News – Clemens Neese reveals the secrets of the Horex VR6 – Video preview of the Horex at Intermot

Posted on by admin

Comparison test: Suzuki GSX-R 600 2010/2011

Suzuki GSX-R: New versus old

Content of

The engines of the two Suzuki GSX-R 600 roar sharply – pure passion! With relish, they also plunge into the family-internal duel between 2010 and 2011.

The new Suzuki GSX-R 600 against its predecessor from last year – who makes the race?

Finally it’s back. That wonderful feeling of lightness and exhilaration that only super-sporty six hundred can create. No other type of motorcycle arrows around corners as swiftly and with millimeter precision as they do. It quickly becomes clear: The last trip on such a bike was far too long ago. This only stimulates our desire for the internal Suzuki competition, in which the GSX-R 600, which was thoroughly revised three years ago, competes against its current sister. Place of the event: the winding hinterland of Marseille. What can the new one really do better than its predecessor??

Landing gear:

On the chassis side, no screw remained on the other in the current model. The Japanese gave their youngest offspring different components: frame, swing arm, fork, shock absorber, wheels, brakes – all new. Each of these parts is now lighter, together with the prescribed diet on the engine and its peripherals, Suzuki lowered the weight by over ten to 189.5 kilograms. Sometimes the savings are only a few grams. As with the spring preload on the shock absorber, where the developers replaced the castle nuts made of steel with aluminum counterparts that were 90 grams lighter. All in all, a painstaking detail work that was really worth it all in all. In terms of weight, the new 600 series is now on par with its feather-light competition.

The new cockpit hardly differs from the old one – both are dominant and easy to read.

The new GSX-R circles breathtakingly precise, extremely stable and incredibly light-footed over the wonderfully winding country roads. In addition, it provides excellent feedback on the road conditions and driving conditions, especially from the front. Only carefully built racing bikes shine with such qualities. Thanks to the tight basic tuning of its spring elements, which also offer large damping reserves, the 600 also cuts a fine figure on the racetrack – we are sure of that! Tiny spot on the otherwise immaculate white chassis vest: the big piston fork only responds to an average on bumpy roads. In addition, like its predecessor, the new one stands up a little when braking in an inclined position. In addition to this quirk, the 2010 bike does its job very well and also gives the rider that phenomenal six hundred feeling.

However, last year’s burner does not come close to the precision, stability and handling of the young relative. When the rider picks up the pace on the new one, the rider on the 2010 bike has to stretch a lot to keep up with it. If he does not want to be torn down, he is at greater risk than the driver in front of him. Ten millimeters higher steering stub and comfortably coordinated spring elements: The 2010 vintage is pleasing with its somewhat greater suitability for everyday use. The fork and the spring strut offer advantages on bad slopes, but when canter there is more movement in the framework than on the brand new grinder.

The new GSX-R impresses with an extremely precise chassis.

When it comes to braking, no bike can stand out. Both the Tokicos of the older Gixxers and the Brembos of the current model deliver excellent delays on the country road and are first class. The anti-hopping clutches on both machines also work excellently. They reliably prevent the rear wheel from punching at the entrance to the bend, even during hard braking maneuvers. Another thing they have in common: Thanks to the electronically controlled steering damper, the front sections of the Suzuki remain nice and quiet – no kickback.

Engine:

In addition to the chassis, Suzuki also put some effort into the engine. In the current Gixxer, lighter pistons chase up and down, and modified cam profiles give it sharper control times. The engineers adjusted the programming of the ignition / injection system to the new conditions. With 126 hp and 70 Nm, they certify that the 2011 bike is a horse and two Nm more than its predecessor. The horsepower test bench attests to both Suzis 119 hooves, and the torque is almost equal with 67.2 to 67.6 Nm. The performance curves make it clear that the opponents take turns politely: sometimes one machine is ahead, sometimes the other.

Last year’s model is still a great bike.

Nevertheless, the new one feels a lot livelier. In addition to the improved response behavior in the partial load range, this is also due to the vehicle weight and the lower oscillating masses. As a result, the propellant turns up greedily and faster. In addition, the gearbox with a shorter ratio in gears two, three, four and six helps the current racer to get better start. When the pace is tightened, the new machine also needs five-digit speeds – no modifications, no matter how sophisticated, can change the high-performance character typical of four-cylinder Supersport 600s. The pilots are therefore grateful that the vibrations of both machines remain within acceptable limits, even in the upper speed range. The transmission gears also slide cleanly and smoothly into one another here and there.

Design:

When it comes to design, the two vintages differ at first glance primarily in two details: The most striking feature is the headlight, in which Suzuki uses the shape reminiscent of a cat’s head for the current model. Similar outlines already marked the years of construction 2006 and 2007. For the years 2008 to 2010, the designers made the lamps much wider and flatter. On the right-hand side, the narrow and well-shaped muffler of the current year catches the eye, which, in contrast to the voluminous predecessor model, does not spoil any weld seam.

Overall, the new one is much slimmer. According to the manufacturer, the overall width has been reduced by a whopping 90 to 710 millimeters. Suzuki is selling the remaining 2010 bikes for 9,990 euros, the current model rolls off the farm for 11,890 euros. An enlightening day is drawing to a close. When it comes to the chassis, the two models differ more than expected: one is comfortable and pleasing, the other crisp and direct. On the engine side, I like the great start of the new in the partial load range. In contrast, both create this intoxicating feeling of exhilaration.

Power on the crankshaft, measurement on Dynojet roller test bench 250

At full load, the new model has no advantage over its predecessor despite engine modifications. The performance curves intersect several times up to top-end power, which is 119 hp for both old and new. There is also an almost stalemate in terms of torque; the difference of one Nm is due to rounding reasons. However, the full-load curves do not show the power output and the response behavior when the throttle valves are only partially open (partial load). The 2011 Gixxer sprints out of corners much more lively when accelerating and pulls more powerfully. In addition to the newly programmed engine management system, it also benefits from the lower oscillating masses (lighter pistons), the shorter gear ratio and the low weight. However, this does not affect the performance.

Suzuki GSX-R 600 model 2010

drive: Four-cylinder in-line engine, four valves / cylinder, 92 kW (125 hp) at 13,500 / min *, 68 Nm at 11,500 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression Ratio: 12.8: 1, ignition / injection system, 40 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

Landing gear: Light metal bridge frame, steering head angle: 66.3 degrees, caster: 97 mm, wheelbase: 1400 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression. Suspension travel front / rear: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17 "/5.50 x 17", front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 016 "M", 300 mm double disc brakes with radially attached oven-piston Fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2020/800/1090 mm *, seat / handlebar height: 805/855 mm, handlebar width: 640 mm, 200 kg with a full tank, v./h .: 51.0 / 49.0%

Rear wheel power in last gear: 81 kW (110 PS) at 233 km / h

Consumption: Fuel type: Super unleaded. Average test consumption: 6.9 liters / 100 km, tank capacity 17 liters, range: 246 km

Base price: 9,990 euros (more additional costs)

The new GSX-R 600 is 10 kilograms lighter than the previous model.

Suzuki GSX-R 600 model 2011

Drive: Four-cylinder in-line engine, four valves / cylinder, 93 kW (126 PS) at 13,500 / min *, 70 Nm at 11,500 / min *, 599 cm³, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12.9: 1, ignition / injection system, 40 mm throttle valves, mechanically operated multi-disc oil bath anti-hopping clutch, six-speed gearbox, G-Kat, chain

Landing gear: Light alloy bridge frame, steering head angle: 66.6 degrees, caster: 97 mm, wheelbase: 1385 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base, rebound and compression stage (low / high). Suspension travel front / rear: 120/130 mm

Wheels and brakes: Light alloy cast wheels, 3.50 x 17 "/5.50 x 17", front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 016 "AA", 310 mm double disc brakes with radially attached four-piston Fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

Measurements and weight: Length / width / height: 2030/710/1135 mm *, seat / handlebar height: 800/845 mm, handlebar width: 640 mm, 189.5 kg with a full tank, v./h .: 52.4 / 47.6%

Rear wheel power in last gear: 81 kW (110 PS) at 233 km / h

Consumption: Fuel type: Super unleaded. Average test consumption: 7.0 liters / 100 km, tank capacity 17 liters, range: 242 km

Base price: 11,890 euros (plus additional costs)

Related articles

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *