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 features a
compression ratio of 12.8:1for maximum performance
Forged aluminum alloy pistons are designed to
work with 12.8:1compression ratio, iridium spark plugs and combustion chamber
shape.
Exhaust cam tappets diameters are now larger
at 25.0mm for maximum flexibility in cam profile design
Large ventilation holes located between the
cylinder bores are designed for reduced internal pumping pressure and minimal
mechanical losses
Suzuki Idle Speed Control (ISC) system for
improved cold starting, consistent idle quality and reduced emissions
Proven S-DMS engine management system allows
the rider to choose from three engine settings to match riding conditions with a
handlebar mounted switch
High volume Suzuki Advanced Exhaust System
(SAES) with an innovative under engine chamber leading to a large volume muffler
with a distinctly shaped triangular silencer
Under deceleration the back torque limiting
clutch reduces pressure on the clutch plates for smoother downshifting and
corner entry
Hydraulic cam chain tensioner automatically
adjusts while reducing noise and mechanical losses.
Clutch cover and oil pan feature 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
Ignition coil outer diameter is designed for
reduced weight and the starter motor uses rare earth magnets for a compact
lightweight design
32 bit ECM features 1024 kilobytes of ROM for
maximum engine performance working in conjunction with the S-DMS engine
management system
Chassis
Sharp bodywork design features an aggressive
new look featuring a bold headlight design and angular tail section for the
GSX-R600
Electronically controlled steering damper
uses a solenoid valve to move a tapered needle reducing or increasing oil flow
to adjust damping force.
Three headlight layout features a projector
low beam and multi-reflector headlamps for left and right high beams creating
improved light distribution
Lightweight cast aluminum wheels featuring an
angled spoke design for improved rigidity, reduced unsprung weight and improved
acceleration
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
Stylish fuel tank features a GSX-R1000
inspired design and provides 4.5 gallons of fuel.
Aggressive new overall design features a well
balanced combination of compactness with the high performance look of a GSX-R
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
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
We meet again, and this time around it's at the
modified Santa Monica Adriatico racetrack, a circuit that now runs in the
opposite direction and features a new more technical section that further
challenges and entices riders. Two days of testing are complicated by weather
conditions, cold and wet asphalt and temperatures that don't climb beyond
43-degrees Fahrenheit. How will the new Suzuki GSX-R 600 behave under these
conditions?
Before eliminating any doubts, we'll see what the new 2008 version offers and
what improvements have been realized over the previous bike. For starters, the
bike has some significant design changes. The fairings, cowling, fuel tank,
seat, and lights are all new. These innovations combine to give the bike more
style, improve aerodynamics, and improve seating position and rider comfort.
The seat is slightly narrower. The windshield has grown in size and protects
more completely. The footpegs are again adjustable. Side multi-reflector
headlights expand the lighting area to improve visibility in corners and a
central light now offers a brighter and wider beam. In back, the taillights are
now quicker responding and with brighter LEDs. If we continue on to the actual
bike chassis, there are a few minor changes designed to give the bike greater
manageability and a sportier feel. The rear shock absorber now features a
high-speed and low-speed damping adjustment for more precise settings. The shock
can also be adjusted for height and for spring preloading. In front, an
electro-hydraulic steering damper adjusts automatically according to speed and
controls the lighter weight (0.66 pounds) of the new wheels and tires. These
changes greatly augment the bike's maneuverability and stability under
acceleration.
As for the brakes, the rotors may be the same diameter as before, but more
attachment points to the floating rotors improve cooling and fade resistance
despite a half-millimeter decrease in rotor width. The front brake calipers from
Tokico are also modified and now feature smaller pistons that reduce weight.
The engine is the sight of more changes. The objective, according to Suzuki, has
been to improve low-speed and mid-range performance without losing power at the
top end of the rev range.
To this end, the openings that connect the cylinders are 41-millimeters larger
in diameter to lower piston pressures, and there are now two fuel injectors per
cylinder. Each injector features eight holes that improve the spray pattern and
atomize the fuel more effectively-the result is improved emissions through more
complete combustion. The intake manifold is now longer in length and features
two throttle butterflies (SDTV) that speed the intake charge.
To boost mid-range power, valve-timing has been changed and a new exhaust that
features a butterfly valve in the mid pipe.
The most interesting and prominent changes come by way of electronics. Following
the example of its larger brother, the GSX-R 1000, the GSX-R 600 comes with
three selectable power settings at the push of a button . . . a
instrument-mounted indicator keeps track of which setting the bike is in. In
mode "A" one gets all the power as quickly as possible, mode "B" delays power
delivery, particularly in the mid-range. Finally, mode "C" reduces engine power
throughout the rev range. This final mode is most effective when road conditions
are less than ideal.
Clutch design has also evolved to offer improved actuation that is both smoother
and more effective than before. Gear changes in the low- to medium-rev range are
more responsive than before.
Despite the cold weather and the less-than-ideal track conditions for all-out
riding, your dedicated protagonist looks past the weather to enjoy a vibrant and
emotional ride. The tarmac is cold, but tire warmers provide some heat to the
homologated Bridgestone BT016 tires. The first laps of the morning session of
the first day are the only time that calls for the power-reducing mode "C".
After getting more confident on the wet and cold pavement, I move up to mode
"B". Once the grip increases and I spot dry patches I call up full power, mode
"A".
The motorcycle is a surprise, not only because of the various power-delivery
settings, but for many other reasons. I am immediately impressed with the
ergonomics, space, and freedom of body movement. Each time I brake I find myself
braking harder and closer to the corner entry, and I quickly grow accustomed to
the bike's performance thanks to the communicative controls and confidence
inspiring feel.
A gentle squeeze of the brakes is all it takes to haul the GSX-R down from speed
and the braking performance never fades. The bike is well-mannered, yet
eminently powerful. I'm not yet accelerating at full throttle, but the stability
of the bike boosts my confidence. Cornering stability is first-rate; the bike is
tossable, responsive, and can be thrown about with authority, if one is so
inclined.
I finish the first session and check the tire temperatures. Ouch! I only get up
to 102-degrees Fahrenheit in the front tire and 108-degrees in back . . . about
half of what the tires prefer. But at least I made it through the session
without scaring myself.
The next session the track has dried completely, although the surface remains
cold. I go back out with confidence and immediately start pushing the bike in an
attempt to make the most of the heat provided by the tire warmers. I find myself
using all of the engine's revs (in mode "A") and find the powerband extremely
broad. It is most impressive from 9000 RPM to the redline at 16,000 RPM.
I rarely dip below 9000 RPM, except for the complicated section of curves at the
exit of the "Carro". Exiting this section, I find that the engine is quick to
return to the optimum rev-range without any fuss. The acceleration is energetic
and the power delivery is elastic; thanks to the slipper clutch action the bike
remains stable under braking. "My word! This bike will take anything you throw
at it!" I have to mention the excellent slipper clutch operation, because it
gives me the confidence and security to make mistakes without having to suffer
any consequences. Under the load of full-throttle acceleration, the rear tire
begins to slip and the rear shock nearly bottoms. Despite this, the rear of the
bike never steps out or does anything unsettling.
I'm very appreciative of the wind protection from the redesigned fairing during
a knee-down corner taken at 143 MPH. I finish that session satisfied that I was
able to maintain a good rhythm and speed. The rest of the day and on the second
day, conditions continue to improve, and I am able to turn faster laps. Despite
my increased speed, I don't approach the limits of the bike . . . I just keep
finding more grip and speed.
I assure you that this engine ups the ante in its class. This is an effortless
and seamless powerplant that creates a fantastic sound and has a furious mien.
Beyond the engine performance, the new GSX-R600 handles supremely, and
continually asks the rider to push it harder.
Pluses
Impressive power at medium and high RPM, flexible and elastic power delivery is
a surprise
Electronic power selector
The slipper clutch is a great aid under braking
Maneuverability, strong and responsive brakes, optimal riding position
Adjustable footrests
The new fairing protects the rider from the elements
Minuses
The engine is best enjoyed at high RPMs
Lacks clutch lever adjustment and a fuel-level gauge
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