196 horsepower, 408 pounds, 200mph
"Racing Superbikes is okay, but there is no excitement," deadpanned Fujio Yoshimura as he began his explanation of why the roadracing planet's best known tuning firm is not competing in the Japanese All Japan Superbike championship in 1999.
"The (Suzuki) factory does their own thing, and there's no chance for a (satellite team). I decided to let (the factory) do the all-out war, and we'll do the X Formula class. I think that's more fun."
The Japanese X Formula class bears some resemblance to the AMA's Formula Extreme in that both classes are aimed at the bigger displacement bikes such as the Honda CBR900RR and the Yamaha R-1. There are three significant differences in Japan, and they are that the factories are barred from having in-house racing teams in X Formula, X Formula bikes can be claimed for 2,500,000 yen (~$20,000), and the X Formula bikes compete with the Superbikes on the track. These three significant differences combine to level the playing field between the factory teams and the privateers.
Well, level is a generous statement, as the factory supported superbikes still out-qualify and out-run the X Formula bikes. At least the difference in lap times between the shiny teams and the duct tape teams doesn't approach three to five seconds, as is starting to happen in AMA Superbike races.
"The factory system is so precise now, so efficient," the son of legendary Pops Yoshimura lamented. "Everything must be tested and done well. For a privateer team like us, we just don't have the resources." Yoshimura's claim of being a privateer team lacking in resources defies what is seen at the race track in America, but the purposes of Yoshimura USA and Yoshimura Japan are much different.
The factory wants to do their own development and things, you know," continued Yoshimura. "The U.S. side of Suzuki, they don't have any factory to do such an operation, so we're doing it for them. They have their own team for motocross, but they don't have anything for roadracing. (Suzuki U.S.) have their own team for motocross, but they don't have anything for roadracing. (The U.S. factory bikes) come directly from Suzuki-Japan to U.S. Yoshimura. I own the company, but I let the guys in California do the business."
Hence in Japan Yoshimura is completely on his own for turning the Hayabusa from a street bike to a race bike.
As for the modifications to the Hayabusa, the answer was classic Yoshimura:
"You can't do anything."
Uhhh .... Nothing? Fujio, come on.
Yoshimura then admitted to his Hayabusa having special pistons.
And a special camshaft.
And specially made close ratio gearbox.
And the Superbike kit GSX-R750 fuel injection system, with higher pressure and in-tank pump.
And the GSX-R750 Superbike kit swingarm.
"We're researching this bike for the people in America, Europe, and also in Japan. I know they love those things," Yoshimura explained. "These special parts will be available in another two months. I'm sure the people in the States will want a lot of tuning parts."
"Right now we're putting out about 196 hp. We began at 165. So we added another 30 hp without spending too much money, just changing the camshaft and the pistons."
Besides the swingarm change, Yoshimura has worked hard at reducing the weight of the Hayabusa. "It's down to 185 kg (408 lb.) now, about 100 lb. lighter. But it's still 50 lb. heavier than a Superbike. It's quite a handicap."
Even with the extra weight, the Yoshimura Hayabusa can accelerate to an impressive top speed figure. "I think we're the fastest on the track, 284 kph (176 mph). We're getting 10 kph on the Superbikes."
Suzuki race kit swingarm =$15,000Further weight reduction and further horsepower improvements can be realized, but at this stage in the Hayabusa development the concern has been transmission durability. "It comes down to the size of the motorcycle. The actual transmission gears are so heavy duty for the size of the bike. It will not shift as well as the racing one, because the gears are so heavy. I don't think there's so much we can do about that, we have to live with that. That's my concern though, how the transmission would hold up with that much horsepower and torque."
If Yoshimura had stayed with Superbikes, this kind the question of transmission capability would probably never come up. There lies the appeal of the X Formula class: the lack of technology creates opportunity for new technology more so than a situation where technology is plentiful.
"A lot of people ask me, 'Why you start racing the Hayabusa?'," Yoshimura admitted. "I keep telling them that I can't go back 25 years when the original Superbike racing started in the States with the Kawasaki Z-1. Those days are gone. Superbike is not like that anymore. The fans are a lot more enthusiastic about the out come of that bike (the Hayabusa) than Superbikes. With me, it's the same."
-- Images and text by Tracy Hagen. Copyright 1999, All Rights Reserved
SPECIFICATIONS POWER：142kw(193ps) / 10,000rpm
TORQUE：142.2Nm (14.5kgm) / 8,000rpm
WEIGHT:198kg (DRY) STD : 215kgMOTORCYCLE GSX1300R 2000Model ENGINE PARTS Tri-Oval Titanium Cyclone Exhaust System
Pipe : Titanium / Silencer : Carbon
φ81 High Compression PistonKit (12.0:1 Forged)
ST-1 Camshaft SetTUNING UP
(ENGINE)Cylinder Head Porting
Valve Polished & Lightened
Dyno Tested
Re-assemblled by YOSHIMURA FACTORY
BMC Air FilterTUNING UP
(CHASSIS)Original Oil Lock Piece,Piston Valve Shim & Oil Height CHASSIS PARTS Aluminium Fuel Tank Capacity : 24Litter Fairing Kit Upper,Lower, Carbon Front Fender, Seat, Screen, Tool Box, Seat Rail, Mirror, Head Light (High : Halogen / Low : HID),Turn Signal etc. Fairing: Coloring YOSHIMURA Original Colour(Red & Gun Metal) Magnesium Step Kit Adjustable Back: 19 or 31mm/UP: 49 or 61mm Hydraulic Houses Front Brake, Rear Brake and Clutch Hoses Digital Dual Temp Meter Set Water & Oil Temperatures,Voltage,time & Stopwatch Chassis Protector Brake Pad Set OTHERS Racing Stand
Serial Number : Cylinder Head
Serial Number : Original Name Plate Yoshimura Hayabusa X-1 Book
