On drag racing strips the world over, Kawasaki’s second-generation ZX-14R has proved that it is faster than Suzuki’s legendary Hayabusa. In the world of racing, where the second fastest is the first of the losers, that is a bitter pill to swallow. But Indian riders will now have to carefully weigh up the worth of saving a few tenths of a second and the bragging rights that the ZX-14R offers against the made-in-India Suzuki’s substantially cheaper price tag. But we aren’t here to pick the better deal, or the faster motorcycle. We are looking for the more exciting motorcycle for Indian riders and Indian conditions. So, which one is it?
The evolving edge
It’s hard to compare these two motorcycles without setting the mood. And in fine style, let’s get to that first. You see, the arrival of Kawasaki’s monstrous H2 in 2015 pushed the definition of speed to a more elevated stratum. A move that relegated the Kawasaki ZX-14R and Suzuki Hayabusa as the past masters? Yes. But have these two icons lost their sheen? It doesn’t seem so. If anything, their relative accessibility (read, lower price) when compared to the H2, makes them even more appealing. The Suzuki Hayabusa though must wear an extra smug smile as it still holds the official record as the fastest production motorcycle in the world. After all, post AD 2000, Japanese motorcycles have had their speeds voluntarily capped at 299kph.
This must be cause of some angst in Team Green as the ZX-14 made its debut in 2006, well after the gentlemen’s agreement to limit speed came into effect and hence, it couldn’t lay claim to the Hayabusa’s title. Although the second-generation motorcycle abided by the rules, it attacked the Hayabusa ruthlessly. Outright performance jumped to a whole new level of nastiness; so much so, that an ‘R’ was added to its name. While the ZX-14R looked familiar, everything was revamped. Displacement increased and along with that, power jumped to a massive 210hp. Of course, this meant thoroughly revised internals and exotic materials. The hi-tech monocoque chassis was strengthened, the wheelbase was lengthened for greater stability and the introduction of traction control along with power modes made it properly modern. In 2016, Kawasaki went one step further with the inclusion of Brembo M50 Monoblocs brakes at the front and an Ohlins rear damper.
The Hayabusa first wowed the world in 1999, and the second generation rolled out in 2008. The revamped Hayabusa boasted a bump up in displacement from 1,299cc to 1,340cc – like the 14R – thanks to a longer stroke. This necessitated updates to the engine’s internals like lighter pistons, new connecting rods, new materials, titanium valves and a slipper clutch. The chassis, however, remained largely unchanged, even as the body work was extensively redesigned for better aerodynamics. And, Suzuki didn’t offer traction control. Nearly eight years on, on paper, the Hayabusa is starting to seem a bit old.
Azaman Chothia
Vishal Venugopal
