330 turbo PS must be in a breathtakingly unique Suzuki Swift Hayabusa can now handle only 900 kg of ballast. The corresponding power-to-weight ratio of 2,72 kg / hp is on par with the super sports cars Mercedes SLS AMG Black Series and Nissan GT-R. Result: The high-revving 1,3-liter four-cylinder from the 300 km / h motorcycle Suzuki Hayabusa pushes forward with deafening screaming elemental force - mostly obliquely. Rally professionals and Suzuki brand ambassador Niki Schelle at the wheel of the raging car-motorbike combination "literally" crosses curves, usually in extremely angled drifts. The new, black and red livery with a large hawk foil on the side signals: Here is a malicious racing device, but with proper control also a scary fun car.
It is oppressively hot at the "Stehrodrom" near Marburg, around 35 degrees in the shade. Behind me roars the high-revving four-cylinder motorcycle drive infernal loud and catapults the 900 kg bullet on the asphalt, next to me cranking Niki clamp like wild the sports steering wheel back and forth, in front of me to build new curves and corners, through which we immediately drifting wildly. The controlled cross-ride perfectly mastered by Schelle has two advantages for me: the exorbitant driving fun in the Swift Hayabusa simply does not fade, and thanks to the wind from the side, a bit more fresh air penetrates through the small opening in the Plexiglas side windows. This is sorely needed, because the 1,3-liter powerhouse in the rear heats up the cockpit to the sauna temperature.
"Hayabusa" is the Japanese word for the bird of prey hawk. Under this sonorous name, Suzuki's sports motorcycle has since 1999 earned the reputation of a high-speed machine, because it broke through as the first production bike the 300 km / h-sound barrier. When Suzuki Germany 2013 mused about a possible rally project at an advanced hour, various inventive minds came up with the idea: Let's transplant the high-revving motorcycle four-cylinder into the weasel-fast small sports car Swift. Today one knows: The combination drives itself highlyexpolisiv. And above all, it works.
"At first, we also encountered a lot of skepticism in our own company," recalls Jörg Machalitzky, spokesman for Suzuki Germany. And indeed: Adapting the engine and gearbox from the motorcycle to the car had been very difficult on the way to today's hyper-agile Swift Hayabusa. But today there is sheer enthusiasm everywhere. The reason: What has set brand ambassador Niki Schelle since 2013 on the wide rally wheels works convincing. The ingredients for the Swift Hayabusa are exquisite. In addition to the 197's 330 PS boosted four-cylinder engine with 1.340 ccm thanks to turbocharging, these include: an adjustable in height, tension and compression KW suspension, mechanical limited slip differential, bucket seats and four-point belts, a welded roll cage, a powerful rear wing for increased Contact pressure on the driven rear axle, improved brake cooling, a sports exhaust and weight savings through aluminum and carbon.
What's special about the Swift Hayabusa: While an ordinary drive ends sooner, the motorcycle engine climbs up to even louder speed regions. "Although we now have around 9.500 / min. Limits set, but with it we exhaust the turbocharging optimally ", so Schelle over the current drive with approximately 330 PS. On driving: "You see a Suzuki Swift in front of you, but the car is completely different. Front is missing the engine of the Swift, but there is now the tank. Nevertheless, the whole front is of course very light. The electric assistance of the steering is completely absent, because the motorcycle alternator of the Hayabusa four-cylinder is designed only for small consumers. Rear you have more weight and the pressure of about 200 Nm torque. If you drive that way and the turbo starts, the tail starts to push extremely fast. "
No easy task so, the ride in Swift Hayabusa. But an incomparable experience already on the vise-like tight passenger seat. And only on the pilot's side: I have to get used to the motorcycle circuit diagram with idle between first and second gear. I change the gears via paddle shifters, but absolutely must disengage, otherwise yells at the subsequent accelerating the four-cylinder idling on like a wild-gone prehistoric monster. The braking effect is good at extremely heavy pedal pressure, but without support you have to exercise very energetic pressure. So I push myself gradually to the border area, come in a curve with a large casserole zone with ease in the short and violent drifting boarding myself later and am glad in the end that Niki Schelle in the passenger seat after five rounds Stehrodrom still friendly grins.
The ride in Swift Hayabusa will be remembered for a long time. If only because the immense G-forces at the cornering near Marburg bring me on the return flight to Munich a severe sore muscles in the back. As Niki Schelle says: "The Swift Hayabusa is a big challenge, because you have to be damn fast on the wheel to control it. But that is pure driving, without ESP or traction control. The limit is you, and that's the way it should be. "No one thinks it's possible to buy a car-motorbike combination at Suzuki, but drivetime monster Swift Hayabusa should always be able to ride events.
The current cost of the current drift monster Swift Hayabusa Jörg Machalitzky estimated at about 70.000 Euro - "not really much money for the tremendous performance of the vehicle." What else? According to Niki Schelle, further weight reduction is an issue, as superfluous extras such as xenon headlamps still hold significant potential. Also doors or hood made of fiberglass will follow. And according to Schelle, the landing gear can be further filed to better tune the vehicle to the new rear instead of the front-wheel drive. "But even as he is now, he is already an eerie driving challenge." Says Niki Schelle and grins again, just as you can not avoid after the ride in Swift Hayabusa.
Author: Ralf Sagittarius / SP-X