Premiere: Suzuki GSX-R 600

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Premiere: Suzuki GSX-R 600
Suzuki

Premiere: Suzuki GSX-R 600

The Suzuki GSX-R 600 awakens the 600 segment

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For a few years there has been a lull in the 600 supersport segment. Even the World Cup seems to be falling asleep. The new Suzuki GSX-R 600 is exactly the right choice. She gets the starving class going again?

D.he customers avoid the little super athletes. Who is surprised, after all, apart from Triumph, the manufacturers have invested little or no more in model updates. The former entry-level class of the world of athletes seems to starve to death on the outstretched arm. Totally wrong. After all, the Supersport World Championship provided us with the finest racing for a decade until it withered into what appeared to be a Honda brand cup. What is in this displacement class was clearly visible in the first year of the Moto2 class. And how many amateur pilots overwhelm themselves with a thousand can be seen at every race training session.

The new Suzuki GSX-R 600 is just the right thing to bring in a new wind. And first of all: The new Gixxer has what it takes to turn it into a real whirlwind. She worked hard on herself, lost a whopping nine kilograms and is therefore on a par with the competition. Your new delicacy is immediately noticeable when you sit down. The former chubby has more to do with the hot Yamaha R6 than with the old 600 Gixxer. When rolling in the Bridgestone BT 016 in special identification "AA" and revitalization of the route knowledge comes up with anticipation. Go on fire – it’s about to come true! After three laps the time has come.

The Suzuki pushes from 5000 / min quite common for its class, comes alive around 7500 / min and pushes properly from 10 000 tours. Everything is pretty powerful and linear, until the typical 600 kick hits a stake again when it reaches the five-digit speed range. Mainly thanks to the lighter pistons, the Suzi can now turn up to 15,500 rpm. This is very helpful in Almeria, Spain, as the overall gear ratio unfortunately does not match the route. Either you are stuck in second gear just before the limiter or subjectively stuck in third gear with too little thrust. But be careful, subjectivity is deceptive. If you drive the infield of the track in third gear and use the middle speed range of the GSX-R, amazing things come to light. For example, the lap timer shows deep 1.49 laps – mind you with road tires and only slightly changed basic tuning of the suspension elements. It seems as if the four-cylinder has actually gained traction in the middle. His manners were never much criticized anyway. So with the 2011 GSX-R, the throttle response and load change behavior as well as the gearbox operation are fully in order.


Suzuki

The new Gixxer puts aside any indolence and shows what it’s made of on the racetrack.

In addition to the engine, the new, very handy chassis also contributes to the big picture. The samba shoes that Suzuki adapted to the Gixxer make them dance like a whirlwind across the Almeria race track. Changing lean angles from left to right and back is effortless. Even the super tight chicane is child’s play. Steering impulse, boom, the 600 folds down without resistance. Oh, how do you have to struggle on a thousand feet while the GSX-R sticks lightly.

However, the front tire is also noticeable in this section. When braking at the chicane in an inclined position, it stands up noticeably. This is not critical, it just takes a little strength to hold the line. A similar picture emerges when accelerating out. In the standard trim, the little Gixxer tends to arch wider than planned by the pilot. However, three turns more preload on the shock absorber effectively cured this shortcoming.

Suzuki is quite defensive when it comes to choosing Brembo brake pads. Although the stoppers provide a good and transparent effect, they could still bite a bit crisper and require a little less hand strength.

Conclusion: The Suzuki GSX-R 600 comes at exactly the right time. The lively Gixxer has changed from the ground up, shed her sluggish past and breaks a lance for the supersport class. Your great handling opens your eyes again and shows how great motorcycling really is. Drive clean and smooth – that’s it!

Technical specifications


Suzuki

The new Suzuki GSX-R 600.

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 93 kW (126 HP) at 13,500 / min, 70 Nm at 11,500 / min, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression: 12.9 : 1, ignition / injection system, 40 mm throttle valves, mechanically operated multi-disc anti-hopping oil bath clutch, six-speed gearbox, chain, G-Kat

landing gear:
Aluminum bridge frame, steering head angle: 66.5 degrees, caster: 97 mm, wheelbase: 1385 mm, inner fork tube Ø: 41 mm, spring travel v./h .: 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, 310 mm double disc brakes with radially attached four-piston fixed calipers at the front, 220 mm single-piston floating caliper at the rear

Weight (ready to drive): 187 kg *

Tank capacity: 17 liters of super

Base price: approx. 11 950 Euro (plus ancillary costs) *

* Factory specification

Changes in detail


Suzuki

The new Suzuki GSX-R 600 has become lighter and much more delicate. As a result, it increases in handling and mixes up the class again.

  • Nine kilograms weight reduction
  • Completely new frame
  • Shorter wheelbase (1385 mm instead of 1400 mm)
  • Lighter Showa Big Piston Fork (BPF)
  • Lighter Brembo monoblock calipers
  • Reduced axle diameter
  • Lighter pistons allow a 1000 revs higher maximum speed (now 15500 rpm)
  • Simply turn the circuit diagram around
  • Small exhaust muffler
  • Two selectable injection mappings
  • Lap timer and adjustable shift light

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