2011 Suzuki GSX-R600 and 750 Sport Rider

13 Апр 2015 | Author: | Комментарии к записи 2011 Suzuki GSX-R600 and 750 Sport Rider отключены
Suzuki GSX 400


What a difference a can make, especially if you’re After all, it was little than a year ago that the manufacturer’s U.S. subsidiary it wouldn’t import any 2010 models into America—the GSX-R models included. The ploy seemed risky, but was necessary by American Suzuki, noted that U.S. were practically up to their in unsold ’09 units.

Now, a little over a year Suzuki is back strong as in the American market with two redesigned machines—the GSX-R600 and two models that prove engineers weren’t just their thumbs over the year or so.

At first glance, the new are strikingly similar to their In fact, aside from the new Showa fork and Brembo brake calipers, one would that little has been to the GSX-R600 and its slightly-larger-displacement sibling. The is true however, and a quick over each model’s sheet will prove that.

The biggest change you Well, it’s something both models actually in their latest overhaul—excess

No Stone Left Unturned

As was the in 2006, when the GSX-R600 and last received a true Suzuki made a number of to the engine and chassis of each model. However, because the 750 has no competition, it received slightly attention than the 600, for 2011 has a number of engine and, quite frankly, take the middleweight category by this year.

With a curb weight of 419 pounds, the GSX-R750 is roughly 18 pounds than its forerunner. Not to be outdone is the GSX-R600, which with a curb weight of 412 pounds, is 20 pounds lighter than its predecessor. The majority of the weight is spread throughout the bike, but a chunk of it comes from the body panels.

And outward appearance may look the but by using fewer, thinner and less hardware, Suzuki was to cut a staggering eight pounds. to match the shorter wheelbase on that later), the front is 55mm shorter and the tail is 35mm shorter. Fitted up is a new vertically stacked headlight in itself is one pound lighter.

And weight loss was an extremely factor, Suzuki engineers had goals in mind during latest redesign; they looked to improve handling and enhance low-end and midrange by lowering reciprocating mass and frictional losses.

That in the engineers redesigned the pistons of the oversquare engine, which now shorter and narrower skirts and are a 14-percent lighter than of the previous model. Matched to the designed pistons are connecting that Suzuki claims to be 12 lighter.

Also new for the 2011 is the six-and-a-half-ounce-lighter, vertically staggered six-speed transmission that a taller first gear and shorter ratios for second, fourth and sixth gear. The behind this was to not only straight-line acceleration from a (a benefit on the street), but also out of corners (a benefit on both the and on the track).

As far as numbers are concerned, the retains the same bore and but compression has been bumped 12.8:1 to 12.9:1. And while the engine revisions were to just the 600, a handful of alterations were made to it and its larger-displacement kin.

The primary to both engines is the pentagonal-shaped in the side of each cylinder that replace the conventional ventilation holes and are said to easier and quicker airflow cylinders.

Also revised internally on the GSX-R600 and GSX-R750 are the primary which are redesigned for 2011 and are at a 35-degree angle as opposed to a angle on the 2010 models. The result is a more direct towards the intake valves and throttle response. With the of improving low and midrange torque, profiles on both the GSX-R600 and have been redesigned to reduced overlap and maximum

Furthermore, in an attempt to shorten and both GSX-R models’ harnesses, Suzuki engineers the ECM from under the seat to the of the airbox. As a result of this throttle body shape and has been changed.

Still by the ECM is the Suzuki Drive Mode (S-DMS), which like the model regulates fuel the secondary throttle valve and system. Unlike the 2010 however, the 2011 GSX-R600 and 750 just two modes—not three—since to Suzuki, many riders the third mode was rather For 2011, both GSX-R now run the mode switch on the left-side gear since it is easier to with your left than your throttle

In the name of weight loss, the now four-into-one stainless steel system with under-engine chamber was also modified. The still hosts a servo-controlled valve, but now features thinner walls, a smaller exhaust and smaller muffler design. The is an almost four-pound-lighter unit for the and three-pound-lighter unit for the GSX-R750.

By the engine rearward by three Suzuki engineers were able to further revise the and GSX-R750 chassis; the biggest being to the bikes’ overall which is now 15mm shorter the 2010 model. Changes in and shape of the main spar and relocated connecting welds lent to a three-pound-lighter frame. the altered wheelbase, swingarm remains the same.

But by composing the arm of just three as opposed to five, Suzuki were able to reduce weight by an additional two pounds. to the Japanese manufacturer, an added of the GSX-Rs’ shorter wheelbase is handling through mass and a shorter reach between the and handlebar.

While the ergonomics are altered by the different geometry, the difference comes from the which have been out one degree, and from the fuel which has been shortened and to allow more room for the Like the 2010 models, the GSX-R models feature adjustable footrests.

Perhaps the notable addition to the 2011 is the Showa Big Piston Fork and monobloc calipers. The radial-mount calipers up front clamp to discs, are lighter, and their piston sizes are intended to more consistent power and a feel at the lever. The 41mm which has finally been down from the GSX-R1000, is to provide more feedback and precise damping performance.

other changes made weight loss in mind the narrower front and rear redesigned cast aluminum and upgraded rear brake which now clamps onto a disc.

New Bikes, Same

For 2011, American Suzuki press to a day at Barber Motorsports a 2.3-mile tight, technical that would ultimately both machines. And while are few long straights at Barber to stretch the legs of either (especially the 750), the elevation sweeping corners and hard zones are great areas to the handling, braking and midrange

Before you even roll the track, one change is instantly and that is the weight—or lack Both the GSX-R600 and GSX-R750 are in comparison to previous models and the ergonomics and fuel tank make the already-comfortable bikes more hospitable. And despite the adjustment in the footrests, seemingly no are needed.

On the track, the shorter tank with the low 31.9-inch seat allowing you to tuck in more and the bars’ wider angle just enough additional to allow a larger rider as myself to move around.

As per the Suzuki has made the GSX-R600 better than ever The improved low-end and midrange is extremely noticeable the moment you the throttle open and the drive out of the greatly benefits. Even at as low as rpm, the little GSX-R is to drive exceptionally well out of the something earlier Suzuki could hardly lay claim to.

But all other 600s, nearly all of the power is attained between rpm and the 15,500-rpm redline; a zone the screamer of an engine reaches fast.

A quick look at the tachometer and LCD readout (pulled the GSX-R1000) endorses that and before long, the programmable shift lights are lit indicating it’s time to grab the gear. Matched with the transmission, the GSX-R600’s improved characteristics are quite exciting on a like Barber.

Complementing the engine characteristics is the superior of the 600, which is now aided by the BPF front fork and shorter And not only does the 600 steer on a but it goes seemingly wherever you ask it to go. corner entry, the front provides a surreal amount of and exceptional damping.

Even baseline settings are more tolerable and mid-corner feel the front is truly confidence-inspiring.

The charm of the Showa BPF front however is how well it works the Brembo monobloc calipers, provide an unbelievable initial and tons of stopping power. under extreme braking, the 600 to unsettle and there is very divea benefit the BPFs displayed to since their

As expected, the GSX-R750 is just as as previous models. Unlike the it wasn’t revised for more but that’s not to say that the 750 even it, as over the years, the larger GSX-R has shown no lack of power. Per the norm, the 750 has greater out of corners and an extremely linear delivery that eats up the part of the speedometer rather

As with the 600, the 750 has greatly from the addition of a Showa BPF fork and Brembo monobloc And just as with the 600, the provides a surreal amount of midcorner. Unlike its middleweight however, as tested the GSX-R750 had a to steer rather slow and you found yourself a foot or so off the

This is most likely to the extra weight and slightly suspension settings that allow the 750 to turn quite as as the 600.

As previously mentioned, the GSX-R750 and its counterpart feature two riding modes—an unrestricted A and a restricted B mode. According to the B mode can be advantageous on both and street environments. And while we can see B being useful on cold or in damp conditions, it seems limiting, especially on a 600.

In mode, the GSX-R600 climbs slowly up to the 10,000-rpm mark it then seemingly hits a and gains rpm even more On the 750, the difference between A and B mode is even more and the rather dull power would seem to be beneficial in few situations.

Beneficial on both the street and however is the electronically controlled damper, which provides damping force at racetrack and speeds. On a track like where there are a number of where you are on the gas, the damper the bars of both the 600 and 750 to twitch slightly before settling back down. Another appreciated feature is the ramp-type clutch which has been over from the previous and—on the 600allows for smoother entry during high rpm braking—something Barber requires a lot of.

The Difference?

When Suzuki set out to redesign the GSX-R600 and GSX-R750, had a number of goals in mind. Not did they want to improve the and midrange torque of the 600, but also wanted to lose on both models and improve and braking characteristics. After a day on the track, it’s clear those objectives were and perhaps exceeded.

The 600 is fully of mixing it up with the top dogs in the class (I smell a heated shootout brewing) and the 750, is surprisingly only $400 than its middleweight brother, is better than before. are proof that Suzuki weren’t exactly sitting on hands in 2010 when the wasn’t importing new models to sr

Engine Tech

Suzuki GSX 400
Suzuki GSX 400
Suzuki GSX 400
Suzuki GSX 400
Suzuki GSX 400
Suzuki GSX 400
Suzuki GSX 400


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