2011 Suzuki GSX-R 600 Preview — Ultimate MotorCycling

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2011 Suzuki GSX-R 600 |

2011 GSX-R 600

The GSX-R 600 has to win races in many 600cc across AMA Pro Racing and World and for 2011, Suzuki decided on redesign of the motorcycle.

New for 2011, the 600 shares the same advances as its brother, the GSX-R 750: advanced engine technology, broader power delivery, throttle response, lower and about 10-percent better mileage as measured by Suzuki using the standardized Worldwide Test Cycle.

The new GSX-R600 nimble handling and a compact the new Suzuki also is 9 kilograms with a curb mass of 412 giving it the class-leading power-to-weight for production 600 four-cylinder Supersports.

By Design

Efficiency is an important engineering consideration.

Combustion for example, is a measure of how completely an burns its fuel. Better efficiency can increase power and output across the rpm range; throttle response, acceleration and mileage; and reduce emissions.

efficiency is a measure of how much of the and torque produced by an engine reaches the rear wheel. mechanical losses by minimizing engine friction, reducing the of reciprocating internal parts and crankcase pressure can increase efficiency, putting more of an output to use actually moving and the motorcycle and also improving mileage and reducing emissions.

efficiency is best expressed by the ratio, or, the comparison of a motorcycle’s to a motorcycle’s weight. The more and torque the engine makes and the the motorcycle weighs, the better the ratio becomes. In turn, a power-to-weight ratio can produce acceleration, better fuel and reduced emissions in many

Suzuki engineers paid attention to making the new GSX-R600 as as possible in every way.

A More Compact Chassis

The model both features new chassis designs, each on a more compact, lighter aluminum frame with a 15 mm wheelbase. The GSX-R600s wheelbase now 1385 mm.

Rotating each engine rearward by 3 degrees the countershaft sprocket made it for the engineers to reduce the distance the front axle to the swingarm while maintaining the race-proven geometry and without losing the clearance between the front and the radiator at full wheel

For both models, the shorter better centers the combined mass between the wheels, racetrack cornering and also the reach between the seat and the

The shorter reach and slightly handlebar angle make it for the rider to reposition their while on the racetrack and also comfort on longer highway

Each model’s main is built using five castings. But changes in the size and of the main spar castings and the of the connecting welds contributed to a grams significant reduction in weight for each model and allowed the engineers to adjust rigidity and enhance racetrack Each frame is also at the seat, making it more for the rider to reposition their for cornering on the racetrack.

Each model’s aluminum is also 900 grams lighter, to a simplified design using welded-together, cast parts.

Of The Art Engine Design

The GSX-R600 the compact and powerful four-cylinder design of the GSX-R 750 that is best described as a real-world of advanced high-performance motorcycle

The engine is liquid-cooled with Ram-Air Direct (SRAD) and a digital engine management Double Overhead Camshafts are driven by a link-plate chain off a crankshaft and open four valves per cylinder through tappets, with shim-under-bucket adjustment.

The valves are set at a narrow 22.0 degrees for the GSX-R600-allowing a compact Twin Swirl Chamber (TSCC)-with the GSX-R600′s valves set at 10.0 degrees the cylinder centerline. The exhaust are set 12.0 degrees from the centerline.

Each model’s is oversquare, which means it has a larger bore and a shorter producing a race-proven bore/… which contributes to better and allows higher rpm. forged aluminum three-ring pistons feature cutaway and ride on short wrist carried by shot-peened chrome steel connecting rods.

The upper compression ring and the oil ring on each piston a chrome-nitride coating applied in a using a Physical Vapor (PVD) system.

The chrome-nitride is harder and smoother than chrome plating, reducing and improving cylinder sealing; the upper compression ring is out against the cylinder wall by pressure, reducing blow-by and improving cylinder sealing.

bore in the integrated aluminum-alloy casting is plated with own race-proven nickel-phosphorus-silicon-carbide coating, reduces friction and improves transfer, durability and ring and is known as Suzuki Composite Material (SCEM).

Pentagonal in the sides of each cylinder are larger in terms of area conventional round ventilation allowing air trapped underneath descending piston to more escape to adjacent cylinders the pistons are rising.

The shape of the holes-wider at the top, narrower at the the actual flow of the trapped with more flow at the top and at the bottom, and reduces pumping due to internal crankcase air-pressure to downward piston movement. The ventilation holes also overall crankcase weight.

The carry a six-speed close-ratio with vertically staggered to reduce overall engine and a back-torque-limiting clutch.

The GSX-R600′s close-ratio six-speed transmission a taller first-gear ratio and ratios for 2nd, 3rd, 4th and 6th making it easier for a racer to get a start and also improving acceleration and drive out of corners. The combined weight of the transmission is reduced.

The race-proven ramp-and-cam of the back-torque-limiting clutch reduces on the plates during deceleration, smoother downshifting and corner and allowing the track rider to on braking and cornering.

The four-into-one exhaust system features individual head pipes and a collector. The mid-pipe located the collector and the under-engine exhaust carries a Suzuki Exhaust (SET) servo-controlled butterfly to match exhaust system to engine rpm, throttle and gear position, maximizing and improving throttle response, in the low-to-mid rpm range.

The exhaust chamber leads to S-bend pipe and a titanium shaped and positioned to enhance clearance and improve aerodynamics. A in pipe wall thickness and a more efficient exhaust and muffler combine to make the system 1700 grams

A slightly larger-diameter radiator fan on the efficient, trapezoidal, curved turns on and off based on coolant and improves cooling performance.

The new uses lighter, more forged pistons designed the same Finite Element (FEM) and fatigue analysis used to develop MotoGP engines. Shorter and narrower narrower wrist pin bosses and wrist pins help each piston assembly 78 lighter.

The lighter piston translates into less weight, reducing mechanical while improving throttle acceleration and engine output the rear wheel.

The GSX-R600′s intake valves measure mm in diameter, while the titanium valves measure 22.0 mm in New camshaft profiles produce a aggressive valve-lift curve to throttle response, mid-rpm and peak engine output also preventing valve surge at high rpm.

The cam were designed using technology developed by Suzuki working on ultra-high-revving MotoGP engines. The GSX-R600 is the first Suzuki motorcycle to benefit this proven MotoGP technology.

On the racetrack, that to better drives out of corners and top speeds. On the street, it means the GSX-R600 doesn’t have to be as much to accelerate briskly from a stop.

Advanced Engine Management, Fuel and Emissions Control

Both new feature a repositioned engine computer (also known as the Control Module, or ECM) to the wiring harness to be simplified and lighter. The ECM operates a state-of-the-art Dual Throttle Valve closed-loop fuel injection an advanced ignition system and emission control systems, better throttle response, power delivery, improved and reduced emissions.

At the heart of the system are two linked, double-barrel throttle bodies, each getting its own tapered barrel two butterfly valves and two compact injectors.

The primary butterfly in each throttle body is directly by cable (which a positive, instantaneous connection the rider and the machine) to the throttle operated by the rider. The secondary is controlled by the ECM, which engine rpm, primary valve position (or how much the rider has selected) and gear then opens or closes the butterfly valve incrementally to the ideal intake air velocity for cylinder charging and more and complete combustion. The result is linear throttle response, torque and reduced emissions.

The fine-spray injectors each 8 small holes for improved atomization, which contributes to complete combustion. The primary for each cylinder operates all conditions, and the secondary injector more fuel during high-load operation.

The primary for each cylinder has been at a shallower, 35-degree angle the throttle-body centerline, spraying fuel below the primary valve and directly down the port, improving throttle Each cylinder’s secondary is mounted at a 15-degree angle and is to bounce sprayed fuel off the throttle valve, improving and combustion efficiency while contributing to more linear response.

The amount of fuel delivered by the is determined by the ECM, and is controlled by on-time. The longer the injector is on and is spraying fuel, the greater the of fuel delivered to the cylinder.

injector on-time is calculated on engine rpm, intake (vacuum), throttle position and from a sensor built the exhaust system; the sensor exhaust gas composition and allows the ECM to fuel delivery for more combustion, reducing hydrocarbon carbon monoxide (CO) and oxide (NOx) emissions. injector on-time is calculated on throttle position and engine

A new, technologically-advanced, transistorized control circuit developed in racing and built into the ECM finer calibration and maintains precise and stable spark across the range of engine

The system uses an individual coil built into spark plug cap and fires 10 mm NGK plugs. Each plug has a iridium-alloy electrode that a hotter spark (resulting in complete combustion and improved response), and delivers about the service life of a conventional plug electrode.

An automatic Speed Control (ISC) is controlled by the ECM, reading temperature and regulating the amount of air fed the throttle body idle when the engine is started in conditions. The ISC system improves reduces cold-start emissions and engine idle under conditions.

Suzuki’s proven (PAIR) system is controlled by the ECM and clean, fresh air from the air box the cylinder head exhaust reacting with unburned HC and CO emissions. The amount of clean air into the exhaust ports is based on throttle position and rpm.

A catalyzer, or catalytic is built into the exhaust mounted underneath the engine, to reduce HC, CO and NOx emissions. The effective management and emissions control make the new GSX-R models

S-DMS Rider-Selectable Mapping

The Drive Mode Selector system built into the ECM the rider to use a button mounted on the handlebar switch module to one of two engine control maps, the fuel injection, secondary valve and ignition systems. The two are designated A and B, with Map A delivering power and acceleration and Map B producing moderate acceleration.

The S-DMS allows the rider to select a map to various riding conditions and preference on the road, for example one map for highway cruising and the other map for country roads.

The two available were also developed racing experience. Switching one map to the other is instantaneous, making it for the rider to use one map on one part of a racetrack and select the other map for another of a racetrack, useful in case of rain in only a few corners.

The system also allows the to switch from Map A to Map B to suit at the end of a long race when the tire is worn, to use Map B when in a new rear tire, or to choose Map A for a racetrack and Map B for a tighter racetrack.

The In Fully Adjustable Racing

For the first time, the Suzuki come with the revolutionary, Showa Big Piston Front-fork inverted front suspension Conventional inverted front use a cartridge assembly that inside the fork leg on each and typically incorporates a 20 mm piston to damping.

The advanced BPF design the separate internal cartridge inserted into each leg and instead uses a single, mm piston riding against the wall of the 41 mm inner fork

The larger BPF piston and valving produce more effective, accurate and more linear performance. The more controlled damping is especially noticeable hard braking and at corner delivering better feedback to the

The BPF design also has minimized in internal fork pressure the …, improving response to bumps and racetrack surface And because the fork springs are to the bottom of each fork leg they are completely submerged in foaming is reduced and damping remains more consistent. the piston is located above the springs, maintenance on the racetrack less time. Rebound and damping can also be externally using convenient screws into the fork caps

The BPF installed on the newest GSX-R600 are 860 lighter. The weight reduction is by the use of an external nut to secure the redesigned and front axle, versus the previously used front into a reinforced boss into the fork leg.

The Showa rear shock externally adjustable rebound and damping, along with ride height. The threaded seats used to adjust are now made of anodized aluminum instead of steel, reducing by 90 grams. The spring itself is 200 grams lighter and a new shock is 490 grams lighter.

Suspension is also improved by a 550 grams in unsprung weight, thanks to a 210 lighter front and 190 grams rear cast aluminum set and a 150 grams lighter rear drum assembly.

Unsprung is the weight of the components between the (or springs) and the pavement-has a huge on each wheel’s ability to in contact with the racetrack More contact means traction, which is especially when accelerating out of a corner on the or when trail-braking into the of a corner on the racetrack.

An electronically steering damper uses the ECM to motorcycle speed and adjusts for lighter steering at slower and in parking lots, and delivers damping force at racetrack and speeds.

Fully Floating Disc Brakes, With Brembo Monoblock Calipers And Controls

The GSX-R600 both come 310 mm fully-floating front brake and new radial-mount, four-piston Brembo calipers. The 32 mm caliper pistons are to promote even pad wear, the pistons offset relative to the pad

The monoblock design of the new calipers them lighter, and their rigid construction and increased area improve braking by providing the rider with consistent power and better at the lever.

The front brake cylinder uses a 17.46 mm piston. The position of the front lever relative to the handlebar is adjustable, using a convenient wheel. Combined, the new front calipers and associated hardware are 405 lighter than the system on previous models.

The single 220 mm disc works with a lighter Nissin single-piston that is 325 grams lighter the caliper used on previous

Adjustable footpegs can be moved a choice of three different in a 14 mm horizontal and vertical range, to rider comfort with a relaxed seating position on the or allowing more cornering and a tighter tucked-in position on the The rear brake pedal and cylinder move together the right footpeg assembly, and the lever linkage can be adjusted to changes in the left footpeg

Sophisticated Instrumentation, Featuring A Lap Timer

The new, more and lighter instrument cluster on the GSX-R600 now comes standard a built-in lap timer/stopwatch and a programmable, engine rpm indicator system. those new features can be useful at days or during club-racing

The lap timer/stopwatch can be conveniently triggered a button on the right handlebar module. The engine rpm indicator four LEDs can be programmed to go off at different rpm settings, with a of a solid or blinking light. LED is also adjustable.

The centerpiece of the cluster is an analog tachometer, an adjacent LCD panel offering speedometer, odometer, dual meter, reserve trip clock, coolant temperature/oil-pressure lap timer/stopwatch, S-DMS indicator and position indicator displays.

LED lights built into the include neutral, high and turn signal, fuel and FI indicators.

A rolling-code anti-theft system is standard in selected with an additional LED indicator built into the instrument

Lighter, Simpler Bodywork Improved Aerodynamics

The new Suzuki feature exciting, aerodynamic and are even more streamlined and more compact. The wind-tunnel of the new model bodywork was done a rider in place, because a won’t move very far or well without a rider. The centered around giving new GSX-Rs smaller, simpler and bodywork, without losing any efficiency.

The bodywork is shorter to rear to match the shorter but front overhang is also by 55 mm and rear overhang is reduced by 35 mm. height remains a relatively low 810 mm, and the top of the 17-liter fuel tank is allowing the rider to tuck completely.

The simplified bodywork fewer, thinner parts and with less overlap and seams, requiring fewer and clips, while still strict Suzuki quality and tests. A new combination of smooth, lines with sharp and special attention to improving air along the side panels and cowling paid off by making it to significantly reduce bodywork area, saving even weight.

Returning to a vertically-stacked dual layout helped save weight without any performance And when the engineers were each set of new GSX-R600 bodywork and external parts weighed an 35 percent less (a full grams) than the equivalent used on previous models.

Weight Equals Better

The importance of reducing curb by 9 kilograms for the new GSX-R600 cannot be The integrated design team of Suzuki engineers analyzed engine, chassis and electrical component and assembly. Could it be lighter, smaller, simpler maintaining strength and durability?

It was painstaking work, and the result was overall performance. On the racetrack, overall weight contributes to acceleration, stronger braking, handling. Which can make the in getting to the finish line

The Total Package

Designing a to Own The Racetrack isn’t simply a of bolting together parts. It a total package, every contributing to helping the rider faster laps around the

Consider the scene at a racetrack you: The rider swings a leg the latest GSX-R and warms up the Clicking the bike into he heads out onto the course, upshifting through the close-ratio transmission and accelerating hard turn one. At just the point, the rider brakes and downshifts rapidly, the powerful, Brembo front brake scrubbing off speed while the back-torque-limiting clutch and BPF front help keep the wheels in as the rider turns into the

Just past the apex, the rolls on the throttle and accelerates over ripples in the track the effective suspension and an electronically steering damper helping the smoothly follow the rider’s exit line.

It could be a track day for fun and excitement, or during a race weekend for purse and championship points. It is the product of integrated design approach, and the of every GSX-R: Own The Racetrack.

Suzuki GSX-R 600 Price:

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