Top test Suzuki GSR 600
Standing out is more popular than ever today. And no longer reserved only for the large, prestigious classes. Seen in this light, the new GSR 600 fits in well with the times. Whether the concept works?
You had to do something. Both the Yamaha FZ6 and the Honda Hornet 600 got within 2005
great all-rounder transplanted. In the middle
Featured December in Sardinia
Suzuki GSR 600 is the engine of the previous GSX-R 600, of course with some changes to adapt it to the requirements of pure country road operation. About only two years
The GSR presents itself in a cool outfit to serve up young engines that have been disused as sports engines.
The GSR is not small and petite. A little chubby. This is mainly due to the wide rear and the interplay between the tank, tank cover, water cooler and the sweeping frame that surrounds the engine like a fist. Understatement is not the GSR thing, it wants to appear powerful and imposing. Which is ultimately no coincidence. Because the godfather was the B-King, even if designer Toshiyuki Nishino warped the corners of his mouth when he heard the keyword B-King and looked evasively into the air. As a reminder: The
B-King, a naked bike with radical
Optics, sported 1300 cc, turbocharger and up to 250 hp. It is obvious that many design elements of the study can be found in the GSR.
With a seat height of 800 millimeters and a narrowly contoured saddle, the short-legged 600 is ideal. The workplace is designed to be pleasant and comfortable. You sit comfortably, the handlebars fit, and switches and levers are easily accessible. The cockpit dominates
a large tachometer with analog scaling. Digital displays about fuel level, cooling water temperature, two days-
The odometer, total kilometers, speed and gear are just as important as the mandatory indicator lights for indicators, oil pressure, immobilizer, high beam or fuel injection.
The latter takes its job very carefully, at least at the start. Regardless of whether it is cold or hot: a push of the button and within one crankshaft revolution the four-cylinder whispers at around 1300 revolutions while idling. The engine hisses hoarse with every throttle. And right at the top of the engine speed sky it almost roars from the two tailpipes, accompanied by the sonorous intake noise from the 7.2 liter airbox.
The locking of the gears is exact. Not a bad noise or a knock when you first come out of idle
its teeth step. Further switching through the gear stages is also precise and easy. The throttle response is far less smooth. When it comes to injection, Suzuki uses the in-
their models proven SDTV system
(Suzuki Dual Throttle Valve), the air flow is varied per cylinder via two throttle valves. The first is opened by pulling the cable over the throttle grip, the second by a servomotor controlled by the electronic engine management. This works extremely smoothly with the GSX-R models, but less so with the GSR. It takes the gas quite roughly, and there are also load change reactions. Both together are annoying
especially in city traffic or when driving on narrow mountain roads and tarnishes the otherwise quite positive overall impression of the engine setup.
Because already at 3000 rpm it has
small four-cylinder neat steam in the boiler. So you can easily swim in traffic or stroll down the country road without constantly pushing into the upper speed range. In contrast, the fully fueled 212 kilogram machine accelerates in the middle of the rev range continuously and free of performance drops, but subjectively rather cautiously. Only at 7000 rpm
the GSR adds coal. The motor
runs a bit rougher than, for example, the
Hornet drive, the vibrations lie
but within the tolerance limit. The thrust lasts up to 13100 rpm, but the 600 does not seem tingling after 10,000 tours, but rather tough.
However, this is no wonder if you look at the values of the GSX-R engine: In the current version, the unit can easily rotate at 15,000 rpm and nominally
120 hp. Changed valve timing and modified engine management should enhance the strengths of the four-cylinder in
shift the center. Measured 97 hp
at 12,100 rpm and a torque of
66 Nm at 9400 rpm are the convincing result of the adjustment. A lot has also been done on the hardware. Steel valves replace the expensive titanium parts of the athlete, the gear ratio
is shorter and identical to the one from
the old GSX-R 600 built up to 2003.
The GSR pistons are made of a special one
Alloy after a new casting process-
drive manufactured to minimize wear and friction.
The GSR is fun, no question about it.
It is a successful mix of toys and tools. The frame and swing arm are made of cast aluminum parts, with the frame being made up of two mirror-symmetrical parts on the steering head-
is screwed. We already know that, for example from the FZ6. The GSR engine is economical, approved by the country-
road cruises an average of 4.8 liters per 100 kilometers. And he’s under pressure,
the GSR pops open in just 3.6 seconds
100 km / h. The competition takes a little longer for that. The thrust doesn’t stop at the top either, it only lasts 5.6 seconds in the last gear from 140
180 km / h. That is also faster than the comparable competitors from Japan.
As easy as it is to build up speed, it can also be reduced again easily. The braking system deserves the title “particularly effective”. The four-piston fixed callipers shine with extremely fine controllability. And easy operation, two-finger type. The toppings do not bite sneakily, but they do bite effectively.
But there is still cause for nagging: The machine works when decelerating hard from high speeds
unstable, even the support provided by the rear single-piston floating caliper cannot compensate for this.
The measured average deceleration is therefore good average at 9.4 m / s2, but not outstanding. On the one hand, this is due to the reduced tire grip due to the low outside temperature, and on the other hand to the 43er-
Telegabel is due. Because it blocks when braking extremely hard and cannot keep the rear wheel properly on the ground.
In terms of driving comfort, the front wheel has a soft tuning-
guidance with a lot of negative spring travel certain advantages. In addition, such a design fundamentally reduces the tendency for the handlebar to flap. Even so, the front section of the GSR reacts rather uneasily when accelerating over bumps. During test drives, the fork was visible in the spring base of seven
Rings preloaded on four. A compromise between sensitive response-
hold and breakdown reserves. It would certainly be helpful if the cushioning were tighter. The shock absorber, which can be adjusted in rebound and spring base, does its job even in two-
personal operation best. The GSR loses because of the somewhat underdamped
Fork especially downhill for steering precision. On third-order country roads, there is also a slight self-steering behavior via the 180 mm rear tire.
The bottom line, however, is: All in all, the GSR drives pretty evenly. It is easy to direct using the wide handlebars and leg pressure, although not overly handy. The fact that the competition is slightly superior to it in this regard is probably due to the fact that
both the Hornet and the Fazer
have around ten kilograms less bacon on your ribs. And not her slim body in ready-to-wear clothes-
size 42 wedges.
Which brings us back to the topic. Express yourself, getting noticed is important.
And that’s what the GSR should ultimately do. Suzuki himself speaks of street fighter elements, futuristic styling and a new mixture: “Modern art meets race technology.” Some would have wished for a little more courage to adopt radical solutions. In one point, however, everyone will be happy that the GSR is not out of the ordinary: In terms of price, at 6990 euros it is on par with the competition.
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Top test Suzuki GSR 600
Was there anything else? – Suzuki GSR 600
Support rod for hinged tank available
Passenger footpegs are well positioned
Tank shape very suitable for tank bags
Luggage straps under the bench
No storage compartment for a rain suit et cetera
Grab handle for passenger could be bigger
Mirrors vibrate at high frequencies?
No main stand
Moderate tool kit, very cumbersome
to stow away
Spring base level four,
Rebound a 3/4 turn
Four rings visible at the front of the spring base
MOTORCYCLE Measurements – Suzuki GSR 600
Top speed * 220 km / h
0 100 km / h 3.6 sec
0 ?? 140 km / h 6.2 sec
0 200 km / h 16.1 sec
60 ?? 100 km / h 4.7 sec
100 ?? 140 km / h 5.2 sec
140 180 km / h 5.6 sec
Effective (display 50/100) 47/98 km / h
Display red area 14000 rpm
Effective 13100 rpm
Consumption in the test
at 130 km / h 5.7 l / 100 km
Country road 4.8 l / 100 km
Theoretical range 344 km
Fuel type normal
mass and weight
L / W / H 2110/810/1270 mm
Seat height 800 mm
Handlebar height 1020 mm
Turning circle 5900 mm
Weight with a full tank 212 kg
Payload 218 kg
Wheel load distribution v / h 49/51%
Driving dynamics 1
Braking distance from 100 km / h 41 meters
Average braking deceleration 9.4 m / s2
When braking hard, the fork plunges deeply and hydraulically locks up. The front wheel stamps, the rear wheel lifts off very easily, the GSR tries to break away. The brake is very effective and the deceleration could be higher, but the breakaway of the machine will reduce it to the stated values.
Technical data – Suzuki GSR 600
Water-cooled four-cylinder, four-stroke in-line engine, two overhead chains-
driven camshafts, four valves per
Cylinder, bucket tappet, wet sump lubrication, injection Ø 38 mm, regulated catalytic converter with secondary air system, alternator 375 W, battery 12 V / 8 Ah,
mechanically operated, multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm3
Compression ratio 12.5: 1
72.0 kW (98 PS) at 12,000 rpm
Max. Torque 65 Nm at 9600 rpm
Pollutant values (homologation) in g / km
CO 0.760 / HC 0.160 / NOx 0.090
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, adjustable spring base, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable
Spring base and rebound damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear,
Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test
Bridgestone BT 014 “SN”, “N”
mass and weight
Wheelbase 1440 mm, steering head angle 62.5 degrees, caster 104 mm, spring travel f / h 130/134 mm, permissible total weight 430 kg, tank capacity / reserve 16.5 / 4.0 liters.
Service intervals every 6000 km
Oil and filter change every 18,000 km / 3.6 l
Motor oil 10 W40 l
Spark plugs CR9E NGK
Idle speed 1300 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.5 / 2.9) bar
Two year guarantee
Colors black, anthracite, blue, red
Price 6990 euros
Additional costs 130 euros
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