• Oct 6th 2010 at 6:57PM
  • 18
2011 Suzuki GSX-R600 – Click above for high-res image gallery

You'd be forgiven if you forgot all about the brand spankin' new motorcycles brought into the States by Suzuki last year... because there weren't any. Purse strings were pulled so tightly during the global economic collapse that the Japanese motorcycle manufacturer decided not to bring in any new models for 2010.

However, all of that is set to change for 2011, and the first major announcement from Suzuki are updates to its GSX-R600 and GSX-R750. Interestingly enough, the engines are all new but there isn't actually any more horsepower than before – 123 horses from the 600 and 148 from the 750.

Instead of more peak power, Suzuki focused all of its efforts on reducing weight, lopping off four pounds from the motor, three pounds from the exhaust and another three pounds from the aluminum frame. Add it all up and Suzuki has cut about 20 pounds from each model, with the 600 coming in at 413 pounds wet and the 750 tipping the scales at 416 pounds.

Another notable feature new for 2011 are the brakes: 310mm fully-floating front brake discs and radial-mount, four-piston Brembo monoblock calipers. Styling closely mimics that of the range-topping GSX-R1000, featuring new vertically stacked headlamps; see for yourself in our high-res image gallery below. Pricing comes in at $11,599 for the 600 and $11,999 for the 750, and full details can be found after the break.


2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600
  • 2011 Suzuki GSX-R600

2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750
  • 2011 Suzuki GSX-R750

[Source: Suzuki]
Show full PR text
ENGINE: liquid-cooled with Suzuki Ram-Air Direct (SRAD) induction and a digital engine management system. Double Overhead Camshafts (DOHC) are driven by a link-plate chain off a forged crankshaft and open four titanium valves per cylinder through bucket tappets, with shim-under-bucket lash adjustment. The valves are set at a narrow angle, 22.5 degrees for the GSX-R750 and 22.0 degrees for the GSX-R600-allowing a very compact Twin Swirl Combustion Chamber (TSCC)-with the GSX-R750's intake valves set at 10.5 degrees from the cylinder centerline and the GSX-R600's intake valves set at 10.0 degrees from the cylinder centerline. For both models, the exhaust valves are set 12.0 degrees from the cylinder centerline.

BRAKES: The new Suzuki GSX-R750 and GSX-R600 both come with 310 mm fully-floating front brake discs and new radial-mount, four-piston Brembo monoblock calipers. The 32 mm caliper pistons are staggered to promote even pad wear, the trailing pistons offset relative to the pad centerline. The monoblock design of the new calipers makes them lighter, and their more rigid construction and increased piston area improve braking performance by providing the rider with more consistent power and better feel at the lever.

The new GSX-R600 uses lighter, more durable forged pistons designed with the same Finite Element Method (FEM) and fatigue analysis technology used to develop MotoGP racing engines. Shorter and narrower skirts, narrower wrist pin bosses and shorter wrist pins help make each piston assembly 78 grams lighter. The lighter piston assembly translates into less reciprocating weight, reducing mechanical losses while improving throttle response, acceleration and engine output reaching the rear wheel.

Each GSX-R750 cylinder's two intake valves measure 29.0 mm in diameter while the two exhaust valves measure 23.0 mm in diameter. The redesigned intake valves are each 0.6 gram lighter thanks to a new, stronger titanium alloy and reshaped valve heads.

The GSX-R600's titanium intake valves measure 27.2 mm in diameter, while the titanium exhaust valves measure 22.0 mm in diameter. New camshaft profiles produce a more aggressive valve-lift curve to improve throttle response, mid-rpm torque and peak engine output while also preventing valve spring surge at high rpm. The cam profiles were designed using advanced technology developed by Suzuki engineers working on ultra-high-revving MotoGP racing engines. The GSX-R600 is the first production Suzuki motorcycle to benefit from this proven MotoGP racing technology.
Click here to find out more!

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

CHASSIS: The new GSX-R750 and GSX-R600 models both feature completely new chassis designs, each based on a more compact, lighter twin-spar aluminum frame with a 15 mm shorter wheelbase. The GSX-R750's wheelbase is now 1,390 mm while the GSX-R600's wheelbase now measures 1,385 mm.

Rotating each model's engine rearward by 3 degrees around the countershaft sprocket made it possible for the engineers to reduce the distance from the front axle to the swingarm pivot while maintaining the race-proven steering geometry and without losing the needed clearance between the front wheel and the radiator at full wheel travel.

For both models, the shorter wheelbase better centers the combined machine/rider mass between the wheels, improving racetrack cornering and also shortening the reach between the seat and the handlebars. The shorter reach and slightly wider handlebar angle make it easier for the rider to reposition their weight while on the racetrack and also improve comfort on longer highway rides.

Each model's main frame is built using five welded-together castings. But changes in the size and shape of the main spar castings and the relocation of the connecting welds contributed to a 1,350 grams significant reduction in frame weight for each model and also allowed the engineers to adjust torsional rigidity and enhance racetrack cornering. Each frame is also narrower at the seat, making it more convenient for the rider to reposition their weight for cornering on the racetrack.

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

ENGINE MAPPING: The Suzuki Drive Mode Selector (S-DMS) system built into the ECM allows the rider to use a button mounted on the left handlebar switch module to select one of two engine control maps, regulating the fuel injection, secondary throttle valve and ignition systems. The two maps are designated A and B, with Map A delivering full power and acceleration and Map B producing more moderate acceleration.

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

The two available maps were also developed using racing experience. Switching from one map to the other is instantaneous, making it possible for the rider to use one map on one part of a racetrack and then select the other map for another part of a racetrack, useful in case of localized rain in only a few corners. The system also allows the rider to switch from Map A to Map B to suit conditions at the end of a long race when the rear tire is worn, to use Map B when scrubbing in a new rear tire, or to choose Map A for a high-speed racetrack and Map B for a tighter racetrack.

The front brake master cylinder uses a 17.46 mm radial-mount piston. The position of the front brake lever relative to the handlebar is 6-way adjustable, using a convenient adjustment wheel. Combined, the new front brake calipers and associated hardware are 405 grams lighter than the system used on previous models.

The single 220 mm rear disc works with a new, lighter Nissin single-piston caliper that is 325 grams lighter than the caliper used on previous models.


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    • 1 Second Ago
  • 18 Comments
      • 4 Years Ago
      Why would someone a 600 for the price? Is the difference in insurance high enough to warrant this? I'm asking cause I'm not a rider (not yet anyway).
      • 4 Years Ago
      Http://gsx-r600.eu and http://gsx-r750.eu for more details and video... Even on iPad...
      • 4 Years Ago

      "Lighter is righter"

      And NO I don't get tired of this saying !
      • 4 Years Ago
      To me, all gixxers look almost exactly the same since '04. If I were to to replace my '06 ZX6R it would probably be with a new ZX6R or a Triumph Daytona 675. For the average rider, a 10 lbs lighter motorcycle is not going to mean better performance, since the average non-squid rider like me can't take full advantage of the typical sportbike capabilities. In fact, I highly doubt that most AMF riders can.
      • 4 Years Ago
      Suzuki wold you PLEASE give me a naked version of the 750? A SV750 would be so nice.
      • 4 Years Ago
      Man that sure looks like fun to spin around on. All the bike manufacturers sure are stepping it up. I'm looking at honda in 2012 to see if they can step up their boring CBR line-up.
        • 4 Years Ago
        I recently had the chance to ride almost all the 600s (and a couple 1000s) over the course of two days and the CBR600 was my first choice. The S1000RR would have been my final choice...ever.
      • 4 Years Ago
      First off, I'm glad that there have been more articles of the 2-wheeled variety lately. Just nice to get tidbits once in a while.

      I think I paid around $11K and change for my Gixxer (1000) 3+ years ago ---less then the current 750. It gets ridden the most out of my 3 current bikes and gives me the biggest rush of any machine at any price that I have ever owned including many many sportbikes. They just get better/faster/lighter every year, the technology is awesome.

      Even when it was stock, it was scary fast, powering on even midway through 3rd and I still have to really pay attention to the front wheel getting light. That thing eats tires like a mofo and demands absolute concentration all the time.

      Much love and respect to all Gixxers, even the old air/oil cooled ones. Had one of those too.
        • 4 Years Ago
        Fastest I've ever gone was on a Liter K7 Gixxer. The 750cc would be perfect though.
      • 4 Years Ago
      It always annoys me when I read how cheap bikes are.. until I remember I probably don't have enough common sense to ride one well.
      • 4 Years Ago
      20 =/= 4+3+3 = 10
        • 4 Years Ago
        eh, 10 pounds off two models...
      • 4 Years Ago
      413 pounds is less?? Have you lost it?? This is too much, no doubt Suzuki is famous for the same..!!



      http://www.4x4trucks-forsale.com
      • 4 Years Ago
      The improvements for 2011 are decent, but I'd rather just save the cash and buy last year's model.

      Might be buying a '10 GSX-R 600 or 750... or a BMW F800R. I'm all over the place. They have some decent rebates going on right now for Suzuki sportbikes... not as good as last month though, when you could get a '10 600 OTD for $9000 CAD. :(

      • 4 Years Ago
      It seems they are going back to more rounded previous Suzuki look away from current trend of sharp edges everywhere trend. Will have to see it in person on the impact.

      Less weight, better braking, all sounds good to be except the pricing. at $12000, 750 is not too far away from liter bikes, even the mighty BMW S1000 RR which is only $1800 more expensive.

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