News – New Suzuki GSX-R600 and 750: pole position in 2011? –

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New Suzuki GSX-R600 and 750: pole position in 2011 ?

News - New Suzuki GSX-R600 and 750: pole position in 2011? -

Alongside the brand new GSR 750, new GSX-R 600 and 750 are on the Suzuki stand in Cologne. Revised engines and weight in free fall, the Gex received new high-end equipment in 2011 and aimed at the outposts. Presentations.

Unveiled in the form of a sketch at the end of September (read), the new GSX-R 600 and 750 will be exhibited as planned this week at the Intermot Show in Cologne before landing in French dealerships at the very end of 2010.

Much lighter, thinner and better equipped than the 2008, the 2011 Gex still keep a few secrets. However, we know that Suzuki engineers have carefully carried out their GSX-R 600 and 750 project for 2011 … !

Think about it: the men of Hamamatsu succeeded in relieving their GSX-R 750 of superfluous 8 kg and they even made lose to the GSX-R 600 not less than 9 kg! In the end, the "seven-and-a-half" and the "six" would display full weights of 190 and 187 kg respectively on the scale..

Unfortunately, Suzuki did not come to Germany with completely complete data sheets: prices and maximum power values ​​are missing in particular – MNC is counting on … 106 horsepower in France! – and couple.

The Yellows claim all the same that the new 600 has the best power / weight ratio in the category. From there to imagine a return with fanfare of the little Gex in Mondial Supersport … there are still good strides, unfortunately !

GSX-R Slim very fast

In the Superbike category, Suzuki did not try to retain Haslam yet vice-champion with Alstare, while in MotoGP the broth taken by the GSV-R gradually calms their enthusiasm … So what good is it to hope for a return to Supersport ?

However, for pilots of national championships or for simple amateurs of track days, the GSX-R600 of 2011 as well as its mythical big sister could well (re) become references. !

The engine of the new GSX-R 600 and 750 changes little and that’s not a problem, since their 4-cylinders have an excellent reputation in the paddocks. At the same time flexible, full, soft and powerful, they retain their glorious attributes.

We therefore find in a jumble: the famous SRAD system (Suzuki Ram-Air Direct), the parts in noble materials (titanium valves, aluminum alloy cylinder head, forged aluminum pistons, etc.) and their anti-friction treatment, the double row of butterflies (SDTV) and their double injectors, the exhaust valve (SET), the mode selector (S-DMS, two-stage instead of three previously), the clutch system with torque limiter (a real success), etc..

The Japanese, however, pampered their 600: using the same methods and analyzes as in MotoGP, they produced new pistons that were more enduring and lighter, weighing … 78 g each! Negligible weight loss on the scale of the bike, but that would be felt in the revs.

Always inspired by the work carried out in Grands Prix with Capirossi and Bautista, Suzuki has also redesigned – in "more aggressive", naturally – the profile of the cams of his 600."On the track, this translates into better corner exits and higher top speed. On the road, this means that the GSX-R 600 does not need to be so heavily strained to rush off from a stop sign.", summarizes the manufacturer.

On the GSX-R 750, it is the valves – identical in size compared to 2008, on the 600 as on the 750 – which undergo a slight loss of weight: 0.6 grams less !

Both models benefit from developments made by the official Suzuki MotoGP team in terms of ignition, whose control becomes "more precise and stable whatever the engine temperature". We note on this occasion, to avoid the overheating of its revised and corrected mills, the arrival of a larger radiator fan.

Fine-tuned engines

The exhausts also undergo their share of modifications: "a reduction in the thickness and length of the tubes and the optimization of the plenum chambers and silencers combine to lighten the GSX-R 750 by 1.1 kg and the GSX-R 600 by 1.7 kg", calculate Suzuki.

Still to increase the speed on the circuit, the gearbox ratios of the youngest are closer: the first pulls longer while the following five speeds pull shorter. The red zone of the small Gex 2011 being advanced by 750 rpm compared to that of the 2008 (15,250 against 16,000), the top speed should theoretically drop … Few bikers will really complain about it, no ?

It is undoubtedly on the cycle part that the Suzuki engineers let loose the most. The aluminum swingarm – common to both motorcycles – is simplified and loses 900 g.

At the same time, the frame has been reconsidered: still made of five layers of stacked aluminum, it loses in the operation no less than 1.35 kg and gains in finesse at the level of the seat … as well as in pure performance. , it goes without saying !

"The engine’s rear rotation of 3 ° around the crankshaft allowed engineers to reduce the distance between the front wheel axle and the swingarm axle, while maintaining the race-approved geometry of the nose gear and without losing the clearance required between the wheel and the radiator at full load", explain – and reassure us – the men of Suzuki.

Besides the dynamic behavior of motorcycles, this shortening also influences the rider himself: "with the slightly wider handlebars, it makes it easier for the rider to move around when he is on the track (for the same purpose, the tank has been lowered, editor’s note) and increases comfort during long road trips".

In total, the wheelbase of the two Gex is reduced by 15 mm, or 1385 mm for the "small" 600 and 1390 for the "medium" 750 (against 1415 mm for the current "large" GSX-R 1000). Would the new GSX-R 600 and 750 become as lively as their rivals ?

Inaugurated on the 2009 Gex 1000 – and the ZX-6R the same year – the Showa BPF fork (for "Big Piston Front-fork") makes its appearance on the little sisters. Compared to previous models, the" Seven-and-a-half "gains 1.04 kg and the" Six "860 g..

At the rear, the thread of the shock absorber preload adjuster is now made of anodized aluminum, which allows a weight reduction of 90 g … Are these Japanese crazy? No ! "The spring itself is 200g lighter and the new links are 490g lighter", specifies Suzuki.

Sharpened cycle part

In addition, the unsprung weight of the beasts is reduced by 550g thanks to the 210g and 190g found on the front and rear rims, as well as the 150g gained on the chain crown. The work of the suspension will thus be facilitated..

On the braking side, we expect to congratulate Suzuki – but it will be necessary to try them before making a formal decision – which swaps the Tokico front calipers for new Brembo elements. Associated with the indestructible Nissin master cylinders, will the Italian pliers give the Suz ‘the bite they have lacked until now? ?

Here again, Suzuki claims to have saved on the scale 405 g at the front and 325 g on the rear Nissin caliper. We sometimes appreciate that the brake lever remains adjustable to six positions – on the other hand, the distance between that of the clutch remains fixed – and that the footrests still offer three positions..

Similarly, the instrumentation of the two Suzuki is very close to that of their predecessors. A chrono and a shiftlight with four programmable LEDs appear. It will therefore be necessary to get used to the function changes of a few buttons and triggers, but nothing too rocket science.

Finally, from an aesthetic point of view, the new GSX-R are refined: especially at the levels of the seat backrest which can accommodate a passenger (courageous) or a hood (depending on the mood) and the front optics. The fairing is also smaller, simpler … and lighter, of course !

Above the wheels, the front of the motorcycle moves back 55mm and the rear moves forward 35mm. So all in all, the trim of the new Suzuki loses "35% of its weight, i.e. 3.4 kg" !

End of the end, "the development in the wind tunnel of the new fairing was done with the rider, because a motorcycle will not ride very far or very well without him", judiciously emphasizes Suzuki.

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