Suzuki GSX-R600 2011

"That original GSX-R set a design theme Suzuki engineers have followed with success ever since"

LIGHTER WEIGHT EQUALS BETTER PERFORMANCE

The engine is the heart of a supersport bike. For the new GSX-R600, we've used technology proven in MotoGP racing to make this the finest evolution of our legendary 600cc liquid-cooled DOHC engine.
The extraordinary attention to detail in this engine extends to every element, from metallurgy (technology of metals) and combustion to cam profiles and gas flow. The engine is built 'oversquare', which means it has a larger bore and shorter stroke - a ratio that makes it more efficient, and higher-revving. Not surprisingly, we use the same design for our race bikes.
The lighter, more durable forged pistons are also products of our MotoGP racing programme: using Finite Element Method (FEM) and fatigue analysis technology, we've reduced the weight of each piston assembly by 78g, which means there's less reciprocating weight, improving throttle response, acceleration and power output where you really want it: at the rear wheel.
The cylinder block and upper crankcase are cast as a single, integrated unit in aluminium alloy. The bores are plated with our own Suzuki Composite Electrochemical Material (SCEM). Another race-proven material, this nickel-phosphorus-silicon-carbide coating reduces friction and improves durability and cylinder sealing.
Like previous incarnations, the new engine has double overhead camshafts: what makes this one different is the camshafts themselves. Designed by the engineers responsible for our MotoGP engines, they produce a more aggressive valve-lift curve for improved throttle response, mid-rpm torque and peak engine output. The camshafts open four valves per cylinder: made from titanium, the
valves are set at a narrow angle (22°) to create a very compact Twin Swirl Combustion Chamber (TSCC).
To improve combustion, the Suzuki Dual Throttle Valve (SDTV) closed-loop fuel injection system has the latest fine-spray injectors, each with eight small holes for improved fuel atomisation and fuel economy.

AT ONE WITH THE GSX-R600

Generations of riders have loved the GSX-R600 for the sense of 'oneness' they have with the machine. The new version gives the rider a genuine connection with the engine, with a direct cable link between the throttle grip and the primary butterfly valve in each throttle body for a positive, instantaneous response.
And we haven't compromised the unique GSX-R sound, either. The four-into-one stainless-steel exhaust system features four individual head pipes and a single collector.
The mid-pipe houses the Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve, which matches exhaust system back-pressure to engine rpm, throttle position and gear position, maximising torque and improving throttle response, especially in the low-to-mid rpm range.
The titanium end-pipe is shaped and positioned for maximum cornering clearance and aerodynamics, while thinner walls and a smaller, more efficient exhaust chamber and muffler make the system 1.7kg lighter.
The new GSX-R600's main frame is built using five welded-together castings. But changes in the size and shape of the main spar castings and the relocation of the connecting welds contributed to a 1.35kg significant reduction in frame weight for each model and also allowed the engineers to adjust torsional rigidity and enhance racetrack cornering. Each frame is also narrower at the seat, making it more convenient for the rider to reposition their weight for cornering on the racetrack.
The aluminum swingarm is also 900g lighter, thanks to a simplified design using fewer welded-together, cast parts.
For the first time, we've given the Suzuki GSX-R600 the Showa Big Piston Front-fork (BPF) inverted front suspension system. Developed in racing, the BPF design eliminates the separate internal cartridge assembly in each fork leg found on conventional systems. Instead, it uses a single piston riding against the inside wall of the inner fork tube. The larger piston and valve shims produce more effective, accurate and linear damping, which is especially noticeable during hard braking and at corner entry.
The BPF design also maintains a constant internal fork pressure throughout the stroke, improving response to small bumps and surface imperfections.
And because the fork springs are at the bottom of each fork leg, they're completely submerged in oil, reducing foaming and giving more consistent damping performance. Having the piston located above the fork springs makes maintenance quicker and easier: rebound and compression damping can also be externally adjusted, using convenient screws built into the fork caps. The engine control module (ECM) monitors speed and adjusts the steering damper electroncially, delivering more damping force at high speed and making the steering lighter at slower speeds. By using an external nut to secure the front axle - itself redesigned and lighter - the BPF forks on the new GSX-R600 save 860g over the previous model.
The single Showa rear shock fitted to the new GSX-R600 features externally adjustable rebound and compression damping, together with adjustable ride height. The threaded spring seats used to adjust preload are now made of anodised aluminium alloy instead of steel, reducing weight by 90g. The spring itself is also 200g lighter, and the new shock linkage saves a further 490g.
A bike's unpsrung weight – that is, the weight of the components between the suspension and the road – has a massive effect on how well the wheels maintain their grip on the road. More contact means greater traction, which is vital when accelerating out of a corner or trail-braking into an apex on the track.
Less unsprung weight means better suspension response, so we've put the GSX-R600 on a diet here, too. The front wheel loses 210g, the rear 190g, with another 150g coming off the rear sprocket drum assembly. That's a total of 550g. The result is handling that wins races, puts grins on faces and confirms the GSX-R600 is in a class of its own once more.
Being the smallest capacity GSX-R doesn't mean that this isn't a bike with real clout you've only got to look at the race sucesses and in particular it's performance in the TT in the hands of riders like Bruce Anstey to see that this is a bike that can take on the world and win!
It's always been the same, the combination of a nimble chassis, compact dimensions and high reving, high performance engine delivers not just results, but wins that keep on coming.
From the very first race inspired 600 to the latest model...
...the GSX-R600 has epitomised Suzuki's racing spirit and passion for the Sport. The new GSX-R600 continues's that proud tradition.

Fully Floating Front Disc Brakes, with Radial-mount Brembo Monoblock Calipers and Adjustable Controls

The GSX-R600 comes with 310mm fully-floating front brake discs and brand new radial-mount, four-piston Brembo monoblock calipers to give you that extra edge on the race track. The 32mm calliper pistons are staggered to promote even pad wear. The monoblock design has allowed them to be lighter and the rigid construction and increased piston area improve braking performance by providing the rider with more consistent power and better feel at the lever providing greater control coming into the corners.
Weight saving has been made in the brakes with the front brake calipers and hardware being 405g lighter than previous GSX-R set-ups. The single 220mm rear disc works with an all new, lighter Nissin single-piston calliper that is 325g lighter than the calliper used on previous models.
Adjustable foot pegs can be moved into a choice of three different positions in a 14mm horizontal and vertical range, contributing to rider comfort or allowing more cornering clearance on the track. The rear brake pedal and master cylinder move together with the right foot peg assembly, and shift lever linkage can be adjusted to accommodate changes in the left foot peg position.

Sophisticated Instrument Panel

The new, more compact and lighter instrument cluster installed on the GSX-R600 now comes as standard with a built-in lap timer and a programmable sequential engine rpm indicator system. Both ideal features to make the most of your track days or club-racing weekends.
For ease of use the lap timer is conveniently triggered using a button on the right handlebar switch module. The engine rpm indicator system's four LEDs can be programmed to go off at four different rpm settings, with a choice of a solid or blinking light. LED brightness is also adjustable.
The centerpiece of the instrument cluster is an analog tachometer, with an adjacent LCD panel offering digital speedometer, odometer, dual trip meter, reserve trip meter, clock, coolant temperature/oil-pressure indicator, lap timer/stopwatch, S-DMS indicator and gear position indicator displays.
Other LED lights built into the cluster include neutral, high beam and turn signal, fuel level and FI indicators.

Improved Aerodynamics

The new Suzuki GSX-R600 features exciting, aerodynamic styling and is even more streamlined and compact to give the rider the edge on the racetrack. The wind-tunnel development of the new model bodywork was done with a rider in place with the aim of giving the GSX-R600 smaller, simpler and lighter bodywork, without losing any aerodynamic efficiency.
The bodywork is shorter front to rear to match the shorter wheelbase, but front overhang is also reduced by 55mm and rear overhang is reduced by 35mm. Seat height remains a relatively low 810mm, and the top of the redesigned 17-litre fuel tank is lower, allowing the rider to a more tucked in riding position.
The bodywork uses fewer, refined parts and panels with less overlap and fewer seams, requiring fewer fasteners and clips, while still passing strict Suzuki quality and durability tests.
A new combination of smooth, curved lines with sharp edges and special attention to improving air flow along the side panels and lower cowling paid off by making it possible to significantly reduce bodywork surface area, saving even more weight. Returning to a vertically-stacked dual headlight layout helped save additional weight without any performance penalty and when the engineers were finished, the GSX-R600 bodywork and associated external parts weighed an astonishing 35% less (a full 3.4kg) than the equivalent parts used on previous models.

Lighter weight equals better performance

The importance of reducing kerb mass by a huge 9kg for the new GSX-R600 cannot be overstated. The integrated design team of talented Suzuki engineers analysed every engine, chassis and electrical part, component and assembly. Could it be made lighter, smaller, simpler while maintaining strength and durability?
It was detailed, painstaking work, and the result was better overall performance. On the racetrack, less overall weight contributes to harder acceleration, stronger braking, quicker handling. Which can make the difference in getting to the finish line sooner.

S-DMS Rider-selectable Mapping

The 2011 GSX-R600 boasts the Suzuki Drive Mode Selector (S-DMS) system. Built into the ECM this allows the rider to use a button mounted on the left handlebar switch module to select one of two engine control maps, regulating the fuel injection, secondary throttle valve and ignition systems. The two maps are designated A and B, with Map A delivering full power and acceleration and Map B producing more moderate acceleration.
The maps were developed using racing experience. Switching from one map to the other is instantaneous, making it possible to choose Map A for a high-speed racetrack and Map B for a tighter racetrack or for the rider to use one map on one part of a racetrack and then select the other map for another part of a racetrack, useful in case of localised rain in only a few corners.

ENGINE

THE POWER BEHIND THE LIGHTEST AND MOST POTENT GSX-R600 EVER

CHASSIS

WHAT MAKES THE CHASSIS OF THE NEW GSX-R SO SPECIAL? ALL THE FACTS AND FIGURES

DEVELOPMENT HIGHLIGHTS

THE GSX-R IS FULL OF NEW DEVELOPMENTS, NEW TECHNOLOGIES AND NEW THINKING

RACE PEDIGREE

THIS IS A NEW GSX-R, BUT BEHIND IT IS OVER 25 YEARS OF RACING AT THE TOP OF THE PODIUM