Hayabusa 11R Kit
Z Cars Classics Re-Imagined
A Fan Favourite
The Hayabusa kit is our most popular kit. We have moved away from the HSS or ERW seamed tube where we now manufacture our frames from the stronger seamless CDS tubular steel, ROPT510. The rollcage kit has a universal section namely; the roll hoop and mounting loop for cradle, the rollcage and door bars. Futhermore there is an option to have tie-in bars joining the side hoops to the top of our optional front subframe. This element is common to all our Mini kits. The rear section is now modular in the form of a self-contained engine-specific cradle for each kit which allows all the critical elements in the rear of the car to be removed in one-go, such as; the engine, gearbox, rear; suspension and brakes.
There are a number of distinct advantages of having a removable cradle, which are covered under the ‘modular engine cradle’ overview.
The cradle for the Hayabusa has either engine mounts for Generation 1 or Generation 2 as well as additional brackets for mounting the ECU, stator, and room for expansion if you were considering future upgrades such as forced induction, enabling hardware such as; a heat exchanger for a charge-cooling system, a rear mounted intercooler as mounting possibilities for a dry sump or an oil cooler. The cradle can also have provision for the engine loom within the cradle so the engine loom can be disconnected easily and remain attached to the cradle as it is removed or fitted. The rear section of the roll hoop and frame can also have bracketry for a bulkhead to be fitted and to run a wiring loom.
We have selected the Quaife units as they have moved the bike engine conversion forwards significantly, making them easier to use on the road and gives the conversions some practicality and - if you will – a step towards some refinement making them feel less raw.
The draw on the electrics can be significant with an electric reverse setup, so there is the added bonus of not having to switch off the engine and imitate a golf-kart or an old-fashion milk-float to make a simple manoeuvre as is the case with the electric reverse. The chainless QBA11R unit with transfer gears, ensures oil and grease is not splattered around the engine compartment too. We also sell an actuator kit to allow the Forwards/Reverse level to be moved without running a cable from the cabin.
There are a few options available for final drive ratios, but we have selected to stock the 2.4 and 3.0 only. A 4.7 is available too but this is a special order item with a longer lead time.
Advantages - Cradle, electric draw, chain grease, oil and grease around the engine bay. Bulkhead. Less raw, road manners, more civilised than you would ever imagine.
Technical Data SheetHayabusa Kit
- Seamless CDS tubular steel construction using ROPT (Rollover Protection Tube).
- Kit weight. Circa 100 kilos
- Drive boxes:
- QBA2R 22 kilos
- QBA11R 31 kilos
- Mini Kerb weight (basic specification). Circa 660 kilos.
- Power to weight: 300 – 600 per ton.
Complementing the kit are as follows
The Suzuki GSX-R 1300 Hayabusa engine remained largely unchanged from 1999 – 2007, referred to as Gen 1 and post 2008, the Gen 2. Rated at 173 - 197 BHP, this would give the 500 a power to weight ratio of circa 350 BHP per tonne. Put into context this on par with countless Ferraris, Lamborghinis, Astons and 911s. In short, one might say this is sufficient?
The engine is the mainstay of the grass-tracking fraternity in the UK, and prices carry a premium as they are a strong engine with plenty of torque, which is required to move the vastly greater mass of a car over that of a bike. The first generation had a 1299 cc (79.3 cu in) liquid-cooled, inline-4 engine with sixteen valves driven by double-overhead cams. This configuration, technologically unremarkable for that time, delivered a record-setting claimed 129 kW (173 bhp) at the crankshaft by virtue of the largest displacement ever in a sport bike, and a ram air system that forced cool, pressurized air into the cylinders at speed.
The Hayabusa engine had an abundance of power throughout its entire rpm band. The 1299 cc powerplant was the largest and most powerful sport bike engine when introduced in 1999, and remained the largest until Kawasaki's ZX14 was released. The Hayabusa's abundance of power at any engine speed made the Hayabusa easier to ride by giving the rider a greater choice of gear selection for a given speed and stunning acceleration.
Suzuki lightly revised the GSX1300R for the 2008 model year, with a minor restyling of the bodywork, and fine-tuning of the engine's head, pistons and exhaust. Though the engine changes were relatively limited, they still yielded a large horsepower increase, and brought the bike into compliance with new noise and emissions requirements.
Engine changes consisted of an increase in stroke by 2 mm, enlarging displacement to 1340 cc (82 cu in). The compression ratio was boosted from 11:1 to 12.5:1 and the cylinder head was made more compact and was given lighter titanium valves, saving 14.1g and 11.7g on each intake and exhaust valve, respectively. The valves were driven by a chain with a new hydraulic tensioner. The pistons were made lighter by 1.4g and used ion-coated rings and shot peened connecting rods. The crankcase breather system had reed valves added to control pressure waves in the intake air box, a way of avoiding power loss.
Fuel injectors from the GSX-R1000 were used, with smaller 44-millimetre (2 in) throttle bodies, called the Suzuki Dual Throttle Valve (SDTV) system. It has three selectable options of power delivery for a range of touring to wide open high performance. The exhaust system was overhauled, using a 4-2-1-2 system, meaning four exhaust outlets merging into two pipes, and then joining into a single pipe before splitting into two enlarged, quieter mufflers, which added a few pounds of weight compared to the first generation Hayabusa. The exhaust also included a catalytic converter and an oxygen sensor in order to meet Euro 3 emissions requirements.