Mastering tracks 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 1000cc machines were packed with GSX-R1000s. The grids for 750cc machines featured row after row of GSX-R750s. But the 600cc 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 600cc 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 600cc 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.
An Artwork Suzuki GSX-R 600 cc of Integral Design Suzuki has pioneered the concept of integration in design. Unlike the traditional method in which a team of engineers responsible for developing the engine and other design a chassis to anchor in Suzuki an integrated specialist engineers in power package, chassis and electrical system work together using the latest technology Race to build a bike as competitive as possible.
Some of the main objectives of the new Suzuki GSX-R 600 2006 were obvious: more power and torque, a wider band of usable power and bring down the maximum possible mass and the center of the wheelbase.
Others were not so: lengthen the swingarm reduce changes in the geometry of the chassis caused by the movement of the rear suspension.
Move the swingarm pivot forward, enhancing rider confidence to feel better traction on the rear wheel of the Suzuki GSX-R 600 2006. And do all this without lengthening the distance of 1400 mm wheelbase. When the team finished its work, the new engine of the Suzuki GSX-R 600 2006 was shorter and compact, but with more power and even better response.
The tilting of the Suzuki GSX-R 600 2006 was longer and the axis thereof had been moved forward without changing the wheelbase. And the Suzuki GSX-R 600 2006 was more compact and aerodynamic.
With larger diameter front discs and suspensions with better touch. A clutch torque Iimitador. Double injector. New gear ratios.
A new riding position and adjustable footrests in three positions. What that team of engineers had created was, in short, the Suzuki GSX-R 600 cc class.
A work of art in the track (and in the wind tunnel) The Suzuki GSX-R 600 2006 is a masterpiece of high performance on two wheels. His aggressive image does not only stand out from the other bikes in its class – with its new decor and aluminum alloy wheels – but also contributes to higher performance thanks to 5% less drag.
The tests in the wind tunnel engineers have helped reduce the frontal area and drag the Suzuki GSX-R 600 2006. Making the whole bike closer and low. Integrating corner lights in the mirrors and back into the tail.
Designing a long sharp with optical stacked front cowl, leaving more room for closer shots of rarn-alr center fairing Suzuki GSX-R 600 2006, where there is more air pressure, increasing the efficiency of the DASS system (Suzuki Ram-Air Direct).
Creating a tank shorter and narrower gasoline, which allows the pilot to better match your elbows and knees inside the fairing Suzuki GSX-R 600 2006, with a lace chin bending allowing better on the long straights.
E incorporating an innovative lower exhaust system that not only offers a magnificent appearance, helps to reduce drag while moving down and concentrate the masses.
The most advanced technology in engines The Suzuki GSX-R 600 2006 enjoys a completely new engine more compact and lighter than ever and able to deliver more power and turn round. With four valves per cylinder, flat covers, distribution DDhc (Double camshaft in head), liquid cooled, by Ram Air intake and digital fuel injection.
The displacement of the Suzuki GSX-R 600 2006 remains of 599.4 cc, with dimensions of bore and stroke of 67.0 mm x 42.5 mm, but the distance between the axes of the cylinders has been reduced from 80 mm to 76 mm, making the set narrower.
Each intake valve titanium 27.2 mm Suzuki GSX-R 600 2006 is located at an angle of 10 degrees to the cylinder axis and each exhaust valve titanium 22.0 mm it is 12 ° , a narrow angle valve allowing the combustion chamber more compact. the compression ratio is 12.5: 1.
The diameter of the valve tappets has risen to work with some trees more aggressive cams. the measured intake valves now 26 mm instead of 25 mm, and exhaust now measures 24 mm instead of 23 mm.
The camshafts are hollow to reduce weight and are constructed of high-strength alloy with proven reliability in competition.
The relative position between the crankshaft and the two axes of change of the Suzuki GSX-R 600 2006 has been modified to build a shorter housings. The axes of change have moved forward and vertically.
Yel engine itself has rotated slightly forward in the chassis of the Suzuki GSX-R 600 2006, allowing a more direct intake ducts.
The angle of the two intake ducts has moved outside inwards slightly, closing the gap with the adjacent conduit in 4 mm.
This smaller space allows the throttle body is more compact, allowing the airbox, the tank and fairing are narrower, improving rider comfort and reducing frontal area.
The pistons of the Suzuki GSX-R 600 2006 forged aluminum alloy have a short skirts cut in its side and anti friction finish which reduces friction and improves efficiency.
New cranks the Suzuki GSX-R 600 2006, redesigned and more resistant chromium molybdenum show a blasting finish that improves the robustness.
The top compression ring and the piston lubrication in each treatment are finished with a chromium nitride by the PVD system in which the chromium nitride is vaporized in a vacuum chamber.
The chromium nitride provides a more uniform and smoother surface than traditional chrome plating, reducing friction and oil consumption and increasing endurance. The cylinders are integrated in the crankcase and are plated with Suzuki’s exclusive system developed in competition nickel-phosphorus-silica-carbon, known as SCEM.
The SCEM cylinders allow better transfer of temperature and a lower tolerance between piston and cylinder.
Vents located between the cylinder liner below the lowest point of the piston stroke are now larger, with a diameter increasing in 4 mm, to work at a higher rpm.
These holes allow air trapped in the bottom of each offspring escape to the adjacent piston cylinder, wherein the piston is rising. This system reduces the internal pressure and mechanical losses.
The inertia of the crankshaft of the Suzuki GSX-R 600 2006 forged steel has increased by 16%, to optimize traction during acceleration off the corners.
The latest version of the engine of the Suzuki GSX-R 600 2006 is 20 mm lower in height, 16 mm narrower from side to side and 54 mm shorter front to back and weighs 1.0 kg less than the previous version. The maximum speed of the engine of the Suzuki GSX-R 600 2006 has been increased by 500 rpm.
More efficient cooling To increase the cooling capacity (29.0 kW to 31.4 kW) without increasing the frontal area, the new radiator Suzuki GSX-R 600 2006 has a curved trapezoidal profile, inspired by using the , wider at the top (instead of 412.6 mm 340 mm) and narrower at the bottom (252.9 mm instead of 340 mm), official motorcycle racing with greater height (298 mm instead of 248.2 mm).
The heater consists of a single piece of molded plastic with an outer rim, which holds the same fins.
Digital SDTV fuel injection The Suzuki GSX-R 600 2006 incorporates the latest version of the revolutionary SDTV fuel injection system with two compact twin throttle bodies.
Each throttle body of the Suzuki GSX-R 600 2006 has two butterfly valves, a main valve controlled by the rotation of the throttle grip and controlled by the ECM unit and based on engine revs high, the march selected and the position of the main valve.
The secondary throttle valve opens and closes to maintain the ideal rate of air entering the intake, improving combustion efficiency and torque at low speed while a linear response of the throttle remains Suzuki GSX- R 600 2006.
Each throttle body passes from a diameter of 46 mm in the airbox 40 mm in the intake port configuration and two multi-port injectors for better fuel atomization.
The main injector operates at all times, while the secondary works only at high returns, under greater fuel load, thereby increasing the power to the circuit.
The flow of the main injector (which determines the volume of fuel entering the cylinder) is calculated by the ECM and is based on engine rpm, the air intake pressure and throttle position Suzuki GSX- R 600 2006.
The secondary injector is based on the throttle opening and engine rpm.
The studied angle spray injector enables gasoline butterfly valves open at full throttle and high turns, producing a better atomization and more homogeneous a mixture of admission, improving combustion efficiency at high speed.
The main injector is positioned at an angle of 50 ° to the axis of the throttle body and the side at an angle of 75 °.
Clutch Torque A new clutch torque limiter allows smoother rapid reductions in the Suzuki GSX-R 600 2006, especially in track.
Ramps gravel pack in the clutch deflect the force on the disks when pressed against the pressure plate, allowing the discs slide in a controlled manner during deceleration.
The internal relations of the gearbox six-speed are new, improved acceleration circuit.
A redesigned shift forks allow some shifting more reliable circuit.
Advanced Exhaust System with SET A completely new exhaust system in stainless steel SAES helps to improve the aerodynamics of the Suzuki GSX-R 600 2006, lowering the center of gravity and further focus the masses.
Aerodynamics and cut tailpipe of the Suzuki GSX-R 600 2006 seems taken directly from MotoGP and is all that is the exclusive exhaust system.
The muffler of Suzuki GSX-R 600 2006 is located below the engine, in the lower cowl and is powered by four short bursts of equal length, a collector and a central part.
Suzuki GSX-R 600 2006 SET system is located in the central area, using a butterfly valve controlled by a servo motor to adapt the exhaust speed of the motor.
The valve closes at low revs, increasing back pressure and improved low-end torque.
As the rotation rate of the Suzuki GSX-R 600 2006 increases, the valve is opening progressively reducing back pressure and improving power medium and high speeds.
The ECM controls the SET system, and determines the ideal throttle opening as the opening of the throttle, engine rpm and gear position of the Suzuki GSX-R 600 2006. The short exhaust terminal also facilitates the operation of changing the wheel traserade the Suzuki GSX-R 600 2006.
Advanced emission control The advanced edge technologies – such as SET SDTV and motor systems make the Suzuki GSX-R 600 2006 an efficient and clean impeller with respect to the environment. The Suzuki PAIR system contributes injecting fresh air from the airbox into the exhaust ports, reducing carbon monoxides and igniting unburned hydrocarbons.
The PAIR system is controlled by the ECM based on the position of Pundo gas and the speed of the motor.
The exhaust system of the Suzuki GSX-R 600 2006 is also equipped with a catalyst and, in some markets, a sensor 02, reducing emissions of hydrocarbons, carbon monoxide and nitrogen oxides (NOx) further compliance with the Eur03 regulations.
Advanced lighting, Instrumentation and Electronics The superimposed optical vertically from the Suzuki GSX-R 600 2006 includes a short multi-reflector type light with H7 halogen bulb 55 W over a 70mm projector beam halogen lamp with a 65W H9.
Both lights are on when the high beam is selected. The set of tail / brake light comprises a transparent plastic protected LED lights.
10 are integrated turn gr lighter and reduce drag by 5% compared to conventional.
In addition to improved aerodynamics and weight facilitate the preparation of the Suzuki GSX-R 600 2006 for track to be removed along with the mirrors.
The compact, lightweight instrument panel of the Suzuki GSX-R 600 2006 incorporates an analog tachometer driven by servomotor and an LCD digital speedometer. More information on LCD include double tripmeter, clock time, fuel reserve, gear position, engine temperature and injection.
Some LEDs are responsible for illuminating the instrumentation and programmable engine speed indicator. Other LED lights inform about neutral, high beam flashes and plus coolant temperature, oil pressure and fuel level warning.
An electronic immobilizer system is installed in the units to certain markets. This system uses a key equipped with a transponder with a digital code that has to match with the bike. If not, the bike will not start. A type LED light illuminates on the dash when the codes connected together.
All electrical system of the Suzuki GSX-R 600 2006 is powered by a new generator, more compact and lighter. This new generator is 500 grams lighter and 9.5 narrower than the previous version mm, maintaining the same power. The key is to use a rotor with more poles (20 instead of 12) for creating a sort of electrical assistance.
The Engine Control Module (ECM) of the Suzuki GSX-R 600 2006 is equipped to control SDTV fuel injection, variable exhaust system SET, ignition 30, the powerful lighting and advanced instrumentation.
The Central Processing Unit (CPU) of ECM now has a 384 Kb ROM instead of 256 Kb of the previous version.
Balance in performance due to a new chassis The entirely new chassis Suzuki GSX-R 600 2006 is made by molded aluminum alloy parts, including a hollow column direction, two main beams and a central part supporting the swing shaft and a central cross members above and below swingarm.
The chassis of the Suzuki GSX-R 600 2006 has been designed that offers an ideal balance in rigidity, and has taken special care in its assembly by reducing the number of components and welds.
Two straps made of cast iron and bolted together form the subframe, which supports the seat assembly and tail.
The aluminum alloy rocker rectangular section is manufactured by castings and is more rigid than before. The rocker shaft diameter is now smaller, 22 mm and the whole swing is 35 mm longer.
The advantages of a longer swingarm are demonstrated especially in track: a longer swingarm can offer the same wheel travel (in this case, 130 mm) without affecting virtually geometry, and gives the rider more information and awareness about suspension and traction available at the rear wheel.
A new rear suspension system of the Suzuki GSX-R 600 2006 incorporates a linkage forged aluminum alloy pivots directly on the swingarm, with another of the same type connected to the chassis.
This system allows the cushion traserode R Suzuki GSX-600 2006 to move in a smooth arc in compression, reducing the side loads.
This system increases the traction on rough pavement while smoothly responds in larger drops. The Showa rear shock absorber Suzuki GSX-R 600 2006 has an aluminum alloy body that houses a 40mm piston and a new stem.
The shorter stroke permits a reduction of 15 mm in total length, reduced from 322 mm to 317 mm, allowing room to place the lower seat.
The damper is fully adjustable spring preload and hydraulic compression and rebound damping. The new Showa inverted cartridge fork bars of 41 mm equipped and fully adjustable spring preload and hydraulic compression and rebound damping.
The route is now 97 mm (previously 93 mm) and the launch is now 23, Bo (formerly 23.3 °). The new brake discs are larger diameter (310 mm instead of 300 mm) and work with tweezers and a radial radial-mount pump. The rear caliper is new, single piston and about 50 grams lighter.
The new three-spoke wheels are lighter and measure 17 x 17 x MT3.50 MT5.50 front and behind, riding 120nOlR17 tires front and one behind B0155lR17. Overall, the final Suzuki GSX-R 600 is 15 mm shorter in length (2040 mm rather than 2055 mm), 25 mm lower height (1125 mm 1150 mm instead). The seat is 15 mm lower and the footrests can be placed in three different positions with a range of 14 mm vertically.
The position of the shift lever can also be adjusted to suit the different changes in the position of the footrests.
The fuel tank of the Suzuki GSX-R 600 2006 is shorter and the seat is located further forward, all with the lowest seat height and adjustable stirrups reduce the distance between seat and handlebars to improve rider comfort. The fuel tank capacity is 16.5 liters.
More than a motorcycle For the team of dedicated engineers create the Suzuki GSX-R 600 2006 is more than a machine.
It is the amalgamation of everything that stands represent GSX-R: A Winner Balance in engine performance, power delivery, cornering performance, braking and handling.
It is the result of Genuine Suzuki Engineering, and all the advanced technology that lies behind.
It is a bike for experts and demanding riders. A machine designed and built with pride, “very Suzuki”. The Suzuki GSX-R 600 2006. Ready to Dominate the tracks.
Suzuki GSX-R600 2006 Specifications
Colors Live Blue Pearl / White Marbled Glass (CWH) Black / Grey Mate (CAD) Marble Red / Black Solid (BZG) Dimensions and curb weight Overall length: 2,070 mm. Overall width: 715 mm. Overall height: 1,125 mm. Wheelbase: 1,400 mm. Ground clearance: 130 mm. Seat height: 810 mm. Empty weight: 162 Kg.
Engine Engine Type: 4 stroke, liquid cooled, DOHC. Number of cylinders: 4 cylinders. Caliber: 67 mm. Stroke: 42.5 mm. Displacement: 599 cc. Compression ratio: 12.5: 1. Fuel System: Fuel delivery method. Air filter: Paper element. Starter system: Electric. Lubrication system: Wet collector. Idle speed: 1300 ± 100rpm
Chassis Front suspension: Inverted telescopic, coil spring, oil damped. Rear suspension: articulated type, coil spring, oil damped. Carrera Front fork: 120 mm. Rear wheel travel: 130 mm. Steering angle: 27º Tilt the front axle: 23º 45 ‘ Filmed: 97 mm. Turning radius 3.4 m. Front brake: radial anchor, double disc 310 mm, 4-piston caliper. Rear Brake: Caliper 2 piston, 220 mm disc. Front Tire Size: 120/70 ZR 17 M / C (58 W), tubeless. Rear Tire Size: 180/55 ZR 17 M / C (73 W), tubeless.
Electrical Equipment Ignition Type: Electronic ignition (Transistorized). Ignition timing: 6 BTDC at 1300 rpm Spark plug: NGK or DENSO CR9E U27ESR-N Battery: 12 V 28.8 kC (8 Ah) / 10 HR Generator: Three-phase AC generator Main fuse: 30A Fuse: 10/10/15/15/10/10 A Headlight: 12 V 55 W (H7) + 12 V 65 W (H9) Flashing light 12 V 21 W Number plate light 12 V 5 W Brake / rear: LED Light: 12 V 5 W x 2 Speedometer light: LED Counter Light: LED Neutral indicator light: LED Indicator light beam: LED Indicator light turn signal: LED Indicator light fuel level: LED Light oil pressure warning: LED Rpm indicator light output: LED
Capabilities Fuel tank, including reserve: 15.5 l. Engine oil: oil change: 2,200 ml. with filter change: 2.500 ml. Repair: 2,900 ml. Refrigerant: 2,700 ml.