The Suzuki Hayabusa could get variable valve timing in the future. The Japanese have applied for a patent for a Hayabusa with VVT, a system that could help the Japanese to squeeze more power out of the 1,340cc four-line while meeting the strictest emission requirements.
With the arrival of Euro4, which was introduced in 2016 for completely new models and in 2017 for all existing models, the curtain seemed to have fallen for the GSX-R1300 Hayabusa, the engine that was even introduced in the year of its launch at the end of the last century. had caused a lot of controversy in politics, thanks to its alleged top speed of more than 300 km / h.
However, the absence turned out to be short-lived. After three years of absence, Suzuki launched the Hayabusa Gen 3 in 2021, which had been considerably refreshed in terms of styling and had also been tackled under the skin with an extensive electronics package. However, to meet the strictest emission requirements of Euro5, the Busa had lost some performance, with now a top power of ‘only’ 190 hp, where its predecessor still had 200 horses at its disposal.
Thanks to Suzuki’s new patent, that could be rectified in the foreseeable future. In the patent documents, Suzuki says the purpose of the variable valve timing is to achieve ‘more power, lower fuel consumption and lower exhaust emissions’. The variable valve timing system itself is fairly conventional and similar to those used by Kawasaki and Ducati.
As with Kawasaki and Ducati, the idea of ​​the VVT ​​is to reduce valve overlap (the time both intake and exhaust valves are open) at low rpm by opening the intake valve as late as possible. The later the intake valve opens, the less unburned exhaust gases enter the exhaust system. However, in order to fill the cylinder as efficiently as possible at high revs (and thus produce as much power as possible), a lot of valve overlap is very useful.
However, by adjusting the timing of the intake camshaft depending on the engine speed, the best of both worlds can be combined, with little overlap at low rpm and a lot of overlap at high rpm.
Conventional systems, as now in Suzuki’s new patent, use oil pressure to adjust the timing of the camshaft via a so-called Cam Phaser, a gear construction that can rotate a few degrees internally via oil pressure and thus adjust the timing of the camshaft. In 2017, Suzuki patented a Cam Phasing system for the GSX-R1000 that used centrifugal forces to activate Cam Phaser and rotate the camshaft.
The new patent that Suzuki has now applied for shows a conventional VVT system on the intake camshaft. However, the patent is not about the VVT ​​system, but about the system used to activate the VVT. Unlike the GSX-R1000, Suzuki uses a pressure switch in the patent and it specifically concerns the place where it is mounted.
Instead of being mounted on the cylinder head, which is common for a pressure switch, Suzuki mounted the switch lower on the side of the cylinder. One of the advantages of this construction is that no adjustments need to be made to the frame to create space for the pressure switch.
Another advantage, according to Suzuki, is that by mounting the switch closer to the center of gravity of the engine, the effects of the vibrations of the switch are reduced and thus reliability is increased. The switch is also now further away from the hot air flow from the radiator, which also improves the service life.
A relatively simple solution, which could well ensure that not only the future of the Hayabusa is secured, but that it will be able to put more than 200 horses to work again in the foreseeable future.
– Thanks for information from Motorfreaks.