SR Archive: Suzuki GSX1300R Hayabusa versus Honda CBR1100XX Comparison Test

This article was originally published in the August 1999 issue of Sport Rider.

Let's not beat around the bush, and get the obvious facts up front. This much you probably know: As far as straight-line acceleration and speed are concerned, there really is no comparison to the Suzuki GSX1300R Hayabusa. It basically rips the head off any two- or four-wheeled, mass-produced vehicle available today.

In our June 1999 issue, we mentioned in "Late Braking" that we managed to fire off a 189.6-mph pass on the Suzuki. What we didn't mention is the bike did that on only its second pass. We often have to do several runs while experimenting with body positioning to draw every last mph out of each test bike, but the Hayabusa basically swooped up to that speed without breaking a sweat. At that time, we were fully confident that the bike would blast through the 190-mph mark, but unfortunately roadside activity at our top-secret desert test site cut our high-speed festivities short.

The dyno numbers only add to its prominence. Our test unit reeled off an unbelievable 159.6 horsepower at a 9500-rpm reading. This is a stock motorcycle we’re talking about here—no turbos, no nitrous. All of the swear words in our vocabulary fail to describe the incredulous feelings regarding the Hayabusa’s engine performance.

But underneath all the hoopla and flash is a question that's yet to be answered: Is the Suzuki GSX1300R a good streetbike to live with day in and day out? And how does it compare, in that regard, with Honda's latest-edition CBR1100XX—generally acknowledged to be the benchmark combination of civility and warp speed, and now bolstered with ram-air induction and electronic fuel injection? Since neither of these bikes is marketed as an all-out, track-ready super­sport machine, how do they compare in the real world of imperfect pavement, blind corners and $1.75-a-gallon gasoline?

Fuel injection makes life easier in the morning, since it becomes possible to ride away after minimal warm-up time. The Hayabusa uses a handlebar-mounted choke lever for cold starts (basically a fast-idle lever), while the CBR-XX only requires you to push the start button (its EFI system is equipped with an automatic choke, which raises the idle enough to keep the engine running until it reaches normal operating temperature). An interesting Hayabusa trait is its self-zeroing dash gauges. When the key is turned to the on position, all the gauges cycle through their complete range of travel then return to their zero/base setting. Both bikes can be ridden away almost immediately.

Negotiating the urban jungle is in­credibly easy on both machines, which is mostly due to their monstrous torque that permits you to squirt into traffic openings by just twisting the throttle. And speaking of torque, we should mention the Hayabusa is cranking out more power at 2500 rpm than any 600, 750 or V-twin ever will, and at 3500 rpm it is stomping out more beef than the CBR-XX. Its peak reading of 99.6 foot-pounds at 6750 rpm towers so far over the sportbike world that anything else pales in comparison; even the upper gears can’t hold off the engine’s relentless onslaught. But either motorcycle is content to putter along at 3000 rpm all day long, if you so desire.

Despite their comparatively extensive bulk (by today’s sportbike standards, at least—both bikes sport 58.5-inch wheelbases and weigh in well over 520 pounds with a moderate fuel load), these hyperbikes demonstrate surprisingly nimble handling around town. Steering effort for quick-flick maneuvers is minimal, although the Hayabusa suffers a bit in slow-speed exercises due to its slightly stiff steering damper. Braking systems on both machines perform well, with the Honda’s getting the nod for responsiveness, and the Suzuki’s for power and feel. During most braking situations, the Honda’s Linked Braking System (LBS) works admirably, slowing the bike with a good deal of control. In aggressive/panic braking situations, however, the CBR-XX will intermittently lock up the rear wheel, even when you aren’t using the rear brake pedal. It’s in these scenarios that we dislike the system, and would prefer to have the option of switching it off. Also, the Suzuki’s brakes had a tendency to lose effectiveness in the rain, with a serious lag in response time that made us change our underwear more than once.

The CBR is obviously more suited for superslab/long-haul duty, with more-upright ergos and generous legroom that the more sport-oriented Suzuki lacks. The Honda’s dual counter­balancers do a better job of vibration-canceling than the Suzuki’s single unit (used in con­junction with vibe-damping slabs under­neath the footpegs, hefty bar-end weights and a rubber-mounted handlebar), although the Hayabusa isn’t buzzy by any means. The mirrors on both bikes provide a decent rearward view, with the Suzuki’s remaining the clearest as the speeds picked up. At 70 mph and above, we noticed the wind blast coming over the windscreen of the Hayabusa was less turbulent and seemed to buffet the helmet less; taller riders found it less notice­able. Either bike’s fairing provides ample wind protection, but the Suzuki’s is slightly better overall. The sport leaning of the Suzuki shows in the pillion, as well. Passengers preferred the far roomier saddle of the CBR, while the optional passenger seat on the Hayabusa isn’t much more than an add-on, and it makes the rear of the Suzuki look positively dorky. (Anyone riding on the back of a Hayabusa is nuts anyway.)

In addition to the usual LCD digital displays (odometer, dual tripmeters, clock and diagnostic function), the Hayabusa also features a unique fuel-consumption display with both trip­meters that shows the bike’s mpg rating up to that point. And since we’re talking about mileage, you’ll be stopping more frequently with the Suzuki—and not just because you’re likely to be traveling faster. The Hayabusa not only sucks fuel at a faster rate (averaging 37 mpg to the CBR’s rate of 40 mpg) but the XX now has a larger 6.3-gallon tank, which means you could probably stretch 240 miles between fill-ups. The low-fuel warning light comes on way early, however, usually at approximately 185 miles.

Both bikes display considerable cornering prowess in the canyons for their weight and size. Despite its non­adjustable fork and newly revised damping rates which feel supple around town (raising fears that higher speeds would overpower the suspension), the CBR is a far better handler than any long-wheelbase, 520-plus-pound motor­cycle has a right to be. Steering is relatively light and neutral, with the suspension keeping things composed up to a pace that would leave many smaller bikes gasping. Ground clearance on the CBR-XX, though not abundant, is good. The long peg feelers touch down first and let you know the centerstand and mufflers aren’t far behind. Thrust from the 1137cc powerplant is abundant, and the fuel injection’s throttle response is crisp and clean at any rpm.

It’s when the tempo heats up a little and some midcorner bumps appear, however, that things start to unravel. Smooth, rolling bumps are ably dealt with by the XX’s front end, but sharp-edged bumps can give it fits. Even at a moderate pace, the front tire sometimes skitters over rough pavement, especially while cranked over near-max lean. The softer, plusher suspension valving is the probable culprit here. The Honda’s LBS tends to be a liability in aggressive riding, as well. The CBR squats down on its suspension quite a bit when the front brake lever is used, using up precious ground clearance, and the aforementioned tendency to lock up the rear wheel during hard braking situations also appears occasionally.

It should be noted, however, that even with these limitations (which are possibly slightly outside the CBR intended riding scope anyway), many of our testers seemed to feel more confident riding the bike hard. Although the radar gun proved otherwise, a few felt they were going just as fast on the XX through some sections as they were on the Hayabusa. The Honda seems to have that confidence-inspiring quality that makes many riders feel instantly comfortable.

There’s no doubt, though, that the Suzuki is better suited to (and intended for) the more-spirited canyon sorties— and with that mondo motor, it’s probably a good thing. The Hayabusa has much better ground clearance, and even with its fully adjustable suspension dialed out enough to give a very acceptable ride in scroungy city pavement, its damping and spring rates are firm enough to keep the chassis well under control in the twisty stuff. Dial in more sporting settings, and while it’s obviously no match for the latest ultrasuper-sport bikes, the Hayabusa can more than hold its own. Front-end feedback for a bike this big is exemplary, and the Suzuki’s steering is very responsive without sacrificing its bedrock stability in the ultra­fast sections. Thankfully, the six-pot cali­pers and 320mm discs do an excellent job of bleeding off the speed its power­plant generates.

Oh, did someone say speed? With­out rehashing the same phrases that will always appear when the word Hayabusa is mentioned, there is nothing—but nothing—currently available that has an answer for the GSX1300R’s voracious appetite for scenery when the wick gets turned up. And yet, the bike is as docile as a pussycat if wielded with care. The problem is it makes speeds that were perceptibly fast in the past, seem relatively slow. And it does this with a nonchalance that can easily catch you off guard. In top gear, the amount of throttle it takes to cruise at 70 mph is miniscule. Let your mind wander a bit, and before you know it you’re suddenly cruising at 85 mph. Make a moderate run through the first three gears while riding up a highway onramp and you’re doing 120 mph in a heartbeat.

Even with a rookie dragstrip pilot at the controls (Associate Editor Trevitt was drafted into service, since the Ed is re­covering from a badly fractured forearm), the Hayabusa was able to turn a 9.97 at 144.8-mph run. And examining the top gear roll-on figures doesn’t do the Hayabusa justice, either. Ordinarily, gearing that will reach 190 mph means top gear roll-ons from 60 mph will find the bike struggling against the tall overall ratio. The Suzuki shrugs this off as a petty annoyance. The Hayabusa is the current King Rat of Speed—no ifs, ands or buts.

We’ve got a couple of gripes, though.

A touch of the usual abrupt on/off throttle response from the Hayabusa’s EFI is still present, and the slipper clutch helps with aggressive corner entries but hinders hard dragstrip launches. And when you need to tuck behind the windscreen to keep your head from getting ripped off by the windblast, you’ll find its optics are far from optimum. But when viewed in the grand scheme of a towering 160-horsepower landscape, these minor complaints fade into the background.

So the choices here are pretty obvious. If you’re in the market for gentlemanly speed with polished characteristics and a certain charm, look no further than Honda’s latest iteration of its famed “dos equis.” But if using a sledgehammer rather than a fly swatter is more your style; if 136 horsepower and 176 mph top speed are but a mere appetizer; if blowing the absolute f**king doors off any production four-wheel vehicle on the road today is your calling—then go to the nearest Suzuki dealer and plunk down your ten-and-a-half large. You won’t be sorry.

Suspension Settings: Honda CBR1100XX: Front: Non-adjustable. Rear: Preload: 45mm from top of threads; Rebound damping: 1 turn out from full stiff.

Suzuki GSX1300R Hayabusa: Front: Preload: 5 lines showing; Rebound damping: 3 clicks out; Compression damping: 8 clicks out. Rear: Preload: 15mm from top of threads; Rebound damping: 5 clicks out; Compression damping: 7 clicks out.

1/4-mile: Honda CBR1100XX: 10.40 @ 136.14 mph Suzuki GSX1300R : 9.97 @ 144.80 mph

Top Speed: Honda CBR1100XX: 176.1 mph Suzuki GSX1300R: 189.6 mph

Roll-Ons: Honda CBR1100XX: 60–80 mph: 3.41 sec. 80–100 mph: 3.89 sec. Suzuki GSX1300R: 60–80 mph: 3.28 sec. 80–100 mph: 3.47 sec.

Fuel Mileage Honda CBR1100XX 38–43 mpg, 40 mpg avg. Suzuki GSX1300R 35–41 mpg, 37 mpg avg.

There’s no doubt that the Hayabusa has given all the manufacturers a new mark to shoot for as far as outright performance numbers and raw horsepower are concerned. But when we step back from the upper reaches of the speedometer and tach and consider the realm that these bikes operate in 95, or even 99, percent of the time, the comparison is not so simple. Sure, as a sportbike guy I’m gaga over the power of the big GSX, but I couldn’t find a place to use it all on the street, or even the track. And yes, its chassis is definitely a notch above the Blackbird’s, but both bikes pale handling-wise compared with a smaller, all-out sportbike.

Call me a rebel—I’m picking the XX for myself. I find it more comfortable, especially on longer journeys and in town. Thirty minutes in the Hayabusa’s saddle and my wrists and back have had enough. The Double-X’s fuel injection is just about perfect, without the abruptness of the Suzuki’s, and its engine is supersmooth and vibration-free. Finally, I’m not a big fan of the Hayabusa styling and much prefer the looks of the all-black Honda.

The XX’s linked brakes definitely aren’t the hot setup for track work or quick canyon rides, but I didn’t feel they were holding me back a whole bunch. I’d like to see some adjustability in the system, or at least an option of turning it off, as it’s pretty unnerving having the rear end all locked up and sideways without using the back brake. But at least the brakes work in the rain, unlike the Suzuki’s.

There's one good thing about being a rebel, the XX is always in the stable for me to take home. —Andrew Trevitt

I’ve been struggling to wrap my mind around these two bikes. Both are blisteringly fast—fast enough to propel you to a different time zone in, well…no time at all. I occasionally found myself reduced to single syllable words like, “wow.” But in the final analysis, only one of these bikes comes equipped to handle the extreme velocity its engine is capable of creating. For the other, having once held the title of “fastest production motorcycle” seems to be more of an interesting aside to its true mission of transporting large-sized humans at a sport-touring pace with oomph to spare.

The XX offers better wind protection, a more comfortable riding position, a plusher suspension and the best linked brakes currently available. If I was taking a long trip or commuting on the autobahn, I’d be pretty happy with this bike. However, the soft suspension lets midcorner bumps upset the chassis, and the linked brakes that work so well at street-reasonable speeds seem ill-suited at the supralegal rates the engine is capable of propelling the bike.

The Hayabusa, on the other hand, arrives with racier ergos, firmer suspension, powerful brakes, an engine that just wants to go fast and a profile that looks a lot more appealing on the high side of 150 mph. The engine is a horsepower junkie’s dream! And the additional ground clearance the Hayabusa has over the XX is appreciated when the time comes to lean the beast over. In almost every riding situation—particularly the circuitous ones—I’d select the Hayabusa over the XX every time.

In response to those who question the rationality of these megafast machines, I didn't find myself riding public highways any faster on either the Hayabusa or the XX than on the current-generation middleweights—or the previous generation, for that matter. (I did, however, need to work a bit harder with these heavy machines.) I guess I've had enough close encounters with Officer Citation and Professor Physics to learn that firing these weapons indiscriminately could lead to distressing consequences. —Evans Brasfield

Well, I’m going to wuss out here and state that this is really an apples-and-oranges comparison, and I like ’em both. Yes, they’re both big and heavy (well, in this day and age of 420-pound, open-class sportbikes, at least), and serve up huge amounts of horsepower wrapped in solid-handling packages that allow you to use that immense thrust to the fullest. But the similarities end right there, and just a cursory look at the bikes will reveal their different mission statements.

The Honda XX is definitely the Gentleman’s Express. Smooth and polished like a glass of good single-malt scotch, the CBR is still stout enough to leave you with a speeding ticket/roasted rear-tire hangover if you drink it irresponsibly. The new fuel injection gives it a little midrange boost that’s very usable. I could easily throw a set of soft luggage on the CBR1100XX and head for points far north.

The Suzuki Hayabusa, however, is like doing shots of tequila—the buzz of power and speed is so much fun, it's extremely tempting to just order up another round and have at it. We're talkin' horsepower intoxication here. And with a slightly sportier chassis, it's more fun pounding through the twisties as well. Not that the Hayabusa doesn't have any finesse, but when you're talkin' almost 160 horsepower and 100 foot-pounds of torque at the rear wheel, well…. I just think the price tag should be bumped up a bit to keep it out of the reach of ham-fisted geeks. —Kent Kunitsugu

Honda's "dos equis" returns with ram air and other refinements: After absconding with the top-speed crown in '97 with the original CBR1100XX, Honda knew it would take a few years for Kawasaki to return fire. So it stood pat and basked in the glory for a year, silently reveling in the pride that comes with being top dog in the all-out performance sweepstakes. The stealthy "dos equis" returns for 1999 with some important updates, following the typical Honda-development philosophy of continually refining an existing model, rather than wiping the slate clean and starting fresh every four or five years.

When we took a close look at the original CBR-XX, the twin ducts below the stacked headlight made it pretty apparent that Honda was waiting to add ram air to its flagship. It would be a logical progression. Even without it, the bike ousted Kawasaki’s ZX-11 for top-speed and horsepower honors. Why blow the whole wad right away?

Although the ram air appears this year as predicted, simply adding ram-air induction would cause some serious headaches when dialing in the carburetion. Honda avoided that problem by fitting the ’99 CBR-XX with electronic fuel injection. Honda engineers already have extensive experience with EFI on bikes like the RC45, so the XX gets the latest-generation unit. The system’s CPU provides two digital 3-D injection maps for each cylinder and one digital ignition map for each pair of cylinders, along with a knock-control sensor to monitor ignition advance in high-load situations.

Other engine changes include a “360-degree exhaust collector,” an oil cooler that is 18 percent larger (repositioned this year to just above the radiator, instead of in the fairing-nose section), a new seven-plate clutch with improved friction material (7.9 ounces lighter), and a new first-gear engagement sys­tem for less “ker-chunk” when you snick it into gear waiting at a stoplight.

Honda's signature Linked Braking System returns on the new XX with re­vised settings for increased front-brake bias while using the front-brake lever. Both front and rear suspension valving rates have also been revamped for a plusher ride at lower speeds, while the damper rubbers in the rear sprocket drive hub have been hardened 12 percent to combat driveline lash. And last but not least, the fuel tank has been in­creased to 6.3 gallons (from 5.8 gallons) for longer range between gas stops. -KK

SR Archive: 1997 Honda CBR1100XX Road Test 2012 Kawasaki ZX-14R versus Suzuki Hayabusa | Clash of the Titans