2001-2003 Suzuki GSX-R600 Road Test & Review Sport Rider

4 Мар 2015 | Author: | Комментарии к записи 2001-2003 Suzuki GSX-R600 Road Test & Review Sport Rider отключены
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Six Fix: 2001-2003 Suzuki test


It’s a occurrence these days for to build various models some of the same components. engine and frame designs are used on multiple machines to costs down and profits up by another bike from the bin, rather than expensive, all-new tooling for one motorcycle. It’s a fairly way to do business-as long as the bike’s isn’t compromised by the one-size-fits-all

Suzuki is one manufacturer that has this technique to great with its previous GSX-R600. The GSX-R600 utilized much of the GSX-R750’s basic components in its to out-handle the competition, without any severe weight or bulk in the process.

The competition has quickly up with and surpassed the previous GSX-R600 since that however. So, Suzuki once took its latest 750 platform-not a bad to start-and revised various to create an all-new GSX-R600. But can the modular philosophy succeed a time around?

After some time flogging the GSX-R around the street and we can confidently say this: the competition is in again.

Park the 600 and 750 alongside another, and it’s difficult, at glance, to tell them The fairings are virtually identical, and if it for the 600’s conventional 45mm up front and non-braced swingarm out you’d be hard pressed to which is which. Delve the inner workings of the new 600, and you find the similarities continue.

The twin-spar frame structure and engine cases are virtually and the 600 uses the same type of fuel-injection system found on the

Ah yes, fuel injection. seen the Japanese factories use EFI on bigger machines for some now, but the GSX-R600 is one of two (Honda’s new being the other) 600s this year that the high-tech induction system. Triumph’s TT600 was the first to use EFI, it suffered from a few in the lower rpm that made us if fuel injection can work on machines.

One benefit of fuel is easy cold-morning starts. As on the a choke/fast idle lever on the clip-on assists in getting the motor up to operating temperature Once in the saddle, you realize the family similarities extend to the and cockpit appearance too.

The new GSX-R has a rather tall height, which keeps the from being cramped due to the high-set footpegs, while the to the clip-ons is spacious without extending your torso.

under way from a stop more rpm than usual there isn’t a whole lot of down low, and the motor a bit sluggishly below 4500 Carburetion at low rpm is flawless, however; the throttle response is more a of the highly oversquare engine x 42.5mm bore/…) breathing the comparatively huge throttle (41mm tapering down to throttle plates). Acceleration the lower gears is brisk but you need to be above 7000 rpm the midrange power really to kick in.

Out on the highway, the windscreen adequate protection from the although the mirrors have function for style compared to the GSX-R600; they provide of an elbow view than prefer. The motor is silky-smooth for the part, but a slight tingle through the pegs at 70 mph. action is less notchy on our 750 test unit, yet it still a positive movement from foot.

Some liked it, others would prefer a tad effort at the shifter. The reach to the proved a bane to one tester long trips, focusing a bit too weight on his wrists.

Once the canyons, however, all thoughts of comforts are long forgotten. The new revised chassis and motor to life in cornering mode, and the you ride them, the better respond.

The 600’s suspension is reminiscent of the 750: a fairly feel through the initial of the …, while still the chassis under control the bottom half of travel. bumps were absorbed little fanfare, especially at speeds. We had to crank-in more in the rear than we thought was at first, to keep the bike squatting excessively under

We found out why after a closer of the rear suspension; the linkage has a linear progression curve the previous GSX-R600, which more of the travel to be used for a bump (check out Art Science on 76). It’s obvious Suzuki has biased the new 600 toward back-road/racetrack use.

Steering habits were yet precise, although a bit of effort was to initiate quick-flick turn-ins, as as keeping the bike on-line in corners. We’d guess some of this is attributable to the steering damper now fitted to calm any high-speed chassis

Regardless, the GSX-R feels flickable in side-to-side transitions though it isn’t as much of a as predicted-it scaled in at 423 pounds only two pounds less the Yamaha R6). And the bike straight and true through the fastest curves you can throw at it.

And you be running into those pretty fast, courtesy of the 599cc, four-cylinder powerplant. power is vastly improved the previous GSX-R, with steam on tap from 8000 rpm on up. are the days of keeping the old engine above 10,000 rpm to access any of rapid acceleration off the corners.

the new engine, there’s another jump in power at 9500 followed by yet another at 11,500 rpm as the motor screams (with the most aggressive stock note in the class) to its 100.5 peak at 13,000 rpm-a new for a Sport Rider production 600 bike. This thing flat gets with the

The new motor is even more of a revver than the previous making the task of accessing top-end power easier. the new GSX-R has taller gearbox than the previous version, and the three seem spaced apart. The fact that motor isn’t exactly a monster, yet was able to pull gears at the dragstrip to the tune of a at 125.48 mph run speaks volumes its strength. The little Gixxer impressed at our top speed test running 157 mph past the radar (We guess the bike will go faster, but since we were to the track, we had fitted Metzeler tires-which are slightly taller the stock Dunlop Sportmax thus raising the gearing

Slowing all that velocity are four-piston calipers clamping on the 320mm discs up front. The new are worlds better than the wooden-feeling GSX-R binders; overall response, power and are vastly superior, and have our new favorites on a 600cc production Although the calipers have changed, we’d attribute the braking performance to a new pad material.

some hard racetrack we noticed that the discs’ area was more discolored usual, with some spots appearing on the surface.

Oh the racetrack. With their contingency racing program, clear Suzuki is trying to the outright performance aspect of the And it’s apparent once you out onto racetrack tarmac the Suzuki is clearly in its element.

we tested in the canyons, it was evident the faster we went, the better the behaved. Not that its manners in the corners were poor, you; it’s just the Suzuki preferred a chance to its legs and show you what it was capable of. After slipping on Metzeler Rennsport DOT racing we segued to the Streets of Willow for some all-out pavement

The Metzeler’s taller profile the rear about 6mm, combined with the front more rounded profile to the stock Dunlop Sportmax alleviated much of the effort to hold a line in slower and provided more neutral while on the brakes. (It also a penchant for slightly falling in max lean, however.) The GSX-R railed through the fast stuff, as the well-sorted suspension things well-managed in areas other bikes would be a bit unruly. Excellent front end promoted blazing corner speeds, and ground clearance was a factor, with only the barely touching down.

the motor really unwind up to its 14,500 rpm redline verified its horsepower, and its improved midrange tremendously through the Street’s sections. Where the previous would force you to downshift in to get good acceleration, the new 600 allows you to a taller gear and carry speed and momentum, translating higher straight speeds. The were superb, slowing the with excellent feel and and virtually zero fade.

It’s pretty amazing how far performance has progressed in the past even in the last few years. We now 600s surpassing the 100-horsepower weighing less than 400 dry and possessing top speeds that the best 750s of only years ago. The Suzuki incredible performance is easily a for the best in the class, and what’s more amazing is that its design is closely based on its 750

Suzuki had a good platform in the GSX-R750, so why not expand on it? Sometimes the a chip off the ol’ block isn’t a cliche.

We can see the mother of all sportbike battles looming the horizon.

sr opinions

I’ve worrying about the new GSX-R600 since I rode the 750 version year. That bike was an improvement over the old 750, I was my own Gixxer 600 racebike would be worthless with the introduction of the new It’s been sitting in the garage lately, and now that ridden the 2001, I have feelings about keeping

The new 600 has the motor that the old version needed, and that puts it in the thick of things at the top of the class. being based on the 750 chassis it-especially when compared to the bit on the large side, and I’m not that the parts-sharing philosophy work in the 600 class anymore. of being the revelation that the 600 was, the 2001 bike like. well, the 750 with 20 horsepower.

Still, the GSX-R is a platform for a Supersport bike, and will collect its share of I’m just trying to myself that old faithful need to be replaced. Maybe time to face reality: for 1997 GSX-R600. -A.T.

I first rode the Gixxer on the I wasn’t terribly impressed. I loved the sound of the new, engine and the romping midrange that came with it, the steered heavy and didn’t the variety of lines entering that I found so irresistible in the R6 last issue’s BOTY As I spent more time in the I realized the GSX-R600 worked the harder I pushed it.

However, it stood up in a big way during braking maneuvers-not exactly I wanted in the unpredictable street Ultimately, I grew to like the although I’d take out of the suspension’s racetrack stiffness for use.

Riding the GSX-R600 at the with Metzelers was a revelation! The profile of the tires allowed me to the bike’s spectacular brakes. the binders into corners no ill effects on the turn-in. The Suzook’s inspired my confidence. Yeah, or altering lines required a bit of but charging out of the corners or accelerating pavement irregularities didn’t the 600 at all.

I can’t wait to get puppy on the big track.

I’m the days until our 600 comparison.

GSX-R vs. R6

Measuring up the new Suzuki last year’s champ

we go any further, remember that the R6 we here was the 2000 model, not the model, which will some updates. We only to see how the new GSX-R600 compares to last class champ; one that head-and-shoulders above the competition.

The major difference is apparent the you sit on them: the R6 is far narrower at the knees, and almost like a bicycle in to the Suzuki. Its seating position is upright, with a much reach to the bars and a tad more The GSX-R’s fairing provides more wind protection the R6’s relatively skimpy

Out on the twisty pavement, the R6 is far more in the tighter sections, allowing you to and choose your intended line with little The GSX-R requires more to initiate a turn or change midcorner, and prefers you use some weight to help change (the steering damper plays a role here).

We noticed the GSX-R has far more braking than the Yamaha; it drastically when the throttle is compared to the R6, especially in the lower This demanded more to run as quickly as the Yamaha in tighter as it required higher entrance and precise throttle control. The R6 to be geared much shorter the Suzuki, yet it allows you to coast the corners far easier.

The faster sections, however, is the GSX-R plays its hand. Its end stays planted in situations the R6 tends to get a little nervous, and its horsepower is apparent coming off the corners. The Suzuki is stable as a compared to the Yamaha; midcorner are shrugged off with little

Plus, the GSX-R’s brakes surpass the R6’s former binders in power and feel.

much the same story at the In the tighter sections, the Yamaha scythe through without drama. The GSX-R required a bit effort to hustle around and tight chicanes.

The R6’s gearing played into of the Street’s slower cornering while the Suzuki’s slightly ratios had it a touch off the real of the powerband. Both bikes’ midrange power allowed to pull taller gears and momentum through some of the sections. Meanwhile, in the fast the GSX-R ruled.

What did the say at the end of the track session? We ran out of time to try a few and suspension adjustments, but without up too much before we get all the 600s let’s just say the Yamaha and were damn close. And was still some debating on among the staffers as to which would choose. So let’s up and get the rest of the 2001 contestants

There’s going to be one hell of a 600 coming up in the next few months!

This article originally in the February 2001 issue of Rider

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