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Suzuki GSX-R 600 SRAD

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Make Model

Suzuki GSX-R 600 SRAD

Year

1999 - 00

Engine

Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder

Capacity

599 c / 36.6 cub. in.

Bore x Stroke

65.5 x 44.5 mm

Compression Ratio

12.0:1

Cooling System

Liquid cooled

Oil

10W40

Lubrication

Wet sump

Induction

4 x Mikuni BDSR36 carburetors

Ignition

Digital

Spark Plug

NGK CR9E

Starting

Electric

Max Power  

80 kW / 109.7 hp @ 11800 rpm.

Max Torque

67.6 Nm / 6.9 kg-f / 50 ft lb @ 10000 rpm

Clutch

Wet, multiple discs, cable operated

Transmission

6 Speed
Final Drive Chain
Frame Aluminium, twin spar

Front Suspension

Conventional cartridge-type, fully adjustable spring preload, compression and rebound damping

Rear Suspension

Link-type, gas/oil damped, fully adjustable spring preload, compression and rebound damping

Rear Wheel Travel

130 mm / 5.1 in.

Front Brakes

2 x 320 mm discs 4 piston calipers

Rear Brakes

220 mm disc, 2 piston caliper

Wheels

Steel, 3 spoke

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17
Wheelbase 1390 mm / 54.7 in.

Dimensions

Length  2065 mm / 81.3 in.

Width      720 mm / 28.3 in.

Height   1135 mm / 44.7 in.

Seat Height 830 mm / 32.7 in.
Ground clearance 130 mm / 5.1 in.

Dry Weight 

174 kg / 384 lbs

Fuel Capacity 

18 Litres / 4.8 US gal / 4.0 Imp gal

Average Fuel Consumption

6.5 L100 km / 15.4 km/l / 36 US mpg / 43 Imp gal

Braking 60 km/h - 0

13.7 m / 44.9 ft

Braking 100 km/h - 0

38.5 m / 126.3 ft.

Standing ¼ mile

11.3 sec / 196.2 km/h / 121.9 mph

Top Speed

254 km/h / 158 mph

 

Suzuki's first real attempt at a modern supersports 600-class machine, the GSX-R600 was an instant success when it first appeared in 1997. It looked virtually identical to the firm's long-running GSX-R750, and had the performance figures to match its radical race-replica styling.

 

The GSX-R600's engine and chassis were largely conventional - a 16-valve, liquid-cooled inline-four, mounted in an aluminium twin-spar chassis with a full race-style fairing. The 600 had conventional telescopic forks, the easiest way to tell it from its 750cc sibling.

 

This first GSX-R600 had very focused, sporting performance. The engine produced strong top-end power, but had to be revved constantly to make the best progress. And the sharp steering chassis was at its best on the track, its high pegs and cramped riding position ruling long-distance trips out for most riders

 

By 2001, the GSX-R had fallen behind its competitors, especially Yamaha's R6, so an all-new model raised the middleweight Suzuki's game once more. The GSX-R600K had numerous updates over the previous model, although it was, again, visually identical to the GSX-R750, with the exception of the front forks. The 599cc engine is redesigned, with lightweight forged pistons and ceramic coated bores. A new SDTV fuel-injection system, like that on the GSX-R750 and 100 models, provides smooth, flawless power delivery.

SDTV stands for Suzuki Dual Throttle Valve, and refers to the two butterfly valves in each throttle body. One valve is connected to the throttle twistgrip while the other valve is controlled via an electric motor by the ECU module. This setup allows the ECU to optimize airflow into the engine for precise fuelling and power delivery. So if the rider slams his throttle control open, the secondary valve opens at a slower rate to maintain a higher airflow velocity, preventing stuttering and poor running.

 

The 2001 update once more put the lightweight GSX-R600 at the top of the 600cc sportsbike class, especially in terms of racetrack performance.