Nice ride. Under Book!
It started at racetracks far from Suzuki's Hamamatsu, Japan headquarters. A group of dedicated Suzuki engineers on an overseas fact-finding mission wandered through paddocks and spectator parking lots, looking at motorcycles and watching races.
The racers at these events didn't have factory contracts, and were not paid to race. They came because they loved the competition, the sport, and they rode motorcycles they bought themselves.
The race classes were defined by engine size, rider skill level and allowable modifications. The grids for 1,000 cc machines were packed with GSX-R1000s. The grids for 750 cc machines featured row after row of GSX-R750s. But the 600 cc grids were no longer completely filled with GSX-R600s. After years of trying, the middleweight competition had finally caught up, again.
The engineers worked stopwatches, talked to riders and mechanics, filled notebooks with observations and comments. They compared what they had seen at these regional races to what was happening in the World Superbike and AMA and other national Superbike series, and with the results from endurance series in Europe and the U.S.
By the time they returned to Japan, the engineers had a clear plan: Take everything Suzuki has learned from building and racing the dominating GSX-R1000 and use it to again leapfrog the would-be 600 cc competition.
Apply the cutting-edge technology inherent in Genuine Suzuki Engineering, and build a new middleweight machine that defines the concept, The Top Performer.
In other words, produce a racer replica that delivers "the outstanding power-to-weight ratio, powerband and throttle response". A sportbike that also establishes the 600 cc state-of-the-art in terms of throttle response, suspension performance, braking power. A motorcycle with the type of overall handling that inspires rider confidence and leads to quicker lap times. A machine infused with lessons from the racetrack.
Build the 2006 Suzuki GSX-R600.
And Own The Racetrack. Again.
Rear: Single hydraulic disc
Rear: Link-type, gas/oil damped, fully adjustable spring preload, compression & rebound damping
|All new ultra-compact and lightweight 4-stroke, 4-cylinder, liquid-cooled engine designed to be narrower and lighter with increased performance and responsiveness|
|Improved electronic fuel injection system features Suzuki Dual Throttle Valve (SDTV) system - with dual fuel injectors per cylinder for smooth throttle response and high torque output|
|New cylinder head features titanium intake valves and exhaust valves utilizing a narrow valve angle for a compact combustion chamber and a 12.5:1 compression ratio|
|Forged aluminum-alloy pistons feature short skirts with cutaway sides. New reshaped stronger chrome moly steel connecting rods are shotpeened to improve strength|
|Valve bucket diameters are increased to work with more aggressive camshaft specifications|
|The crankshaft and transmission shaft positions are revised to make the crankcases more compact front to rear and the engine has been rotated forward in the chassis for maximum performance|
|Ventilation holes located between the cylinder bores are now larger measuring 39 mm for reduced internal pumping pressure and reduced mechanical losses|
|New larger trapezoidal shaped radiator increases cooling capacity without increasing frontal area, plus compact cooling fan design further improves efficiency|
|A new back torque limiting clutch helps make quick downshifts smoother working in conjunction with an six speed transmission with updated internal gear ratios and redesigned shift forks providing better acceleration and superb shifting performance|
|All new stainless steel Suzuki Advanced Exhaust System utilizing an innovative under engine layout for optimum aerodynamics and improved mass centralization|
|Suzuki Exhaust Tuning system is built into the mid-pipe using a servo-controlled butterfly valve to tune the exhaust system to match engine rpm and improving low end torque|
|New forged steel crankshaft features increased inertia by 16% to optimize traction while cornering|
|All new aluminum-alloy frame utilizing five cast sections is engineered to deliver the ideal balance of rigidity for improved handling and less weight|
|New aluminum alloy swingarm is more rigid with a larger 25 mm swingarm pivot and the swingarm assembly is 38 mm longer for improved suspension feedback and rear wheel traction|
|New rear suspension linkage features a forged aluminum alloy link and one piece forged aluminum alloy link rod designed to increase traction and reduce side loads|
|Inverted 41 mm Showa front forks are fully adjustable for rebound, compression and preload settings with updated rake and trail dimensions for improved cornering performance|
|Showa rear shock utilizes a 46 mm piston and a larger 16 mm rod and is completely adjustable for rebound, compression and preload|
|Bridgestone tires mounted on new cast aluminum wheels featuring thinner spokes are optimized to reduce unsprung weight|
|Radial mount four piston front brake calipers with larger 310 mm rotors and a new lightweight single piston rear brake caliper|
|New adjustable footpegs can be moved into three different positions with a 14 mm horizontal and vertical range|
|More compact overall chassis dimensions including a shorter fuel tank, narrower width, lower seat height and shorter overall height for improved rider comfort and mobility|
|The compact lightweight instrument cluster features a step motor controlled analog tach, LCD speedometer, dual tripmeters, clock, fuel reserve and all new gear position indicator|
NOTE: Models with a price of "Request a Quote" are always included in a $0 search, regardless of actual value.