cues," argues
Adam. "The new model continues with the original Busa theme, but with a
new modern twist, but it still doesn't appeal to me as much as the ZX."
As far as value is concerned, the two bikes run side by side. The ZX-14
is $300 cheaper, but the advantage is offset by the Suzuki inclusion of
OEM stabilizer and slipper clutch. The special-edition flames on
flat-black paint scheme on our test Kawasaki brings the price up to dead
even with the Hayabusa. But, like so many other things on these two
mounts, it's a wash as to which is better. And so this leads us to the
most difficult part of any comparison test - picking a winner
Sejumlah raksasa internet dunia
telah merilis apa yang menjadi trend atau yang paling hot
dibicarakan/dicari sepanjang tahun 2012 ini. Banyak hal menarik jika
kita simak data tersebut. Yang bukan semata keyword atau trend, tapi sebagai ingatan bersama akan peristiwa yang paling dicari atau dibicarakan pada suatu masa.
