Although Suzuki decided early on it would carry over the old Hayabusa's engine to the new model, it also had an ambitious power target-"above 190 bhp" to be specific. To get there with an inline-four designed a decade earlier, engineers tweaked and massaged nearly the entire powerplant, first designing a more compact cylinder head filled with titanium valves in the same sizes as before (33mm intake, 27.5mm exhaust), single valve springs to save weight and a new hydraulic cam-chain tensioner. Below came redesigned (and lighter) pistons with a smaller pin diameter (18mm vs. 20mm) running with 2mm more stroke (65mm vs. 63mm) in SCEM-coated cylinders for 1340cc of displacement, 42cc more than before. Those pistons reach Top Dead Center with more compression force (12.5:1 vs. 11.0:1), while rings got an ion-plating treatment for better cylinder sealing, reduced friction, reduced oil consumption and improved reliability. The con-rods holding said pistons are shot-peened chromoly steel for additional strength. Down below is a reworked and stronger crankshaft driving a heavier-duty clutch and a transmission filled with heat-treated, shot-peened cogs with wider 5-6 and narrower 1-2 spacing. Final-drive gearing is now 43/18, a touch lower than before. Revised cylinder ventilation reduces pumping losses, while a gear-driven counterbalancer and back-torque limiter continue on as in the old bike. On the intake side, smaller throttle bodies with 44mm GSX-R1000-type injectors handle fuel atomization, while a reworked, GSX-R1000-type air cleaner and ram-air system help cram more clean atmosphere into the mixers. Out back, a redesigned 4-2-1-2 exhaust with catalyzer and oxygen sensor help the new 'Busa meet Euro 3 and Tier 2 environmental requirements, while massive, triangular dual mufflers offer increased volume and reduced noise. There's also a new, more curved radiator, a larger oil cooler and dual cooling fans controlled by an also-new ECU. Suzuki has also blessed the bike with its S-DMS system, which, like the GSX-R1000, allows the rider to choose from three different power settings-A (dry), B (mixed) or C (wet)-for varying conditions via a bar-mounted switch. Suzuki says engine size and weight are the same as before, while power is up roughly 10 percent. Hooooo!