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She was no longer expected in the supersports war. Finally, here is the GSX-R which was missing: the 600. A small tracker that will deceive many people as its family spirit is marked. Admit, looking at it, you thought you saw the 750 … And that’s almost not wrong. Because the new 600 GSX-R is actually derived from its big sister on many but really many points.
Frame, tank, fairing, intake, dashboard, driving position … Almost everything comes from the 750. Nothing really surprising when you know that these 2 machines were developed at the same time. In order to achieve a reasonable price, the 600 skips certain peripherals or is seen to “lighten” certain elements. The fork here is a classic model, not inverted, adjustable in preload and rebound but not in compression. The rims are the same, but the rear is a bit narrower. The same goes for the braking unit where the only difference comes from the brake calipers: 4 pistons on the small one, 6 on the big one. The swingarm is shortened by 10 mm and is not reinforced, the rear tire goes to 180, the SRAD is kept; it only starts to change when we get to carbs.
Although cubing 150 cm3 less, the GSX-R boiler is not a small player. It all starts with fresh air which enters via SRAD intake ducts to the same air box as the 750. It then passes through 36.5 mm carburettors (39 for the sister). Then, stuffed with fuel, it enters combustion chambers with a slightly less super-square design. A good explosion to drive (via a lightened piston-rod assembly of
200 g) the crankshaft thinned by 1 kg and here are 106 cannons which tumble out of the box. Barely 20 hp less than the 750. And for a 600, it causes !
Klong! First. Even the box has not forgotten where it came from. The selection lacks a bit of smoothness and the transmission also retains some play. Although the mill is flexible, the ride in agglomeration is not the favorite pastime of the GSX-R. Anyway, this seductive had warned from the start: pilot installed very sport, with not much room to move and tickled by an irresistible desire to send the watts … So, no hesitation, we spin !
And you have to appreciate the high speeds. The 600 GSX-R is a sporty whip, not an XJR 1200 with which we wind on the torque. The Suzuki 4-cylinder begins its work at around 4000 rpm without really being exciting. Then, around 8,500, we start to have good horses but you really have to spend 10,000 revs for the boiler to express itself. If it is more hollow at low and mid revs than its competitors Yamaha Thundercat and Honda 600 CBR, it really clashes in high revs. Remarkable for this type of mill. Rolling down without being shy to howl, the power gives the machine wings without overwhelming the pilot. No madness or bestiality that can be found on the 750 or on a Kawa but above all efficient and usable watts. Let’s be clear: it sends big up to 13,000 trs. Thanks to the latest tighter gearbox ratios, the acceleration is worthy of the upper template; we just lose a little top speed. As for the box criticized earlier, it enjoys speed and quality handling in sports use. The circuit fascinates!?! The GSX-R likes it and invites you to the pleasure of driving.
Were you excited about the agility of the 750? You will be stunned by that of the 600. With a lower weight of 5 kg, a narrower rear tire and a shortened wheelbase, the pistarde is particularly lively in the curves and the sequences. It is also the advantage of being the lightest machine in its segment. His runner-up, the CBR, is far behind: 8 kg, a world! A gesture and the GSX-R swings; a look, a movement, and she swallows the virolo, laughing. A real track machine. This prodigious agility in no way affects the stability or the homogeneity of the machine. However, in severe use, the steering tends to react somewhat harshly. If you’re planning on putting on heavy throttle, seriously consider a steering damper. Serious is also the opinion of the braking of the bike. Prodigious of power and consistency, it only gives the 750 a feeling in (very) slight withdrawal. A little suspicion, the action of the brakes really influences the direction. This tends to lock if you hold the brakes when entering the bend. Improvisation not recommended.
Suzuki’s new little bombshell has not missed its entry into Supersports. The firm offers a pistarde with an undisguised competitive taste. Hollow at the bottom but powerful at the top. Strong without being uncontrollable. Particularly lively and agile and swimming the circuit like a fish in its bowl, the Suzuki is a tool on the track that offers few concessions to the road. However, its competitors have to worry about. Heavier but less exclusive, they can put a front end to a superior versatility that the GSX-R lacks. The latter, on the other hand, has a circuit flavor as well as a particularly attractive price..
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Opinion
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Model marketed in
1997
Performances
-
Max speed:
about 250 km / h
The technical aspect
Suzuki 600 GSX-R 1997
- Frame
- Frame: double aluminum beam
- Tank: 18 liters
- Seat height: 830 mm
- Length: 2,065 mm
- Width: 720 mm
- Height: 1,165 mm
- Wheelbase: 1390 mm
- Dry weight: 174 kg
- Operating weight: 199 kg
- Train before
- Telehydraulic fork Ø 45 mm, deb: 120 mm
- 2 discs Ø 320 mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 131 mm
- 1 disc Ø 220 mm, 2 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- 4 carburetors Ø 36.5 mm
- 2 ACT
- 4 valves per cylinder
-
600 cc
(65.5 x 44.5 mm) -
103
ch
at 12,000 rpm -
6.60 mkg
at 10,000 rpm - Weight ratio /
power
: 1.69
kg / hp - Compression: 12: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Gallery
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