Suzuki GSX-R 600

The Suzuki GSX-R600 continues its dominance in the AMA Pro Road Racing series, taking all 600cc championships in 2012 - including the Daytona Sportbike, Supersport West, and Supersport East.This further solidifies the GSX-R600 as part of a race-winning line of motorcycles from coast to coast.

In 2012, Suzuki celebrated the 1 millionth produced GSX-R motorcycle, a feat only accomplished with the support of fans, race teams, and dealers worldwide. The reason - each GSX-R is developed with: an advanced race-proven 599cc, 4-cylinder, and liquid-cooled engine; a responsive, agile, and lightweight chassis; compact wheelbase; and race-developed suspension. In short, the GSX-R600 has once again proven to be the winning combination to Own the Racetrack.

 A lightweight chassis featuring a compact wheelbase and race-developed suspension. A compact, powerful 4-cylinder engine delivering a real-world demonstration of advanced race-proven technology. The GSX-R600 – designed to be The Top Performer in its class, a total package designed to Own The Racetrack.

Results don’t lie, the GSX-R600 is the best 600cc sports bike available. Not only has the GSX-R600 been awarded the Best Sports Bike (under 600cc) by Motorcycle News, but has also won the highly competitive British Supersport Championship with Alastair Seeley and the Suzuki by TAS racing team.

Perfected in the cut and thrust of racing, the state of the art revised chassis has a 1,385mm wheelbase for sharper handling and enhanced cornering ability, heightened by a 9kg weight saving for the best power-to-weight ratio in the class

Race bred radial-mount Brembo Monoblock brake calipers fitted to big piston upside-down Showa forks confirm the quality of design and engineering. With absolute confidence in the front end you will be braking harder, later and deeper than ever before.

Taking advantage of MotoGP developments, the big-bore, short-stroke engine produces stronger low-to-mid range pulling power with instant throttle response and quicker progress through the gears. This increased torque throughout the rev-range and revised close-ratio gearbox internals provides for faster acceleration and quicker lap times.

Slim and light with iconic GSX-R style, the attention to detail on the GSX-R600 includes adjustable foot pegs for rider comfort, clear-view mirrors and a coded chip-in key immobiliser security system giving the practicalities for every day on the road and the performance for the track.

MotoGP technology - The GSX-R600 is the first production Suzuki motorcycle to directly benefit from design techniques and technologies used on our MotoGP machines. The lighter pistons and more aggressive valve lift curves enhance throttle response and produce stronger low-to-mid range torque, with the revised gear ratios using this torque for better race starts, quicker acceleration and stronger drive out of the corners.

BREMBO monobloc radial-mount calipers - Provide more powerful and consistent braking with greater rigidity for better rider feedback. The front braking system is 405g lighter than the previous design, with less un-sprung weight producing even better suspension performance.

Race proven slipper clutch – A ramp and cam system for smoother downshifts that improves rear tyre grip and stability when approaching bends, by reducing the pressure on the clutch pack under hard deceleration.

SHOWA Big Piston Forks - Quicker reacting with improved damping and more controlled compression under hard braking. Provides enhanced grip and rider feedback with more controlled weight transfer for a better turn in. 860g lighter than the previous conventional design.

Completely new frame – The cornering performance of the new GSX-R600 is heightened further with race-proven geometry and a 15mm shorter wheelbase. This has been achieved without sacrificing swingarm length to maintain traction on corner exits. The main chassis alone is 1.35kg lighter with a 900g lighter swingarm.

More fuel efficient – Cutting-edge design techniques reduce mechanical losses and improve fuel efficiency by 10% compared to the previous model. Adjustable footpegs - Allows you to ride in the position that suits you best, providing greater comfort and control, and reducing fatigue.

Suzuki Advanced Immobiliser System - Coded chip-in-key system for enhanced security.

At the heart of the all new GSX-R600 is a compact 599cc, four cylinder, liquid cooled engine, featuring a class-leading power-to-weight ratio and reduced weight for enhanced running performance.

A proven race winner, the Suzuki GSX-R600 has dominated racetracks and advanced technology developed in MotoGP racing is present in the GSX-R600’s engine with a refined ignition control and specially designed pistons and camshafts for improved overall acceleration.

Equipped with two performance settings, the refined Suzuki Drive Mode Selector (S-DMS) offers advanced digital engine management for instantaneous switching between engine maps to suit rider preference or riding conditions.

An innovative back-torque limiting clutch helps makes downshifts smoother and more controlled, while the six-speed transmission features new drive ratios for improved low-to-mid rpm range acceleration performance. The GSX-R600’s all new chassis has been redesigned with an emphasis on weight reduction and compactness to improve overall handling.

With a newly designed, lightweight twin-spar aluminium frame, made from just five cast sections, and revolutionary inverted Showa Big Piston Front-forks (BPF), the GSX-R600 offers supreme handling at racetrack speeds.

A relatively low seat height and a shorter reach to the handlebars due to the 15mm shorter wheelbase creates a seating position carefully designed to work well both for racetrack and street riding.

Delivering advanced stopping power, the GSX-R600’s braking system now uses dual radial-mounted, four-piston Brembo monoblock calipers and 310mm dual floating discs, and a single piston rear brake caliper with a 220mm disc.

The GSX-R600 is now available, backed by Suzuki’s two-year, unlimited-kilometre warranty.

Suzuki GSX-R600 Key Features
599cc 4-cylinder engine with a race-proven oversquare bore/stroke ratio for an efficient, high-revving design.

The engine employs shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes.

Lightweight and durable forged pistons designed using Finite Element Method (FEM) and fatigue analysis technology used for MotoGP racing engines.

Camshaft profiles for an aggressive valve-lift curve is developed using proven MotoGP racing engine technology – its first use on a production Suzuki.

Suzuki Dual Throttle Valve (SDTV) fuel injection uses fine-spray 8-hole injectors for improved fuel atomization, which contributes to more complete combustion.

Advanced, MotoGP-developed transistorized ignition control circuit helps maintain more precise spark timing across the range of engine temperature.

Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal tastes.

4-into-1 stainless-steel exhaust system with a titanium muffler, carries a Suzuki Exhaust Tuning (SET) valve maximizing torque and improving throttle response, especially in the low-to-mid rpm range.

Race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.

Lightweight and compact twin-spar aluminum cradle frame made of five cast sections and cast swingarm.

Race-developed, lightweight Showa Big Piston Front-forks (BPF) deliver superb feedback and consistent performance.

Single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.

Electronically controlled steering damper provides lighter steering at slower speeds and more damping force at racetrack and highway speeds.

Front brakes with fully floating 310mm discs and radial-mount, four-piston

Brembo monoblock calipers.

3-way adjustable footpegs, adjustable shift lever and short fuel tank help compose a comfortable riding position.

Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and programmable engine rpm indicators.

Small, simple and lightweight bodywork composes an exciting, aerodynamic styling.

Analog tachometer. LCD readouts include speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.

Suzuki Advanced Immobilizer System (SAIS) is standard in selected markets. (For Australian and European specs. only.)

Suzuki GSX-R600 Features and Specifications
Engine Features

A 599cc, four-cylinder engine with a race-proven oversquare bore/stroke ratio provides exceptionally potent, high-revving performance.

Shot-peened conrods, chrome-nitride-coated upper compression and oil control rings, and pentagonal ventilation holes help ensure efficient performance.

Class leading Suzuki Dual Throttle Valve (SDTV) fuel injection system includes fine-spray 8-hole injectors, providing improved fuel atomization contributing to more complete combustion in the cylinder.

Advanced, MotoGP-developed transistorized ignition control circuit helps maintain more precise ignition timing across the range of engine temperatures.

Lightweight, durable forged pistons are designed with the Finite Element Method (FEM) and fatigue analysis technology and optimized camshaft profiles was developed using proven MotoGP racing technology.

A 4-into-1 stainless-steel exhaust system features a titanium muffler, which carries a Suzuki Exhaust Tuning (SET) valve. The system maximizes torque and improves throttle response, especially in the low-to-mid RPM range.

Suzuki Drive Mode Selector (S-DMS) offers push-button selection of two racing-developed engine control maps to suit road conditions and personal preference.

Suzuki Composite Electrochemical Material (SCEM) plated cylinders integrated into the upper crankcase helps reduce friction, improve heat transfer, increase durability and provide better ring seal.

Transmission Features
A six-speed close-ratio transmission features vertically staggered shafts to reduce overall engine length.

Race-proven back-torque-limiting clutch contributes to smoother downshifting and corner entry.

Chassis Features

Race-developed, lightweight Showa Big Piston front-Fork (BPF) delivers superb feedback and consistent performance.

Lightweight and compact: twin-spar aluminum cradle frame made of five cast sections and cast swingarm.

An electronically controlled steering damper provides lighter steering at lower speeds and more damping force at racetrack and highway speeds.

Front brakes feature fully floating 310mm discs and radial-mounted, four-piston Brembo monoblock calipers.

A single Showa rear shock features externally adjustable rebound and compression damping, along with adjustable ride height.

New Chassis Features
3-way adjustable footpegs, adjustable shift lever, and short fuel tank help compose a comfortable riding position.

Instrument cluster features an analog tachometer with LCD readouts of the speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil pressure indicator, S-DMS and gear position indicators.

Compact, lightweight instrument cluster with a built-in lap timer/stopwatch and programmable engine RPM indicator.

Small, simple and lightweight bodywork featuring exciting, aerodynamic styling

Review

During the press launch for the 2011 GSX-R600 – held recently at Barber Motorsports Park in Leeds, Ala. – Suzuki stated that more than 360,000 GSX-R models have been sold in the U.S. since 1986.

“To us at Suzuki, the GSX-R is a brand, it’s not just a model,” said Rod Lopusnak, National Sales Manager at American Suzuki. “That’s how important the GSX-R600, 750, and of course 1000, are to us, to our company. That [GSX-R line] is our DNA. That’s what Suzuki is.”

American Suzuki didn’t have the best year in 2010, but with its new middleweight supersports the company has high hopes of turning matters around in 2011, while at the same time continuing to build on the heritage of GSX-R name.

A Slimmer, Trimmer GSX-R600
Bow to stern, the 600 received a host of changes, many of which targeted reducing weight in order to take advantage of newfound power gains in the low- to mid-range for better acceleration out of corners. Performance-enhancing updates to the inline-Four powerplant focused on reducing mechanical losses by cutting back on weight and reducing friction of engine internals.

Another pivotal power-boosting update is reshaped crankcase ventilation holes, morphing from round on previous models, to pentagonal in shape on the new engine.

Suzuki says the larger, reshaped holes are more efficient at helping reduce crankcase pressure, therefore creating a freer breathing engine. New ratios in the six-speed gearbox (taller first gear, with tighter ratios in gears 2, 3, 4 and 6) were revised to capitalize on what Suzuki says is increased low and mid-range torque.

Make sure to read about these and other updates in our 2011 GSX-R600 and GSX-R750 Revealed article for a comprehensive rundown on the numerous changes to the new Gixxer(s).

Beating the Wet Odds at Barber
Slinging a leg over the Six – now with reshaped tank and slightly wider-set clip-ons – in the pit row garage at Barber, I was reminded how I’ve liked the ergo layout of previous model GSX-R600s, and how I also like the undulating, fluid layout of Barber’s 15-turn, 2.3-mile circuit.

There’s still lots to like with new the 600’s rider layout that offers room to maneuver in the saddle while remaining comfortable during long, self-governed (non-timed) sessions on the track. However, not so likeable was the day’s forecast: thunderStroms and heavy rain.

During a.m. sessions the ominous-looking sky withheld its rainy wrath. The day’s stiff prevailing winds worked in our favor, quickly drying the track left damp by early morning sprinkles. After a handful of warm-up laps, my confidence grew in the grippy, dual-compound Bridgestone BT-016 tires, allowing me to explore the revamped GSX-R600’s chassis performance.

Willing and able is how I’d sum up the Sixxer’s handling if allotted just two words to describe the experience.

Initial turn in is light feeling, yet at the same time predictable. Steering response is one smooth, linear motion from upright to knee-on-the-deck full lean. From front to rear, the chassis does a good job of telegraphing what’s happening at both ends.

Turns 2, 3, 8 and 14 are good spots to sample the Sixxer’s obedience, as these corners are long and wide, giving a rider ample opportunity to tune into what a motorcycle is and isn’t willing to put up with. Need to make a quick, abrupt line change mid-corner? No problemo. The GSX-R responds by giving only what was asked of it, and not an inch more. The bike remained wonderfully composed at all times while under my command.

Some bends in the course, like Turns 4 and 6, terminate at or near the crest of a hill. It’s easy and common to power wheelie while exiting these turns, as you’re often on the gas and sometimes still leaned over – a combination that often leads to a lightened front-end that’s ready to shake its head.

Here again the Suzuki remains obedient, as the electronically controlled steering damper allows only a couple quick wiggles at the bars before bringing the helm back under your control as you continue to open the throttle for a good drive out of the corner.

And a pretty darn good drive you’ll get thanks to a decent spread of mid-range power that becomes noticeably effective by the 8,000 rpm mark. And the closer-ratio gears seem to work as advertised, too. The engine has sufficient pulling power to smoothly tug 3rd gear when you otherwise might think a gear lower is necessary to squirt out of certain corners while aboard a top-end-power-biased supersport.

Engine speed builds deliberately but linearly until around 12,000 rpm where a discernable and sharp boost of power kicks in. From here, the engine spins eagerly and freely all the way to its 15,200-ish redline.

S-DMS (Suzuki-Drive Mode Selector) is retained as a feature on GSX-R models, but now consists of only an A and B mode rather than A, B and C as before. While A mode remains the setting that allows unfettered access to the engine’s power, B mode on the 2011 model results in softer power response that’s even a bit more muted than was the greatly restricted C mode on the previous model.

Through market research Suzuki says it learned that most customers with previous generation S-DMS only noticed some power reduction while in B, and rarely used setting C.

Taking this customer feedback, the company reworked the new S-DMS to reflect a greater and, theoretically, more effective difference in power between the two modes. Additionally, the ECU no longer converts B mode to A mode’s full power if the throttle is opened rapidly as it did on the previous version of S-DMS.

The bike’s brain now keeps the engine in a detuned state across the rev range when in setting B, regardless of the rate at which the throttle is opened.

It’s easy to get sucked into attempting to ride as quick as you dare when on a racetrack, and this trip was no exception – especially since the weather was cooperating at this point in our ride time. Eventually, though, I reminded myself to use my index finger to hit the Mode toggle button located on the upper front side of the right switchgear (carried over with minor changes from the GSX-R1000) in order click over to B mode.

Whoa. That’s some seriously clipped power, that B mode. So gutless was the rate at which the 600 built steam in B, that while exiting the track for a brief rest, I murmured to myself, “Why even bother?”

In fairness, for the right person or right conditions, the reduced output in B might make sense – like for the first-time trackday attendee or during some super-slick road conditions. Otherwise, I’d suspect most riders will spend the majority of time in A.

Two of the most notable upgrades for the Gixxer Sixxer are its Showa Big Piston Fork (BPF) and Brembo monobloc calipers. The BPF is a key contributor to the 600’s chassis stability and handling. With limited front-end dive under braking thanks to the BPF design, there’s less chassis pitch, and overall ride comfort is improved.

Although Barber’s surface is mostly even and smooth, some corners have brake ripples at their entrance – likely the result of the forces generated by racecars during braking. The BPF delivered the right amount of feedback to let me know of the bothersome rough patches while it gobbled up said imperfections.

While the GSX-R600’s dual Brembos didn’t provide the hallmark strong initial bite that I prefer and am used to from the Italian brake maker, they are otherwise a high-performance piece of kit that have elevated the GSX-R’s name and game.

Brake feel at the six-point adjustable lever was consistent, with plenty of feedback to let me know precisely how much more pressure I needed to apply. Experimenting with different brake pad materials could resolve my issue with initial bite.

Conclusion
Despite the ominous forecast of wild, rainy weather with the threat of tornadoes mixed in, barely a drop fell as the moto media circulated ‘round Barber. It wasn’t until after most riders had pulled in the pits for the day that the clouds finally emptied themselves of their watery burden. And they did so, violently. The timing of the rain’s appearance was uncanny.

Is Suzuki blessed with good fortune in 2011 with the GSX-R600?

Of the Big Four, Suzuki is the first player in the past couple years to make a move in the supersport battle. Kawasaki was the last to give its 600 a big overhaul, doing so in 2009. It was enough of an improvement that the ZX-6R dethroned the Honda CBR600RR that year for the title of Winner in our 2009 Supersport Shootout.

In that once-annual battle we lauded the Ninja’s meaty mid-range power for its ability to let a rider get a little lazy with gear selection and pull cleanly out of a slower-speed corner. It’s been a long enough period of time that memory won’t allow making an accurate comparison at this point between the 2011 GSX-R600 and current version of the ZX-6R.

However, in this tightly contested class where every little bit matters, we can’t discount the Ninja’s significant peak horsepower dominance from 2009 when its 107.7 hp was between 5 and 10 more horsepower than the competition.

Nevertheless, Suzuki’s claimed crankshaft output of 123 ponies for the new Gixxer Sixxer, if accurate, could equate to roughly 108 rear wheel horsepower as Kevin Duke keenly speculates. The GSX-R’s advantage of 9 fewer pounds compared to the ZX’s 421-pound curb weight is another feather in the Suzuki’s supersport cap.

While the Suzuki’s engine probably is more potent compared to the previous model GSX-R, what’s more significant to me is the bike’s unmistakable handling agility and ease-of-use.

A supersport that’s user-friendly can greatly boost a rider’s confidence, which may in turn partially make up for a deficit, if any, in engine power. A happy, confident rider is usually one willing to go faster.

Source motorcycle.com