Manufacturers like Aston Martin have been making the highest quality
cars for generations. They look amazing, drive even better and are
fully kitted out with the best gear money can buy. From champagne
fridges to upholstery made from the skin of a rare Tibetan yak, pretty
much anything is available.

The appeal of a luxury car is that it can be made unique and can be
driven by either the owner or a chauffer. Sitting in the back of a
Bentley while being driven around town is certainly a great feeling,
but then taking it for a blast around the track yourself is also
fantastic. With a high quality car, you’re the boss, so whatever you
think goes.

The massive selection of second hand cars means the days of luxury
cars only being bought by the elite is over. With a bit of searching
and some prior research, anyone can get hold of a big boy if you have
the money. The internet is stocked full of great used car deals,
particularly at sites like Carsource and Teletextcars. So if you’re
looking to live the life of glitz and glamour for less, get yourself
online.

With luxury cars, you get the very best. Style, engineering and
performance are all crucial elements and the big names certainly don’t
skimp on any of them. Mere mortals can now get their hands on even
the rarest and most astonishing cars for less; all it takes is a bit
of luck and a fast trigger finger!

With the recession leaving a massive impact on a large number of firms, authorities and members of the public, health and safety is being forced down to the bottom of the priority list as people begin to focus on their finances.

For example, the increase in the rate of redundancies has caused more people losing their employee health insurance, therefore the stress levels of staff at public clinics and hospitals are soaring as they struggle to cope with the high number of patients. Those unemployed are also being forced to cut back on costs such as ensuring that their vehicles have been serviced. This, together with the increasing number of potholes- where there is not enough funding to repair these, have caused a rise in the number of road accidents.

The stress levels for those who have not been made redundant as a result of the economic downturn, are increasing in fear of being made redundant. Employers are also thinking of ways to reduce costs to ensure they don’t go bust. As a result, health and safety regulations are not met, leaving more workers suffering from personal injuries.

Honda Super Hawk Specifications

Manufacturer: Honda

MSR: $8999

Model ID: Super Hawk

Model Year: 2003

Type: Honda Sport Bike

Emissions: California version differs slightly due to emissions equipment.

Available Colors: Candy Blue

Honda Super Hawk Engine:

Engine Type: 996cc liquid-cooled 90-degree V-twin

Bore and Stroke: 98.0mm x 66.0mm

Compression Ratio: 9.4:1

Valve Train: DOHC; four valves per cylinder

Carburetion: Two 48mm slanted flat-slide CV

Ignition: Computer-controlled digital transistorized with electronic advance

Honda Super Hawk Drive Train:

Transmission: 6 Speed

Final Drive: O-ring-sealed chain

Honda Super Hawk Suspension:

Front Suspension: 41mm HMAS cartridge fork with spring-preload and rebound-damping adjustability; 4.7-inch travel

Rear Suspension: HMAS Pro-Link single shock with spring-preload and rebound-damping adjustability; 4.9-inch travel

Honda Super Hawk Brakes:

Front Brakes: Dual full-floating 296mm discs with four-piston calipers

Rear Brake: Single 220mm disc with single-piston caliper

Front Tire: 120/70ZR-17 radial

Rear Tire: 180/55ZR-17 radial

Honda Super Hawk Dimensions:

Rake: 24.9 degrees

Trail: 97.0mm

Wheelbase: 56.3 inches

Seat Height: 31.9 inches

Dry Weight: 426 pounds

Fuel Capacity: 4.2 gallons

Shelby Mustang Harley davidson accesories

A manufacturer is defined by the motorcycles it makes, and the defining characteristic of Kawasaki motorcycles has always been power – lots of power. It became the horsepower king waaay back when it released the H1 500cc three cylinder two-stroke triple in the late sixties, and built on that reputation with the 750cc H2 three cylinder two-stroke triple and finally the Z1 900cc four cylinder machine and the family of big four cylinder four-strokes that bike spawned – the Z1000, Z1-R, GPZ900R and all the way through to the modern hyper-bikes like the ZZ-R1100 and Ninja ZX-12R, Kawasaki’s flagship machines have set performance standards.

There’s absolutely no doubt that Kawasaki has been getting ready to take on the Hayabusa for several years – the ZX12 was expected to be a Hayabusa-beater and despite its ram air induction system inflating real horsepower from 178 at low speed to 190 at high speed (the forced air induction acts has the same effect as a supercharger), its aerodynamics let it down. But the ZX14 has obviously spent a lot of time in the wind tunnel as Kawasaki prides itself on the performance factor and it wanted to be the fastest of the bunch again. And there is absolutely no doubt that despite the big K’s coyness, the new Ninja ZX-14will be the most powerful and the fastest ever and continue the tradition by delivering as-yet-unheard-of levels of performance and excitement. Its aerodynamics reminds users that Kawasaki is indeed an aircraft manufacturer.

Kawasaki engineers and designers have created a motorcycle that turns its Ram Air and fuel-injected engine into the core of a powerful, torque-producing, aerodynamic stunner that will draw attention from onlookers whether on the road, or parked on the roadside. The Kawasaki Ninja ZX-14 is a 1352cc motorcycle, that is its most powerful ever, and succeeds in setting the performance standards for others to follow.

Anyway, after 3 years – has the desire to keep it diminished ? Well you have to read the story below as there is no simple yes or no as it simply doesn’t do the bike (anything else for the matter) or potential owners any favors. A perfect example is comfort. What I find comfortable a taller person or shorter person for that matter may find it less than ideal. Furthermore an important factor is the rider. Some riders are simply not happy unless sitting perfectly upright, sitting back or hunched over the bars.

I guess what I’m saying is one rider’s bike may not be another’s!

GENERAL CHARACTERISTICS

On the road the ride is great, firm but not soft. Handling and stability meets or often exceeds expectations. Power is something else, smooth and effortless – you accelerate so quickly without even trying. The EFI system is close to flawless with absolutely NO surging or NO flatspots what so ever. Even at slow constant throttle speeds. The only thing that feels weird about the bike is the vibration that occurs after 4500rpm. You can feel some through the handlebars and to a lessor extent the foot pegs. They do subside after about 5500rpm. The engine despite being solidly mounted to the fairing is smooth. With that in mind ALL bikes have vibes to some extent, it depends on how you interpret them. The front brakes do not bite initially as per sportsbike hence require a stronger squeeze, however using them at higher speeds they work as expected without attempting to throw you off. The front steering damper hidden behind the fairing and headlight is completely unnoticed. Only when you hit some bumps does it make a clunking sound. The engine makes is car like sound except a louder and having a deeper tone and sound typically like a Suzuki bike slightly ‘loose’ . If your taller the top of the screen does hide the top of the instruments, this is clearly due to the aerodynamics. It was designed to exceed 300kph after all. The bike does feel heavy and solid when manoeuvring with your feet but quite agile once on the move even at low speeds. The clutch also has a torque limiter which delays the full power sent to the rear wheel when taking off from standstill. It is essential as with 1300cc, because if the response was immediate from standstill…I’m sure you can imagine the consequences. When changing down to lower gears at high rpm the rear wheels do not lock up either which is fantastic. A final item is the semi-remote front end. It is a tad remote but in the same league as the CBR600 although over time you do understand that they do have feedback but they talk softly. However at the same time telegraph limits etc…

I call these things ‘character’.

COMFORT

The riding position is still comfortable. I can understand why it’s slightly leaning forward, because you do have to hang on when accelerating and its more comfortable to duck behind the screen when travelling is excess of 160kph. The seat is one of the best features. It’s really comfortable. You may get a sore back if you slouch over the tank but your butt remains free of pain. I have yet to hear of a Busa owner who has got a sore butt. Ride a CBR6 F4 for an hour and you’ll know what a sore butt really feels like. The Hayabusa’s fairing is good for all speed providing considerable wind protection at ALL speeds. Tall riders may find the screen a tad short but I don’t have a problem. If you have longer legs you may find your knees resting on the edge of the front fairing. Although like all bikes in this class there are riders who prefer it handle bars raised a little, often they would also like the screen taller. I conclude they are taller riders. Likewise there are those who prefer the foot pegs further down or forward. Again this is dependent on you body type and personal preference. I am yet to hear of anyone who finds the bike uncomfortable. I happy with the arrangement but tend to slouch so I would like the position more upright. Yes it is comfortable enough to go touring on.

In traffic the bike is comfortable no sore wrists, butt or any other limb, on the open road the bike also comfortable etc.. although like all bikes except, possibly tourers or super tourers you do need a stretch after a tank of fuel.

I describe the Hayabusa as comfortable.

HANDLING

Speaking of handling, the Hayabusa can boogie with the rest of them on the road. It can be a bit imprecise in multiple fast corners such as roundabouts or multiple corners but mainly because powering into such corners then backing of for the apex is how I usually like to ride. I like the feel of physically turning or forcing the bike as opposed to the recommended throttle off technique. Mainly because I sense a lack of feel when doing it this way. It is not a flickable bike unless you carry some weight. I’m not a talented rider by any way shape of form so don’t get any ideas. Keeping a steady throttle around a corner the Hayabusa will hold the line, however not in the same league as it feels in the straight line, which it is totally razor-blade like. I think the lack of feel has been caused by the fitment of the steering damper.
Note : due to smooth power delivery you will require significant throttle and speed before it will wheelie.

It initially feels big and heavy when starting off but on the move it feels much like a bigger CBR600. The difference is more effort is required to control the Busa. Around town its relatively easy to ride, smoothness and easy to steer, unfortunately very easy apply power as the throttle is immediate, no surging or chain lash at all. General cornering and high speed corners are fine. But a tad worrying on tight roundabouts due to the ultimate lack for feedback and huge power. The power factor is in its element in town as it is on the open road. I often use 2nd for take-offs and leave it in 4th in town – 2000-300rpm.

When traveling with smaller cc bikes the Hayabusa rider needs to ensure that they keep the revs down. Speed happens very quickly and at low revs. The smaller cc bikes may need many more 1000′s more rpm to keep up. The in gear performance of the Hayabusa is amazing. Whilst the smaller sporties will carry more corner speed hence handle more precisely, the Busa will invite slower cornering but encourage much much hard power up exiting the corner.

On the track it’s quite different. You really do have to set the suspension and be committed to ride on track competitively. Standard suspension is way too soft and there’s not enough feel. The Busa wasn’t designed as a track weapon, it is clearly designed to be the fastest and hence have some sort of sporty handling to enable control but not ultimate track handling as per genuine sports bikes. Eg. almost all the 600s the R1 Fireblade etc.. A less experienced rider will go much faster on a 600 around the track than on the same rider on a Hayabusa. Riding the Hayabusa at the same speeds does require more experience and nerve.

I describe the handling as sporty but will require skill to push hard.

MAINTENANCE

The tyre situation is amazing, regardless of brand or model the Hayabusa is capable to translating alot of power into the rear wheel and destroying the tyre in less than 1000kms. In normal use I think you’ll find that the rear tyre can last between 6000-10000kms and the front tyre 10,000km if you keep pressures and not riding too hard.

From experience the front end does shimmer and makes a loud ‘whoo-whoo’ sound when the front tyre gets old and/or due for replacement. Once the tyre is replaced the front end feel is actually quite good ! So good condition tyres are necessary to enjoy the Hayabusa in Full. That goes to any bike other too !

It still amazes me on how the engineers could design a bike that can allows so much useable power in low revs and still continue in the uppers rev range. The fuel consumption is likewise outstanding. I have a lowest recorded figure so far of 5.0lt per 100kms. Highway riding is superb due to the torque available and the low revs. The screen is definitely too low when in a normal riding position you can keep this up to about 180kph. My bike seems afflicted with a wheelie tendency at about 180kph probably due to me weighing under 80kgs. Further I have the centre stand installed. Hence the bike is not in full aerodynamic mode. Hiding behind the screen fully is really not required till past 200kph. You can feel the aerodynamics work much better at high speeds when hiding behind the screen.

Other maintenance issues such as chains and sprockets oil etc are on par with any other chain driven bike. Due to EFI it should be easier to maintain. Valve clearances, sparks are scheduled as per any other bike too. Servicing as with any other bike is very important but it does not require anything special.

Problems that can effect the Hayabusa are the same for any other bike so nothing special to lookout for.

FURTHER RIDING EXPERIENCE

The spinning dials, now copied by various other manufacturers have NOT lost their appeal. I love the clock and the fuel consumption gauges. The distance per litre or mile and consumption per 100kms or mile is also handy. The look of the dash has not dated either. A passer-by commented on how much it resembled an aero plane. Regardless of opinions, the overall look of the Hayabusa is definitely unique. It ‘hides’ it’s looks in the darker colours, the brighter ones do attract more attention. In my opinion the Blue and Silver one is the best colour scheme so far. The Copper and Bronze is certainly different and is still an attention grabber. It reminds me of the original GSX-R750 black gold and funny decal model.

Quality of manufacture of the Hayabusa is high. The fairings and paint job coped with the ultra-high UV in the territory without fading for the past year. The plastic bits still look fine. Nothing has fallen off or corroded. Mind you it’s only been through several Darwin wet seasons. Whilst riding there isn’t any ‘plastic vibes’.

So how does it rate on a daily transport basis ? Short rides on any sort of bike like the Busa doesn’t do it justice. Longer rides in traffic or in the country are just as fun. The ability of the bike to be predictable is great.

Long term satisfaction with the Busa is dependent on how well the bike has been serviced. Unfortunately the bike has also been the subject to 2 recalls on the same or similar components when first released. Luckily it has not effected my bike. I have heard absolute horror stories of mal-treated by Hayabusa owners from around the world on the poor servicing. I am fortunate to have a great dealer in the NT so my bike is always maintained at its best.

As I have got to know the Hayabusa I can’t imagine replacing it for anything less.. for what I use it for.

RECOMMENDATION

Personally I find it hard to say ‘good-bye’ to this bike. It does everything well and some things the best I’ve experienced. There isn’t anything about the Hayabusa that makes it difficult to live with. Only 2 drawbacks : it can’t do dirt and it can’t carry hard luggage (although from 2002 onwards this is now possible). Oh! and it can’t turn invisible when a speed or radar is aimed at it. – But it tries !

Suzuki brought out the new 2008 Suzuki Hayabusa and there is more displacement, 1340cc versus the old 1299cc. Like the new B-King, the rider can choose between engine settings, but the Hayabusa rider has a choice of three instead of the B-King’s two, there’s probably something labeled “light speed” on the Hayabusa.

A Hayabusa with more power is certainly no surprise and if you are riding a ZX-14 you may want to check your mirrors, objects may be a lot closer than they appear, … and about to pass. We’ll see.

Full features and specifications from Suzuki press release follow:

New

• Redesigned instrument cluster now features four analog meters for speedometer, tachometer, fuel gauge and water temperature with a new S-DMS mode indicator, gear position indicator and adjustable engine rpm indicator.

New Engine

• New 1340cc, DOHC liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers provides 11% higher performance and smoother operation
• New Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
• New S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
• New lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
• New lightweight aluminum alloy pistons feature a revised shape and a higher compression ratio of 12.5:1 for maximum performance in all conditions.
• SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation and new hydraulic cam chain tensioner for reduced mechanical noise
• New ventilation holes at the cylinder skirt for reduced pumping losses and increased performance
• High efficiency curved radiator now features dual electric fans controlled by the ECM for increased cooling capacity. Oil cooler now has 10 rows cores for increased heat dissipation.
• New large volume 4-2-1-2 exhaust system with a large capacity catalyzer, dual triangular canisters and closed loop system that meets Euro 3 and Tier 2 regulations
• New Shot-peened chrome-moly steel connecting rods for maximum durability
• Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
• Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts

New Chassis

• All new aggressive aerodynamic fairing design with low drag coefficient retains it’s signature Hayabusa look and features an updated, muscular look to work with the new more powerful engine and updated chassis
• New fully adjustable inverted front fork featuring DLC coated inner tubes for minimal friction resistance and outstanding suspension performance over a variety of riding conditions.
• Fully adjustable rear shock absorber with a 43mm piston and 14mm rod diameter
• Lightweight and rigid twin-spar aluminum frame minimizes weight while maintaining high torsional strength
• New bridged aluminum alloy swingarm features a new cross-sectional shape for increased rigidity and to cope with improved rear tire grip and increased engine output
• New radial-mount front brake calipers for maximum braking performance and allows for smaller 310mm front brake rotors resulting in reduced unsprung weight and improved handling
• Lightweight single piston rear brake caliper working in conjunction with a new larger 260mm rear brake disc
• Newly designed wheels mounted with high performance Bridgestone BT-015 tires for unmatched handling and control
• Passenger seat and rear subframe are lowered for improved passenger comfort
• Fuel tank height is lowered to allow riders helmet to tuck in and windscreen height is increased for improved wind protection and optimum aerodynamic efficiency with the rider in place.
• Newly designed vertically stacked twin headlights provide increased light intensity, improved light distribution and match the elegant flow of the new Hayabusa styling.
• LED taillight utilizes a double lens structure with a clear inner lens and a red outer lens for maximum visibility and a high quality finish