Genuine Suzuki GSX-R600 2010
Many manufacturers sell their sport bikes claiming they are replicas of racing bikes or are inspired by them.
But it was a single manufacturer who over 20 years ago introduced the first commercial jet that closely based on the competition.
This bike is known to all lovers of two wheels and has a legendary name: GSX-R.
That first model already had a compact engine and an aluminum alloy frame, representing the most advanced technology ever put to the service of a business model. Since then, many manufacturers have tried to follow the path that the first revolutionary Gsxr had marked. And every time I thought so, a new generation of Suzuki Gsxr 600 again define new and better performance for a bike sporting spirit and heart. Now, the new Suzuki GSX-R 600 2010 to get it back.
“The average weight category has the Suzuki GSX-R 600 2010 its finest fruit of the legendary Integrated Design philosophy Suzuki.
The Suzuki GSX-R 600 2010 is a machine designed and perfected by a team of brilliant engineers who work together to get a bike with a performance perfectly balanced.
The combination of the most advanced chassis and an engine dream, along with advanced electronics, effective and fully adjustable suspension and a radial-mount front brake provides more power, rapid acceleration and optimal control. So easy to get the fastest lap in a race.
If not for its lights and mirrors, and as the quad bike cleaner, greener cylinder Suzuki has ever built, its spectacular style and aerodynamics radical would have us believe that this is a genuine racing bike.
The Suzuki GSX-R 600 2010 is the best replica of a race bike. The Suzuki GSX-R 600 2010 is a machine sporting spirit and heart. The Suzuki GSX-R 600 2010 is a genuine Suzuki.
The Gsxr 600 L0 has the most powerful and effective standard engine of 600 cc Suzuki few ever made. A marvel of design development progressed done in circuit. An engine for champions.
The engine of the Suzuki GSX-R 600 2010 has redline at 16,000 rpm. It features double overhead camshaft (DOHC) and four titanium valves per cylinder.
Vertical shot, body injection system with dual injectors double butterfly SDTV (Suzuki Dual Throttle Valve) and effective DASS system (Suzuki Ram Air Direct). Liquid cooling. Transmission shafts vertically staggered to reduce the overall length of the engine.
Advanced digital control engine that includes a revolutionary system of selection of “mapping” motor three-way S-DMS (Suzuki Drive Mode Selector). The engine bore and stroke measure 67.0 mm x 42.5 mm, with a bore / stroke ratio race-proven 0.634: 1 for effective displacement of 599 cm3. Each cylinder Suzuki GSX-R 600 2010 has two 27,2mm intake valves and two exhaust valves 22,0mm.
The intake valves are set at an angle of 10 degrees to the axis of the cylinder and the exhaust valves are set at an angle of 12 degrees to the cylinder axis for a narrow angle between 22 degrees valves.
The combustion chamber TSCC (Twin Swirl Combustion Chamber) has a new design to reduce the concealment of the intake valves at low elevation, increasing the cylinder charge and thus increasing the power.
Additional refinements include a more effective intake ducts, to increase the cylinder charge casting and slightly thinner walls to reduce weight.
The new aluminum alloy pistons are brought together to the combustion chamber TSCC to increase the compression ratio of 12.5: 1 to 12.8: 1.
Valves titanium alloy are controlled using single valve springs, reducing mechanical losses.
The valves are actuated by 26mm tappets on the intake side and increased from 24 mm to 25 mm on the exhaust side to work with a cam profile designed to increase acceleration out of corners.
The pistons of three segments have the trimmed sides and upper compression ring and oil control piston of each electrolytic bath covered by a coating of chromium nitrate applied in a vacuum chamber, using a physical deposition system Steam PVD (Physical Vapor Deposition).
The PVD coating of chromium nitrate is harder and slicker than conventional chrome bath; thus, friction while the cylinder sealing is increased is reduced, reducing the losses and increasing the compression force that pushes the piston down.
Each piston Suzuki GSX-R 600 2010 is mounted on a rod alloy chromium-molybdenum steel-peened and the crankshaft is balanced to provide a uniform power delivery. The cylinders are integrated in the casting of the cylinder housing, coated by a coating inside silicon carbide-nickel-phosphorus Suzuki itself and tested in competition, which improves heat transfer, durability and sealing segments and known as SCEM (Suzuki Composite Electrochemical Material).
Greater ventilation holes (now 41mm instead of 39mm) connect the inner cylinder (below the bottom of the piston stroke), allowing air trapped beneath each exhaust piston to descend rapidly to adjacent cylinders where the pistons are rising. The change reduces internal pumping pressure and mechanical power losses even more. In the deductions, the torque limiting clutch reduces pressure on the disks to a speed reduction and entry into the softer curves.
The new internal rib within the clutch cover and magnesium oil pan reduces mechanical noise caused by resonance.
The exhaust system of the Suzuki GSX-R 600 2010 includes a new muffler triangular section designed to increase ground clearance when cornering, while providing increased volume necessary to enable the Suzuki GSX-R 600 2010 meet the latest regulations on noise and emissions, despite the increase in engine power.
The intermediate exhaust pipe between the main collector and an exhaust chamber under the engine, carries a throttle servo SET (Suzuki Exhaust Tuning) to bring back pressure exhaust system to the engine rpm, throttle position and gear position, maximizing torque throughout the rev range and various conditions.
New NGK Spark plugs 10 mm each having a thin iridium alloy electrode that produces a hotter spark (contributing to a more complete combustion) and provides twice the operating life of an electrode of conventional spark plug.
The individual ignition coil within each spark plug cover is now smaller outside diameter, 20 mm instead of 22 mm, reducing weight.
The new starter manufactured using rare earth magnets is lighter and more compact than the starter motor used on previous models, weighs 860 grams compared to the previous 1,015 grams and measures 92.5 mm long instead of 102.5 mm.
It has a curved trapezoidal efficient radiator that seems to have come straight out of the box a racing bike and carries a compact electric cooling fan is turned on or off based on coolant temperature.
The curved design increases cooling capacity without increasing the overall width and fairing Suzuki GSX-R 600 2010, a significant aerodynamic advantage.
The new generator, more powerful, works with additional electronic systems for the Suzuki GSX-R 600 2010 without increasing the weight or external size.
The Suzuki GSX-R 600 2010 has a powerful digital control system of the engine based on a 32-bit processor with 1024 Kb ROM.
The processor is in a new unit of ECM (Engine Control Module), also known as the little “black box” engine control, lighter. The ECM weighs 340 grams. (Versus the previous 380 gr) and is noticeably narrower and thinner than previous models.
The great power of the computer that controls the engine control system not only controls the fuel injection system, which provides outstanding efficiency and engine performance but runs the exclusive S-DMS (Suzuki Drive Mode Selector) system, which allows the pilot to select one of three engine control maps (regulating the fuel injection, secondary butterfly valve, exhaust valve and ignition systems) to suit personal preferences, using a switch three pathways in the right handlebar.
A maps are assigned the letters A, B and C, and engine power delivery varies map selection. Each map has been developed using the experience gained in designing maps for race bikes.
Switching from one map to another is instantaneous, so the pilot of the Suzuki GSX-R 600 2010 can select a map to a portion of the racetrack and another to another area, which is very useful in case of rain localized only in some corners.
The system also allows the rider of the Suzuki GSX-R 600 2010 choose a different to suit the conditions at the end of a long career map when tire grip is reduced, or choose a map for a career high speed other than for slower circuit.
The system also allows the rider of the Suzuki GSX-R 600 2010 to select a different map to suit your personal preferences in different driving conditions on the road, for example select a map for highway driving and one for secondary roads.
The best driver is not only the fastest or the one with more skill. A true champion is recognized for its ability to anticipate and intelligence. Therefore, we have also improved the “intelligence” of the Gsxr 600 L0 2010.
At the heart of the injection system of the Suzuki GSX-R 600 2010 there are two double injection bodies SDTV (Suzuki Dual Throttle Valve), equipping each two injectors and two butterfly valves.
Each primary valve 40mm throttle is controlled by the rotation of the throttle while secondary 46mm valve is controlled from the digital engine control system to maintain ideal intake velocity (based on rpm, the position throttle and selected) march for better cylinder charging and more effective tmbustión, which produces a more linear eleración and increased torque.
New compact fuel injectors, with 8 small holes instead of the previously used larger holes 4 produce a fine spray for improved fuel atomization and more complete combustion. The primary injectors operate in all conditions, and the secondary injectors add more fuel at high rpm and high load conditions.
The primary injector for each cylinder is positioned steeper at an angle of 41 degrees, aimed directly at the intake ports, contributing to a better feel for throttle response throughout the rpm range.
The secondary injector is mounted at an angle of 15 degrees and your goal is to bounce the fuel in the secondary butterfly valve open to improve atomization and combustion efficiency.
The volume of fuel delivered by the injectors is controlled by the engine control system while the injector is running.
The longer acting the nozzle and spraying fuel, the greater the volume of fuel delivered to the cylinder.
The working time for the primary injector is calculated based on engine rpm, intake pressure (vacuum) and throttle position.
The working time for the secondary injector is calculated based on throttle position and engine rpm. A new control system idle ISC (Idle Speed Control) improves cold starting and stabilizes engine idle speed to suit the conditions, by regulating the volume of fresh air supplied to the injection body based on coolant temperature motor.
Based on throttle position and engine rpm, the engine control system controls the system PAIR (Pulsed-AIR) of the Suzuki GSX-R 600 2010, taking fresh air from the airbox and injected directly in the exhaust manifold as needed, igniting hydrocarbons (HC) and thus reducing CO emissions.
The exhaust chamber mounted underneath the engine carries a catalyst to reduce emissions of HC, CO and nitrogen oxide (NO) even more.
The intermediate exhaust pipe also has a used by the engine control system for fine adjustment of the quantity of fuel injected into the cylinders oxygen sensor 600 Gsxr L0 exceeding the stringent requirements of the Euro 3 guidelines and Tier 2 .
A racing bike is distinguished by the sensations that provides the pilot. Since it starts rolling, you can feel their precision and control in all circumstances. This is the Suzuki spirit.
The frame of the Suzuki GSX-R 600 2010 is designed and tuned to enhance the feeling of speed control circuit even fully tilted.
Is manufactured by welding, five specific sections molten aluminum alloy, each designed to produce a certain torsional stiffness, including the hollow part of the address, two main beams including anchoring the rocker and the upper and lower sides reinforcements.
The small number of components and welds helps to optimize performance and accuracy in the frame assembly. The rear frame of the Suzuki GSX-R 600 2010 supporting the pilot and the tail is now simpler and lighter with a single seat supporting cast aluminum alloy that goes on each side from the main structure until the end of the tail . The design change saves 125 grams.
The tilting aluminum alloy Suzuki GSX-R 600 2010 is manufactured by molding and rectangular extrusion, and the mounting system rear shock uses a linkage aluminum alloy rotating in the swing itself with rods connecting Forged aluminum alloy connected to the chassis.
This arrangement reduces the lever ratio as the rear wheel moves up by the progressive and responsive suspension, and increasing the traction on the pavement small irregularities while still respond smoothly in larger bumps.
The system also reduces side loads, helping the rear shock from the Suzuki GSX-R 600 2010 to move in a smooth arc as it compresses.
Showa rear shock has an externally adjustable spring preload, rebound damping and compression damping at both high and low speeds.
The route of the rear wheel is 130 mm. to Showa inverted fork cartridge has 41mm tubes is externally adjustable in spring preload, rebound damping and compression damping.
The front wheel travel is 120 mm. Like a racing bike, the Suzuki GSX-R 600 2010 has adjustable footrests that can be put into three different positions on a scale of 14mm horizontally and vertically to suit rider preference.
The brake pedal and pump Suzuki GSX-R 600 2010 move with the right footpeg assembly and forwarding the shift lever can be adjusted to fit the changes in the position of the left footrest. The chassis geometry of the Suzuki GSX-R 600 2010, tested in competition, including a wheelbase of 1,400 mm with 23.8 degrees of rake and 97 mm of travel. The seat height is a relatively low 810 mm.
The seating position is carefully designed to work well both on track and on the road, with a relatively short distance between the handlebars and the hips of the pilot.
The Suzuki GSX-R 600 2010 is equipped with an electronically controlled steering damper that offers less retention for lighter steering at low speed and parking and provides more retention at high speed on highway and circuit. Is operated by a solenoid controlled valve ECM withdrawing a tapered needle or on a seat in the damping circuit reducing or increasing the flow of oil to decrease or increase the damping.
The new set of wheels and brakes of the Suzuki GSX-R 600 2010 offers a unique tread, mixture of strength and lightness. You can do it all. Is the Suzuki force.
The front and rear wheels of the Suzuki GSX-R 600 2010 cast aluminum alloy are lighter, stiffer and stronger thanks to a new three-spoke design curved in the direction of rotation of the wheel.
The wheel sizes do not vary, measure 3.5 × 17 inch front and 5.50 × 17 inch rear, but the new front wheel is 180 grams lighter and the rear is 250 grams lighter. The wheels carry new Bridgestone radial tires designed specifically for the Gsxr 600 L0 measuring 120 / 70ZR17 front and 180 / 55ZR17 rear.
The front brake system uses dual radial-mount four-piston opposed front calipers and Tokico. The step size of the pistons (30 mm and 32 mm) help equalize pad wear and a new radial pump 17 mm instead of 19.05 and brake tubes small diameter and low expansion help improve lever, benefits and feel at the lever. A stronger return spring helps keep air pressure against the front brake lever at racetrack speeds.
The size of the mounting screws of the disc is slightly smaller and with slightly thinner discs, the unsprung weight and inertial mass for better performance of the suspension is reduced and make it easy corner entry circuit. The rear brake disc Tokico single piston operates with a disc diameter of 220 mm and 5.00 mm thick.
The floating front brake discs measure 310 mm in outer diameter and 5.00 mm in thickness from 5.5 mm above.
White crystal and pearl blue or any other finishes. Whatever its color, the new Gsxr 600 L0 leaves no one indifferent. Let alone who leads.
The very latest Suzuki GSX-R 600 2010 comes with an exciting, captivating and evolved image, including powerful new headlights and an even more effective aerodynamics.
The improved air flow is the result of development work in the wind tunnel, which has reduced the resistance maintaining wind protection for the rider of the Suzuki GSX-R 600 2010 and increasing in turn the effectiveness of the ram-air intakes.
The new fairing carries three headlights positioned next to each other, a central 55WH11 projector low beam and halogen 60W multi-reflector HB3 long on each side lights. When the beam is selected the three headlights illuminating a large area increasing the visibility curves are activated.
Light beacon position above the crossover maintains vertical overlap design that has made popular the style of recent models Gsxr.
The ram-air intakes are positioned as close as possible to the center of the fairing where the air pressure is greater. A new shutter system replaces the mesh screens used in previous models, aligning the airflow and reducing the input resistance, which results in increased pressure in the air box and greater power.
The upper casing is slightly wider at the handle, which reduces turbulence resistance, and the lower fairing is slightly narrower reducing projected frontal area.
The front turn signals are integrated into mirrors reducing projected frontal area, and rear are integrated into a new, slimmer tail. The pilot and rear brake light using LEDs (light emitting diodes) as light source.
The LEDs of the Gsxr 600 L0 are lighter and more durable and use less electricity than conventional bulbs and give more freedom in design.
The combination of a red lens and red LEDs contributes to the richness and depth of visible light;visibility while reinforcing style increases. The fuel tank is now slightly higher, for up to 17.0 liters of fuel (16.5 liters compared to the previous model) and noise insulating material underneath the tank reduces mechanical noise.
The instrument panel includes an analog tachometer controlled by a stepper motor and LCD panel with digital speedometer, odometer with partial double, coolant temperature indicator / fault injection and clock.
Other LCD panel shows the gear position and mode of “mapping” of engine that has been selected by the pilot. Additional LEDs show the signals, neutral, high beam, coded key and gas reserves. You can program another LED to flash and a preselected engine rpm.
The Suzuki GSX-R 600 2010 is more than a sport bike 600cc. It is the result of over 20 years of leadership in technology and innovation Suzuki. It has been designed by the legendary Suzuki engineering and provides exciting performance and balanced. For the road. For the circuit. For your life.
Suzuki GSX-R600 2010 Specifications
Glass Splash White / Metallic Mat Stellar Blue (HTK)
Solid Black / Metallic Mat Black No. 2 (CRU)
Pearl Vigor Blue / Metallic Mat Silky Gray (JBE)
Dimensions and curb weight
Overall length: 2,040 mm (80.3 in)
Overall width: 715 mm (28.1 in)
Overall height: 1,125 mm (44.3 in)
Wheelbase: 1,400 mm (55.1 in)
Ground clearance: 130 mm (5.1 in)
Seat height: 810 mm (31.9 in)
Empty weight: 166 Kg (365 lbs)
Engine Type: 4 stroke, liquid cooled, DOHC
Number of cylinders: 4 cylinders.
Calibre: 67.0 mm (2.638 in)
Stroke: 42.5 mm (1.673 in)
Displacement: 599 CCM3 (36.5 cu in.)
Compression ratio: 12.8: 1
Fuel System: Fuel delivery method
Air filter: Paper element
Starter system: Electric
Lubrication system: Wet Collector
Idle speed: 1300 ± 100 r / min
Front suspension: Inverted telescopic, coil, damping fully adjustable for preload, compression and rebound.
Rear suspension: Inverted telescopic, coil, damping fully adjustable for preload, compression and rebound.
Carrera Front fork: 120 mm (4.7 in)
Rear wheel travel: 130 mm (5.1 in)
Steering angle: 23º 45 ‘
Tilt the front axle: 27th
Filmed: 97 mm (3.8 in)
Turning radius: 3.4 m (11.2 ft)
Front brake: radial anchor, double disc 300 mm, 4-piston caliper
Rear brake: Single 220mm disc, 2-piston caliper
Front Tire Size: 120/70 ZR 17 M / C (58 W), tubeless
Rear Tire Size: 180/55 ZR 17 M / C (73 W), tubeless
Ignition Type: Electronic ignition (Transistorized).
Ignition timing: 6 BTDC at 1300 rpm
Spark plug: NGK CR9EIA-9 or DENSO IU27D
Battery: 12 V 28.8 kC (8 Ah) / 10 HR
Generator: Three-phase AC generator
Main fuse: 30 A
Fuse: 15/10/15/15/10/10 A
Long 12 V 60 W (HB3) x2
Cuts 12 V 55 W (H11)
Flashing light 12 V 21 W
Number plate light 12 V 5 W
Brake / rear: LED
Light: 12 V 5 W
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
Fuel tank, including reserve: 16 L (4.2 / 3.5 US / Imp gal)
oil change: 2,300 ml (2.3 / 1.9 US / Impg qt)
with filter change: 2.500 ml (2.6 / 2.2 US / Imp qt)