Suzuki GSX1300R Hayabusa Repair Manual

Suzuki GSX1300R Hayabusa 2nd generation Repair Manual (2008-12)

Complete PDF version of the Service Manual for the Suzuki Hayabusa GSX1300R. A MUST for every Hayabusa owner.

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OEM Original factory workshop manual.

Models covered by this manual: 2008 to 2012 (2nd gen.)

Number of pages: 663 pages

Table of contents:

Suzuki Hayabusa GSX-R 1300

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Suzuki Hayabusa GSX1300R

Suzuki‘s GSX1300R Hayabusa is a sport bike motorbike that has been in production since 1999. With a peak speed of 303 to 312 km/h (188 to 194 mph), it quickly became known as the world’s fastest production motorbike.

Fears of a European regulatory reaction or import restriction prompted an informal agreement between Japanese and European motorcycle manufacturers in 1999 to set the top speed of their motorcycles at an arbitrary limit. The media-reported speed agreement in miles per hour was consistently 186 mph, but in kilometers per hour it ranged from 299 to 303 km/h, which is normal given unit conversion rounding mistakes. This figure, like the power and torque figures, can be influenced by a variety of external circumstances.

Because of the conditions under which this limitation was imposed, the 1999 Hayabusa’s title remained impregnable, at least theoretically, because no succeeding model could go faster without being tampered with. The Hayabusa cemented its spot as the fastest regular production bike of the twentieth century when the much-anticipated Kawasaki Ninja ZX-12R of 2000 fell 6 km/h (4 mph) short of capturing the record. Collectors will value the unrestricted 1999 models much more as a result of this.

Aside from its speed, the Hayabusa has been praised by numerous critics for its overall performance, in that it does not sacrifice other aspects such as handling, comfort, durability, noise, fuel economy, or price in order to achieve a single purpose. “If you believe the capacity of a motorbike to approach 190 mph or accomplish the quarter-mile in under 10 seconds is at best frivolous and at worst insulting, this still remains a motorcycle worthy of just consideration,” said Jay Koblenz of Motorcycle Consumer News. The Hayabusa is Speed in its purest form. But the Hayabusa is more than just speed.

Second generation (2007–2020)

Suzuki modestly altered the GSX1300R for the 2008 model year, with minor bodywork changes and engine head, pistons, and exhaust fine-tuning. Despite the fact that the engine alterations were minor, they resulted in a significant horsepower gain and brought the bike into conformity with current noise and emissions regulations.


In 2004, market analysts from the United States and Japan began trying to determine whatever aspects of the Hayabusa design had attracted so many consumers, revealing that, despite its appearance being criticized in print, customers were captivated with the old Hayabusa. A makeover intended to improve the bike’s look while remaining true to the original was well received by dealers and focus groups. Suzuki opted to retain key elements of the frame and engine unmodified beneath the skin in order to save significant development costs. This was due to engineers determining that additional power could be obtained without a substantial redesign of the previous engine, even when confronted with the necessity to comply with more rigorous noise and air pollution regulations.

The goal was to produce more than 190 bhp (142 kW) at the crankshaft, and they produced 194 hp (145 kW), an increase of 11 or 12 percent above the previous output. Independent testing confirmed this when the new Hayabusa was unveiled, with 172.2 horsepower (128.4 kW) At 10,100 rpm registered at the rear wheel.

Suzuki’s Koji Yoshiura created the new Hayabusa’s design. He has previously styled the Suzuki Bandit 400, RF600R, TL1000S, and SV650, as well as the first generation Hayabusa. Yoshiura toured throughout the United States to bike nights and clubs for a first-hand look at the Hayabusa custom scene’s style ethos, and was influenced as much by the appearance and build of the Hayabusa rider as their custom bikes. While the main form of the second generation is quite similar to the first and is mostly driven by wind tunnel experiments, the increased lines and curves are supposed to represent a muscular frame. “I sought to design a manly form that compliments a rider’s strong build with indications of developed bicep, forearm, and calves,” Yoshiura explained.

Technical revisions

The engine was modified by increasing the stroke by 2 mm and increasing the displacement to 1,340 cc (82 cu in). The compression ratio was increased from 11:1 to 12.5:1, and the cylinder head was made more compact with lighter titanium valves, saving 14.1 g (0.50 oz) and 11.7 g (0.41 oz) on each intake and exhaust valve. A chain with a new hydraulic tensioner drove the valves. The pistons were made 1.4 g (0.049 oz) lighter by using ion-coated rings and shot peened connecting rods. Reed valves were added to the crankcase breather system to manage pressure waves in the intake airbox, preventing power loss.

The Suzuki Dual Throttle Valve (SDTV) system utilised fuel injectors from the GSX-R1000 with smaller 44 mm (2 in) throttle bodies. It has three power delivery settings, ranging from touring to wide open high performance. The exhaust system was reworked, with four exhaust outlets merging into two pipes, then uniting into a single pipe before dividing into two bigger, quieter mufflers, which added a few pounds of weight compared to the first generation Hayabusa. In order to fulfill Euro 3 emissions standards, the exhaust additionally incorporated a catalytic converter and an oxygen sensor.

The suspension was improved with a 43 mm Kayaba inverted fork with diamond-like carbon (DLC) sliders. The rear shock is a Kayaba as well, and the entire suspension is stronger than on the previous model. The swingarm is comparable to the old one in design, but it has been reinforced. Both the front and rear are still completely adjustable. A heavier-duty slipper clutch was installed in the gearbox. The final drive ratio was somewhat lower, and gear ratios 5-6 were relocated further apart, while gear ratios 1-2 were moved closer together.

The 2008 model has a taller windscreen, interlocking gauge faces with a digital speedometer, a new gear indicator, and an adjustable shift light, as well as a new gear indication and adjustable shift light. To simplify bespoke paint work, the fairing fasteners were concealed. The previous version’s twin-spar aluminum frame was retained, as were the wheelbase, rake/trail, and seat height, although total length increased by two inches and the larger windshield added roughly 12 inch. By deleting the centerstand, weight was conserved.

Tokico radial brake calipers, which allow for smaller discs and hence reduced unsprung weight, translate into greater handling. A stronger lower triple clamp was required due to increased front braking power. The rear brake caliper was relocated to the top of the disc for a more aesthetically pleasing appearance. Bridgestone BT-015 radials taken virtually straight from the GSX-R1000 were used to construct new 17-inch wheels.

A steering damper with a reservoir and two cooling fans with a bigger, curved radiator were also added. The gasoline tank was placed on floating mounts due to the increased vibration caused by the larger stroke. Overall, the 2008 improvements resulted in a dry weight of 490 lb (222 kg), 5 lb (2 kg) more than the previous version.

Other developments

In certain regions, Suzuki has deleted the GSX1300R classification and simply referred to the motorcycle as the Hayabusa.

In October 2009, the business celebrated the tenth anniversary of the Hayabusa at Santa Pod Raceway, where over 500 Hayabusa owners gathered. Many activities were planned, and awards were handed to those who attended.

Except for new colors, there were no modifications for the 2011 model year.

Along with the second generation Hayabusa, Suzuki created the new B-King, a naked streetfighter with the same engine but a redesigned intake and exhaust.

Source: Wikipedia