Suzuki GSX-R600 2006

Suzuki's path with this machine has been predictable up to a point. After all, smaller, lighter, more powerful is almost a theme song for sports bike manufacturers. But this version is surprising on a couple of fronts: First, it's relatively roomy, and second, it's most significant performance gains don't necessarily come from a hotter powerplant.

Speaking of which, the company is claiming a heady 123 horses from this one. It revs to an indicated 16,500, runs a heady 12.5:1 compression ratio and is pushing a package that claims a low 161 kilo dry weight.

Suzuki's explanation of all the ins and outs of the powerplant are below. What's significant though is that the company has managed to get the engine's physical size down by an enormous 20mm in height, 54mm in length and 16mm in width. That lot enables the designers to look at the chassis and bodywork package with a fresh set of eyes - which they've done.

The swingarm is now substantially longer, and contributes to a much more settled-feeling rear end, particularly when you're winding on the ponies on the exit from a corner. Corner entry is also a different bucket of ferrets, with a back-torque limiting clutch that gives the reassurance that you're unlikely to lock up the rear wheel with an over-enthusiastic corner entry. There are some other subtleties to the rear end, such as separate high and low speed damping adjustment.

 The end effect is a motorcycle which can be ridden by tallish people without the aid of a chiropractor, and a package which feels more reassuring when you're into the owmigawd end of the performance. You know it will probably give you a second chance if you stuff up.

Not surprisingly, it feels super sharp in the handling stakes, with quick steering and a very precise feel to the turn-in. Suspension feels top notch, though the range of adjustability is likely to keep many of us pretty busy as we gradually nut out the best combination. This is one area where some expert advice is likely to pay dividends.

Braking has reassuring feedback on the front, with the Tokicos providing plenty of bite. Its on a par with anything else in the class in this area.

One of the peculiar joys of riding the Gixxer is the unbelievable induction howl it develops. I think pretty much all of it is directed at the rider - it would have to be to get through noise regs -- and you can spend a fair bit of time creating new tunes with it. The engine is willing enough even at legal speeds, needing about 4500rpm for a road-pace launch and 6000-plus to access the very wide mid-range. Up top, it simply sings.

There is a lot of adjustability built in -- including footpegs -- while the cockpit offers a good info, including a large digi speedo, gear position indicator and shift warning light.

At $15,000 it offers a heck of a lot of performance - particularly if you can get along to the occasional track day.

MECHANICAL DETAILS
This is Suzuki's summary of what has been done to the bike.

 Suzuki engineers have cleverly compacted the 599cc, four-stroke, four-cylinder engine's internals, reducing the cylinder pitch by 4mm to make it narrower and lighter, while at the same time stepping up the sophistication of the design.

Smaller overall, the GSX-R600's engine has 20mm shaved off its height, is 16mm narrower and 54mm shorter than the previous engine, and weighs in one kilogram lighter.

The crankshaft and two transmission shafts have been repositioned to create shorter crankcases, with the cylinders now integrated into the upper crankcases.

The new, straighter intake ports have also been repositioned to allow for a more compact throttle body assembly - subsequently the airbox, fuel tank and fairing are narrower improving rider comfort and aerodynamic performance.

New titanium intake and exhaust valves, larger valve buckets, a more aggressive camshaft profile, anti-friction coated forged aluminium-alloy pistons and reshaped, stronger chrome-molybdenum steel connecting rods all contribute to a 500rpm increase in maximum engine speed.

To handle the demands of higher engine speeds, ventilation holes located between the cylinder bores are now larger, measuring 39mm, which reduces internal pumping pressure and mechanical power losses.

The latest version of Suzuki's now-famous SDTV (Suzuki Dual Throttle Valve) fuel-injection system with dual double-barrelled throttle bodies is featured too, with the secondary fuel injector functioning only at high rpm for optimum engine output on the racetrack.

 A new back-torque limiting clutch helps make downshifts smoother and more controlled, while the six-speed gearbox has more closely spaced gearing for improved racetrack acceleration.

Redesigning the exhaust system with a streamlined, short tailpipe that sits behind the right footpeg and a new, low-slung muffler positioned beneath the engine has both enhanced the bike's aerodynamics and lowered its centre of gravity, improving the overall handling.

A Suzuki Exhaust Tuning (SET) system is built into the mid-pipe of the new exhaust system and uses a servo-controlled butterfly valve to tune the pipe to match engine revs, offering better mid and high rpm power.

Cooling capacity has been increased via the clever curved, trapezoidal-shape radiator which still enables a smaller frontal area to be maintained ... technology developed from Suzuki's global racing program.

Readily identifiable by its all-new styling, the latest Suzuki is built around an all-new black-finish aluminium-alloy frame that is both more compact and more rigid than before.

Overall, the 2006 Suzuki GSX-R600 is 15mm shorter and 25mm lower than its 2005 predecessor; the seat is 15mm lower and further forward than before, which reduces the reach from seat to handlebars for a more comfortable and aerodynamic riding position.

To further improve rider comfort, the all-new GSX-R600 has three-way adjustable footpegs that can move across a 14mm horizontal and vertical range. 

Engineered to provide the rider with more suspension feel and better rear wheel traction, especially for the racetrack, the GSX-R600 includes a new 35mm longer aluminium-alloy swingarm.

A new rear suspension linkage system features a forged aluminium link that pivots on the swingarm itself to increase traction over smaller bumps, while a 15mm shorter Showa rear shock (still fully adjustable for spring preload, compression and rebound damping) allows room for the lower seat height.

Up front, the new inverted Showa cartridge front forks with 41mm inner tubes are fully adjustable for spring preload, compression and rebound damping.

The 2006 GSX-R600's all-new, redesigned bodywork with reduced frontal area reflects the bike's narrower and lower dimensions, and features an aggressive nose fairing with stacked headlights allowing room for large ram-air intakes.

by Guy Allen

SPECIFICATIONS:

ENGINE
Type: 4-stroke, liquid-cooled, DOHC, 4-cylinder
Bore X Stroke: 67.0mm x 42.5mm
Displacement: 599cc
Compression Ratio: 12.5:1
Carburetion SDTV: Fuel injection 40mm
Oil Capacity: 3.2 litres
Ignition: Electronic ignition (transistorised)
Starter System: Electric
Lubrication System: Wet sump
Transmission: 6-speed, constant mesh
Primary Drive Ration: 1.974 (77/39)
Final Drive Ratio: 2.687 (43/16)
Frame Type: Twin-spar (aluminium alloy)
Rake/Trail: 23.8 degree / 97.0mm

SUSPENSION
Front: Inverted telescopic, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable
Rear: Link type, oil damped, coil spring, spring preload fully adjustable, rebound and compression damping force fully adjustable

WHEELS
Front: 17M/C x MT3.50, cast aluminium alloy
Rear: 17M/C x MT5.50, cast aluminium alloy

BRAKES
Front: Radial mount, 4-piston calipers, 310mm dual disc brake
Rear: 2-piston caliper, 220mm disc brake

TYRES
Front: 120/70 ZR17M/C
Rear: 180/55 ZR17M/C

FUEL TANK 16.5 litres
Overall Length: 2,040mm
Overall Width: 715mm
Overall Height: 1,125mm
Wheelbase:1,400mm
Ground Clearance: 130mm
Seat Height: 810mm
Dry Weight: 161kg
Warranty: Two-year unlimited km
Colours: Pearl Blue / White, Black / Metallic Grey or Black / Matt Black
Price: $14,990 (inc GST) plus on-road costs