Suzuki GSX-R 600

The 2008 Suzuki GSX-R600 gets a new look with more effective aerodynamics and a new fairing with three horizontally-mounted halogen headlights. Main beam uses all three lights, with a ‘position lamp’ above the main headlight to keep the traditional vertically-stacked look of the Suzuki GSX-R-600. They sit above the central two ram-air intakes in a fairing which is wider at the handlebars to reduce turbulence.

There’s also a larger 17-litre tank to provide fuel for the 16,000rpm redline engine, which features three engine maps selectable on-the-fly, like the Suzuki GSX-R1000. It also has a new Suzuki fuel injection system, and is housed in an aluminium-alloy frame, with a new rear subframe which saves 125 grams. There are fully-adjustable Showa forks and rear shock, 14-position adjustable footpegs, an electronic steering damper which reacts to the speed of the motorcycle, and a seat height of 810mm.

Lighter alloy wheels are the same dimensions as the previous Suzuki GSX-R600, but save 430 grams between them. The front brakes are dual radial-mount opposed Tokico front calipers with 310mm discs. The single-piston rear Tokico caliper works with a 220mm disc.

FEATURES:

- Updated compact and lightweight 599cc 4-stroke, 4-cylinder, liquid-cooled engine designed with increased performance and responsiveness in mind
- New electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) system - with dual fuel injectors per cylinder and new compact 8 hole, fine spray injectors for improved fuel atomization.
- Combustion chamber shape is new and features an increased compression ratio of 12.8:1for maximum performance
- New forged aluminum alloy pistons are designed to work with increased compression ratio, new iridium spark plugs and updated combustion chamber shape.
- New exhaust cam tappets diameters are now larger at 25.0mm for increased flexibility in cam profile design
- New larger ventilation holes located between the cylinder bores are increased to 41mm for reduced internal pumping pressure and reduced mechanical losses
- New Idle Speed Control (ISC) system for improved cold starting, consistent idle quality and reduced emissions
- New S-DMS engine management system allows the rider to choose from three engine settings to match riding conditions with a handlebar mounted switch
- New high volume Suzuki Advanced Exhaust System (SAES) with an innovative under engine chamber leading to a new large volume muffler with a new distinctly shaped triangular silencer
- Under deceleration the back torque limiting clutch reduces pressure on the clutch plates for smoother downshifting and corner entry
- New hydraulic cam chain tensioner automatically adjusts while reducing noise and mechanical losses.
- New clutch cover and oil pan feature new internal ribs for increased rigidity and reduced engine noise
- Suzuki Exhaust Tuning system is built into the mid-pipe using a servo-controlled butterfly valve to tune the exhaust system to match engine rpm and improving low end torque
- New Ignition coil outer diameter is smaller for reduced weight and the starter motor uses new rare earth magnets for a compact lightweight design
- New 32 bit ECM features 1024 kilobytes of ROM for maximum engine performance working in conjunction with the new S-DMS engine management system

New Chassis
- Sharp new bodywork design features an aggressive new look featuring a bold new headlight design and new angular tail section for the new GSX-R600
- New electronically controlled steering damper uses a solenoid valve to move a tapered needle reducing or increasing oil flow to adjust damping force.
- New three headlight layout features a projector low beam and multi-reflector headlamps for left and right high beams creating improved light distribution
- New lightweight cast aluminum wheels featuring a new angled spoke design for improved rigidity, reduced unsprung weight and improved acceleration
- New diecast aluminum seat rail features an updated two piece design for reduced weight
- Lightweight Tokico single piston rear brake caliper is mounted on a new rear caliper bracket for ease of maintenance when removing the rear wheel or working on the rear brake
- New fuel tank features a GSX-R1000 inspired design and fuel capacity is increased to 17 Litres

- Aggressive new overall design features a well balanced combination of compactness with the high performance look of a GSX-R

Chassis Features
- An aluminum-alloy frame utilizing five cast sections is engineered to deliver the ideal balance of rigidity for improved handling and less weight
- Braced aluminum alloy swingarm is rigid with a large swingarm pivot and the swingarm assembly is designed for optimum suspension feedback and rear wheel traction
- Innovative rear suspension linkage features a forged aluminum alloy link and one piece forged aluminum alloy link rod designed to increase traction and reduce side loads
- Inverted 41mm Showa front forks are fully adjustable for rebound, compression and preload settings with optimum rake and trail dimensions for incredible cornering performance.
- Showa 46 mm aluminum alloy rear shock features a 16mm rod and is completely adjustable for rebound, high and low speed compression and preload damping
- Radial mount four piston front brake calipers works with new lightweight 310mm front brake rotors and a revised front brake master cylinder
- New three way adjustable footpegs now feature die-cast construction and can be moved into three different positions with a 14mm horizontal and vertical range
- The compact lightweight instrument cluster features a step motor controlled analog tach, LCD speedometer, dual tripmeters, clock, fuel reserve and a gear position indicator

REVIEW

New, err... redesigned for '08, the middleweight GSX-R600 surprised more than a few of us earlier this year when it nearly won our 600cc Shootout. We had a taste of the little Gixxer earlier in the winter at the world wide press introduction and came away only mildly impressed - much we later found out was due to the use of OE street rubber on the racetrack.

When we strapped some sticky buns on the Suzuki things massively changed, from lackluster to showstopper. This year's 600 is easy to ride, has a good deal more low-mid range power than the previous model and inspires heaps of confidence for all levels of riders - something the small Suzuki has always been known for.

For this shootout it was more of the same. All three of us were instantly at home on the 600, finding it the perfect "warm-up" bike, practically fighting to ride it first each morning at the track. Plain and simple, it's just easy to ride. It also became the so-called benchmark bike quite quickly, as it was the easiest on which to gauge one's progress as a rider throughout the weekend. As we all would come off from riding one of the other two machines we were always eager to hop back on the 600 and see how our lap times had improved - it was like the test mule so to speak.

And while it is very forgiving and easy to ride, when it comes to outright lap times, the 600 demands more than the other two, requiring the rider to be more precise with line choice and have the confidence to get on the throttle as early as possible to achieve those best laps. In this way it acted as the school bike, teaching the rider more than its bigger brothers.
 

John Hensley:
"This is the motorcycle that I know best out of the shootout, as I own one myself. It's my choice for the racetrack, and I've become really comfortable with the bike. I feel it's the best for learning bike management - figuring out things like power delivery and corner speed.

"Handling wise the 600 is best - of the three bikes we tested, the 600 seemed the most agile. The brakes are excellent - best of the bunch as well. My lack of drive out of some corners, and my entering some corners one gear high, would be my biggest complaints. But that's more the rider than the bike (laughs). Though it is a struggle on the street - it just doesn't have the power to be a great street bike.

"If it were a track-only test I would pick this bike it as my favorite - thus the reason I have one sitting in my garage as my track-only bike, and I love it. But it just falls too short on the street to really do it all."

Waheed:
"Bar none, if you want to become a better trackday rider then this bike is it. This is the machine that has the ability to teach you the fundamentals of high performance track riding. On the 600 you can't afford to miss your apex, brake early or go slow through the corners - the engine simply lacks the power of the 1000 or even the 750 to make up for sloppy riding technique. Even though its lighter and handles more responsively than the 1000, at times it can almost seem like it takes more work to ride the 600 as you need to make sure every aspect of your riding is up to snuff - or it will cost you seconds off your lap time.

"Where the 600 loses, though, is on the street. When compared to the 750 and 1000 it's just not there for me - those are tough acts to follow. You need low-mid range wheelie-pulling power to put a smile on my face, and we all know who is going to win in that department. "

The GSX-R enjoys a cult-like status among sportbike superbike fans.
The little Gixxer does a lot of things well and our testing group loved it at the track.

Atlas:
"600s have, and always will, hold a special place in my heart. It's where I started riding, the bikes on which I have had the most success racing, and corner speed has always been my forte. Each year the bikes get better and better, and Suzuki was the shocker of 2008. Personally, for a track-only bike, the GSX-R600 and the Yamaha R6 ruled the roost in my book. And it's for this reason that it brings a tear to my eye to put the 600 at the back of the pack in this group. It's amazing, but it's just not a GSX-R750 or GSX-R1000 - that's tough company to keep.

"Great track-only bike, just not up to the task on the street - and considering how good its elder siblings are at the track, it quickly falls to the back of the pack for me."

Source: Mototcycle-usa.com