Suzuki GSR 600 motorcycle test

Menus

• The bad roadster
• Discovery
• In the saddle
• Contact
• In the city
• Highway
• Departmental
• Comfort
• Braking
• Convenient
• Consumption
• Conclusion

The bad roadster

We
had been waiting for several years for a Bandit 600 equipped with
last engine of the GSX-R, then a B-King …
models drawn in January 2004, Suzuki will have taken less than two
years to unveil the GSR 600 at the 2005 World Cup. Halfway to expectations,
this is a real new model, designed
in Europe, come to take back the ground gained in recent years
by the Hornets and other Fazers. The GSR benefits from the latest innovations,
double-butterfly injection, anti-theft system with transponder,
LED headlights, compliance with EuroIII standard…

Discovery

The GSR has its own personality, even from afar: it is impossible to confuse it with any other model. It immediately appears rewarding, with a template closer to a 1000 than to a 600. The convex tank, which incorporates the indicators, contributes to this effect. The rear light framed by a double exhaust gives a sporty side to the whole. The whole thing reminiscent of a mixture of Brutale and
by Fazer with a B-King touch.

The engine directly from the GSX-R 600 K5, has been revised
and reworked for more torque and mid-range feel.
The whole develops 98 horses, unbridled, at 12,000
revolutions, with a torque of 6.6 mkg at 9600 rpm.

In the saddle

The hands fall well on the flat handlebars. The position turns out to be slightly leaning forward, with no particular support on the wrists, but requiring the arms to be bent well. The whole thing gives good support forward. The feet touch the soles of the feet for the 1.70m pilot, and flat in a duo. It is perhaps current roadsters, one of the lowest for the pilot (and therefore ideal for the "little ones"). The feet are then quite raised giving a rather compact overall position. It appears like this
very affordable for small riders without any problem,
especially compared to the GSX-R or the Bandit.

The dashboard highlights a central analog tachometer framed by
the fuel gauge on the left and the speedometer on the right.
We especially notice a gear indicator very practical in use.
The red zone at 14,000 laps suggests a
fun high in the towers.

We immediately notice the coded key / transponder system … on
The reservoir !

Rectangular mirrors
adjust easily but are too close to the body.

Contact

Reset.
The pot distills a shrill sound.

Clutch, start … The knees find their perfect fit.
place around the tank without stops or roughness.
Without any brutality, the GSR winds on a net of gas. Passage
in seconds smoothly, without sudden or surprise. The box is faithful to Suzuki
: we forget it.

What immediately surprises, however, is the handling.,
and the impression of lightness from the front.
The GSR is placed in the bicycle category with its 183 kilos,
placed rather low. She sits right between a Hornet and a Bandit.

In the city

The GSR prompts you to turn the grip, especially since it revs up very quickly at the slightest touch of the right hand. With a red zone at 14,000 rpm, the first can take up to 95 km / h (not in the city) and the second at 135 km / h! That said, the bike howls beyond 10,000 rpm and we will stay more regularly at a much lower speed. In fact, the GSR works very well in 3rd in town, with enough torque from low revs to react quickly and without having to scream the engine..

She is able to resume on any report,
without complaining, even at 2000 rpm !

The liveliness is clearly due to the engine but also to the reports
and a rear crown with 2 teeth more than a Hornet
or Fazer (48 against 46).

Highway

The GSR sets off with force on the motorway, even though the wind and lack of protection can be felt from 130 km / h. At this speed, the GSR only turns at 7,000 rpm.

The
headlight shape helps to deflect
the wind up to about
150 km / h, offering the possibility of going up to 160.
Beyond that, it becomes necessary to cling to
be able to reach the 200 km / h bar (in Germany) and beyond without
problem for the engine. The limit here rests on the cervicals
of the rider, but with a motorcycle pulling short, the speed records are not
not for her.

The GSR is here healthy in terms of behavior, offering stability,
even at high speed and despite
gusts of wind and rain punctuating the test route.

Departmental

The
GSR really demonstrates its capabilities once back
on departmental. By playing between 3rd and 4th, she becomes a
particularly playful and playful machine, crazy about virolos.
Its braking capacities are then welcome to alternate
wide curves and hairpin turns. For those who would like
opt for the ride mode, she is able to stay in 6th sixth
on these same roads, for a smooth cruising speed
and gently.

Comfort

The long saddle is forgotten by its comfort. It allows to live
serenity of long road trips without finishing either its pilot or its passenger.

Braking

Braking is very progressive, both at the rear
than at the front, despite or thanks to the double front disc
310 mm, two four-piston calipers. Everything is easily dosed
and does not surprise at any time, even in the conditions
extremes of the test in the rain and on wet snow even if the power and endurance are at the rendezvous.

Convenient

The GSR houses a space under the saddle, allowing to slide a lock.
The kickstand folds out and folds easily, regardless of
either the ground, offering good stability.

Consumption

The GSR goes into reserve at 200 km in flexible driving,
allowing a maximum range of 240-250 km; filling is therefore rather around 230 km, the fault coming back to a tank of 17 liters and a consumption approaching 7l / 100. the
passage in reserve
automatic is signaled by a flashing pump on the control panel.
edge.

Conclusion

The
GSR offers an alternative to the Hornet and Fazer, even going
hunt on the terrain of the Z 750. It is a logical continuation of the Bandit 650 for those who want to stay in the roadster niche. More lively than coupleuse, she is
ideal for those looking for sensations and behavior
of a sports car at more reasonable speeds. She will address
therefore rather to pilots with experience and second motorcycle
(beginners abstain despite the availability of the GSR in 34 horses).

Comfortable, lively, it reveals itself despite everything
easy to learn. Initially launched at € 6,899, the price stabilized at € 7,199 official in 2006, but remains negotiable to be at the same level as an FZ6.

To consume without moderation, in red, blue, silver or black.

Strong points

• maneuverability
• aesthetic
• motor
• braking

Weak points

• protection
• autonomy (small tank of 17 l.)

Competitors: Honda Hornet 600, Yamaha FZ6

Datasheet

Motorcyclists’ opinions on the test forum: opinions 1 | reviews 2

Related articles

• Triumph Street Triple 675 motorcycle test

  The roadster version of the sporty Triumph Daytona 675 After releasing a sporty ‘600’ based on its 3 cylinder, Triumph declines the Daytona 675 in…

• Honda NT 700 V Deauville motorcycle test

  800 km test. The Deauville evolved in 2006 at the line and engine level. With tighter lines, it is closer to the brand’s CBF style, and gains in…

• Yamaha Thunderace 1000 YZF motorcycle test

  Biker test: Jean-Michel I my name is Jean-Michel (JeanMi for close friends), from 42 but today in the 74 for professional reasons. I have 23 years old…

• Yamaha Fazer 1000 motorcycle test

  Arrival in France at the beginning of the year 2001, the big sister of the FZS 600 Fazer is available at dealers since March. Three months later, she…

• Honda CB 1300 S motorcycle test

  The CB 1300 is the big Honda roadster in the line of the Bandit 1200 and XJR 1300. Introduced in 2003 in the spirit of the Big One, the CB 1300 belongs…

• Honda Hornet 600 – CB600F 2007 vintage motorcycle test

  Ten-day test of the 2007 vintage Exit on the heels of the wicked roadsters ago more than 9 years, the CB600F Hornet has been completely revised in 2007….

• Honda CBF 600 motorcycle test

  1,800-kilometer test Unveiled in 2004, the Honda CBF 600 offers a basic motorcycle, versatile and accessible to young drivers. In 2008, it benefited from…

• Curtiss P40 Warhawk Final Edition motorcycle test

  First and last 2.163 cc V-Twin, 156 hp and 217 Nm, 247 kg full made, $ 75,000 Curtiss Motorcycle Co. , named after legendary American biker and aviation…

• Suzuki Hayabusa motorcycle test

  High speed phoenix (valid for its tester after a high-side) 4 cylinders in line, 1,340 cm3, 190 hp, 150 Nm, 264 kg, Euro5, 18,499 euros Hayabusa…. this…

• Suzuki Bandit 600 S test

  60,000 km in Suzuki Bandit 600S model 1999 When we speak of Suzuki Bandit, we no longer speak of a motorcycle but of a phenomenon. Because at the time of…