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2008 Suzuki GSX-R600

2008 Suzuki GSX-R600

GSX-R600

It is popular to market sports bikes as racer replicas, machines developed using lessons learned in the highest levels of racing, then sent back onto the racetrack in production-based competition. These days, everybody claims their bike is racer inspired, or race bike based, or suitable for racing.

But the first true racer replica was a Suzuki GSX-R, a lightweight machine introduced more than 20 years ago with a compact engine and an aluminum-alloy frame when the competition was still using mild steel tubing for frames and heavy lumps for power-plants.

Since that first revolutionary GSX-R, Suzuki has continued to define what a racer replica really is, setting the performance standard in the most popular displacement classes. And every time the competition thought it was catching up, be it a decade ago or half a decade ago or two years ago, a new generation of GSX-R Suzuki has been there to redefine racer replica performance.

Introducing the 2008 Suzuki GSX-R600. It is the GSX-R of the middleweight class, a product of Suzuki's legendary Integrated Design approach. A machine designed and refined by a team of talented engineers working together to build a motorcycle that delivers balanced performance.

A revised, compact combination of chassis and engine, fitted with advanced electronics, effective suspension and radial-mount brakes to not only make more power and accelerate harder but also handle better, with the goal being a quicker lap time around a racetrack. Packaged with exciting new styling and increased lighting and aerodynamics. Ignore the lights and mirrors and the fact that this is also the cleanest-running four-cylinder
600 cc motorcycle Suzuki has ever built, and it's easy to imagine the GSX-R600 rolling directly out of a factory race shop.

The 2008 GSX-R600. A true racer replica, and 100% Genuine Suzuki.

Advanced Engine Technology

The GSX-R600 carries the most powerful, most efficient 600 cm3 four- cylinder, four-stroke production motorcycle engine ever built by Suzuki. It is a marvel of advanced, compact design and efficient high- performance, with technological features proven on racetracks worldwide. Big bore and short stroke, with a 16,000 rpm redline. Double Overhead Camshafts (DOHC), and four titanium valves per cylinder.

Downdraft, dual-injector Suzuki Dual Throttle Valve (SDTV) throttle bodies and efficient Suzuki Ram Air Direct (S-RAD) induction. Liquid cooling. Vertically staggered transmission shafts, to reduce overall engine length. A six-speed, close-ratio transmission. And advanced digital engine management, including the revolutionary three-way, on-the-fly selectable engine mapping system known as Suzuki Drive Mode Selector (S-DMS). 

Engine bore and stroke measure 67.0mm x 42.5mm, with a race-proven 0.634:1 bore/stroke ratio for an actual displacement of 599 cm3. Each cylinder has two 27.2mm intake valves and two 22.0mm exhaust valves. The intake valves are set at an angle of 10 degrees from the cylinder centerline and the exhaust valves are set at an angle of 12 degrees from the cylinder centerline, for a narrow included valve angle of 22 degrees.

A refined, compact Twin Swirl Combustion Chamber (TSCC) features a new shape designed to reduce shrouding of the intake valves at low lift, enhancing cylinder charging and thus increasing power output.
Additional cylinder head refinements include more efficient intake ports, to further improve cylinder charging, and castings with slightly thinner walls, to reduce weight. New forged aluminum- alloy pistons work with the TSCC
combustion chamber to increase the compression ratio from 12.5:1 to 12.8:1.

The lightweight titanium-alloy valves are controlled using single valve springs, reducing mechanical losses. The valves are operated by bucket tappets measuring 26mm on the intake side and enlarged to 25mm  (from 24mm) on the exhaust side to work with a cam profile designed to increase acceleration coming out of corners.

Three-ring slipper pistons feature cutaway sides, and the upper compression ring and the oil control ring on each piston is electro-plated with a chrome-nitride coating applied in a vacuum chamber using a physical vapor deposition (PVD) system. The chrome-nitride PVD coating is harder and smoother than conventional chrome plating, reducing friction while increasing cylinder sealing, thus reducing blow-by and increasing the combustion force actually pushing the piston down. Each piston is carried on a shot- peened chrome-molybdenum-steel- alloy connecting rod, and the forged crankshaft is balanced to provide smooth power delivery. The cylinders are integrated into the aluminum-alloy upper crankcase casting and are plated with Suzuki’s own race-proven nickel-phosphorus- silicon-carbide bore coating, which improves heat transfer, durability and ring seal and is known as SCEM (Suzuki Composite Electrochemical Material). Larger ventilation holes (now 41mm instead of 39mm) linking the cylinder bores (below the bottom of the piston stroke) allow air trapped underneath each descending piston to more quickly escape to adjacent cylinders, where the pistons are rising. The change further reduces internal pumping pressure and mechanical power losses.

Under deceleration, the back-torque- limiting clutch reduces pressure on the clutch plates, for smoother downshifting and corner entry. New internal ribbing inside magnesium clutch cover and oil pan reduce mechanical noise caused by resonance.

The exhaust system includes a new, larger, triangular-cross-section silencer designed to maximize cornering clearance while also providing the increase in internal volume needed to allow the GSX- R600 to meet the latest government sound and emissions regulations despite the increase in engine output. The exhaust mid-pipe located between the head pipe collector and an under-engine exhaust chamber carries a Suzuki Exhaust Tuning (SET) servo-controlled butterfly valve to match exhaust system back-pressure to engine rpm, throttle position and gear position, maximizing torque throughout the rev range and across varying conditions.

New 10mm NGK spark plugs each feature a fine, Iridium-alloy electrode that produces a hotter spark (contributing to more complete combustion), and delivers double the service life of a conventional spark
plug electrode. The individual ignition coil built into each spark plug cap is now smaller in outside diameter at 20mm (down from 22mm), reducing weight.

A new starter motor built using rare- earth magnets is lighter and more compact than the starter motor used on previous models, weighing 860 grams (down from 1015 grams) and measuring 92.5mm (down from 102.5 mm) long.

An efficient, trapezoidal, curved radiator looks like it came right off a works racebike and carries a compact electric cooling fan which turns on and off based on coolant temperature. The curved design increases cooling capacity without increasing overall radiator and fairing width, an important aerodynamic consideration.

A new, more powerful generator works with the GSX-R600’s additional electronic systems, with no increase in weight or external size.

Digital Engine Management,
With S-DMS Adjustable Mapping & SDTV Fuel Injection

The 2008 GSX-R600 features a powerful digital engine management system, based on a 32-bit processor with 1024 kilobyte of Read-Only Memory (ROM). The processor is carried in a new, lighter and smaller ECU. The new ECU weighs 340 grams (down from 380 grams) and is significantly narrower and thinner than the previous model’s ECM.

The engine management system’s massive computing power not only controls the fuel injection system that delivers outstanding engine efficiency and performance, but also operates the unique Suzuki Drive Mode Selector (S-DMS) system which makes it possible for the rider to select one of three engine control maps (regulating the fuel injection, sub-throttle valve, exhaust valve and ignition systems) to match personal preference, using a three-way switch mounted on the right handlebar. The three maps are designated A, B and C, and engine power delivery varies with map selection. Each map was developed using experience gained building racebike maps. Switching from one map to another is instantaneous, making it possible for a rider to select one map for one part of a racetrack and another 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 select a different map to suit conditions at the end of a long race, when tire grip is reduced, or to choose one map for a high-speed racetrack and a different map for a tighter racetrack.
The system also allows the rider to select a different map to suit personal preference in various riding conditions on the road, for example choosing one map for highway cruising and another map for tighter roads.

At the heart of the GSX-R600’s fuel injection system are two new, downdraft Suzuki Dual Throttle Valve (SDTV) double-barrel throttle bodies, each throttle body barrel carrying two injectors and two butterfly valves. Each cylinder’s 40 mm primary butterfly valve is operated by the twist grip while the 46 mm secondary throttle valve is operated by the digital engine management system to maintain the ideal intake velocity (based on rpm, throttle position and gear selection) for improved cylinder charging and more efficient combustion, resulting in more linear throttle response and increased torque.

New, compact fuel injectors each have 8 smaller holes instead of the 4 larger holes used previously, producing a finer spray for better fuel atomization and more complete combustion. The primary injectors operate under all conditions, and the secondary injectors add more fuel under high-rpm, high-load conditions.

The primary injector for each cylinder is positioned at a steeper, 41-degree angle aimed right down the intake ports, contributing to improved throttle response feel across the rpm range. Each cylinder’s secondary injector is mounted at a 15-degree angle and is aimed to bounce fuel off the opened secondary throttle valve, further improving atomization and combustion efficiency. The volume of fuel delivered by the injectors is controlled by the engine management system, via injector on- time. The longer the injector is turned on and spraying fuel, the greater the volume of fuel delivered to the cylinder. Primary injector on-time is calculated based on engine rpm, intake pressure (vacuum) and throttle position. Secondary injector on-time is calculated based on throttle position and engine rpm.

A new Idle Speed Control (ISC) system automatically improves cold starting and stabilizes engine idle to suit conditions, by regulating the volume of fresh air fed into the throttle body idle circuits based on engine coolant temperature. Based on throttle position and engine rpm, the engine management system controls the GSX-R600’s PAIR (Pulsed- AIR) system, which pulls fresh air from the airbox and injects it directly into the exhaust ports as needed, igniting unburned hydrocarbons (HC) and thus reducing carbon monoxide (CO) emissions. The exhaust chamber mounted underneath the engine carries a catalyzer to further reduce HC, CO and Nitrogen oxide (NOx) emissions. The exhaust mid-pipe also carries an oxygen sensor used by the engine management system to fine-tune the amount of fuel injected into the cylinders, and the GSX-R600 clears tough Euro 3 and Tier 2 emissions standards.

A Tuned Chassis And Fully Adjustable Suspension

The GSX-R600’s frame is engineered and tuned to improve handling feel at racetrack speeds, even at full lean angle. It is built by welding together five precision-cast aluminum-alloy sections, each designed to produce a
specific torsional rigidity, including a hollow steering head section, two main-spar/swingarm pivot plate sections, and cross braces above and below the swingarm. The small number of component parts and welds contribute to optimized frame assembly accuracy and performance. The rear sub-frame, which supports the rider and the tail section, is now simpler and lighter, with a single die- cast aluminum-alloy seat rail running from the main frame to the rear of the tail on each side. The design change saves 125 grams of weight.

The aluminum-alloy swingarm is constructed of die-castings and rectangular extrusions, and the rear shock mounting system uses an aluminum-alloy link that pivots on the swingarm itself, with forged aluminum-alloy link rods connected to the frame. The layout reduces the lever ratio as the rear wheel moves upward, making the suspension more progressive and more responsive, increasing traction over road surface ripples while still
responding smoothly over larger bumps. The system also reduces side loads, helping the rear shock absorber move in a smooth arc as it compresses. The Showa rear shock has externally adjustable spring pre-load, rebound damping and both high-speed and low-speed compression damping, and rear wheel travel is 130mm.

Showa inverted cartridge forks feature 41mm tubes and are externally adjustable for spring pre- load, rebound damping and compression damping. Front wheel travel is 120 mm. Like a racebike, the GSX-R600 has
adjustable foot-pegs, which can be moved into three different positions in a 14mm horizontal and vertical range to suit rider preference. The brake pedal and master cylinder move with the right foot-peg assembly, and
the shift lever linkage can be adjusted to accommodate changes in the left footpeg position. The GSX-R600’s race-proven chassis geometry includes a wheelbase of 1400mm with 23.8 degrees of rake and 97mm of trail. Seat height is a relatively low 810 mm. The seating position is carefully designed to work well both for racetrack and street riding, with a relatively short reach between the handlebars and the hips of the rider.

An electronically controlled steering damper produces less damping force for lighter steering at slower speeds and parking, and delivers more damping force at highway and racetrack speeds. A solenoid valve operated by the engine management system moves a tapered needle away from or toward a seat in the main damping circuit, reducing or increasing oil flow for reduced or increased damping.

Lighter Alloy Wheels & Radial-Mount Front Brakes

The cast aluminum-alloy front and rear wheels are lighter, more rigid and stronger, thanks to a new offset- three-spoke design with curved spokes matching the direction of wheel rotation. Wheel sizes are unchanged, measuring 3.50 x 17-inch front and 5.50 x 17-inch rear, but the new front wheel is 180 grams lighter and the new rear wheel is 250 grams lighter. The wheels carry new Bridgestone radial tires designed specifically for the GSX-R600 and measuring 120/70ZR17 in front and 180/55ZR17 in the rear.

The front brake system uses dual radial-mount opposed-four-piston Tokico front calipers; staggered piston sizes (30 mm and 32 mm ) help equalize pad wear, and a new 17 mm (down from 19.05 mm) radial-pump master cylinder and small-diameter, low-expansion brake lines help improve braking leverage, performance and feel at the lever. A stronger return spring helps keep air pressure against the front brake lever at racetrack speeds from causing brake drag. Dual floating front brake discs measure 310 mm in outside diameter and are 5.0mm thick, down from 5.5mm. The size of the disc mounting  bolts is slightly reduced and, combined with the slightly thinner discs, the change reduces unsprung weight and inertial mass, for better suspension action and easier turn-in on the racetrack. The single-piston Tokico rear brake caliper works with a disc that is 220mm in diameter and 5.0mm thick.

An Exciting New Look

The latest GSX-R600 comes with an exciting, edgy, evolutionary new look, including powerful new headlights and even more effective aerodynamics. 

The improvements in air flow are the result of wind-tunnel development, which reduced overall drag while maintaining wind protection for the rider and while also increasing the effectiveness of the ram-air intakes.

The new fairing carries three headlights positioned side by side, a centrally mounted 55W H11 halogen projector low beam and 60W HB3 halogen multi- reflector high beams on each side. When high-beam is selected, all three headlights are activated, illuminating a larger area and increasing cornering visibility. A position lamp above the low-beam headlight maintains the vertically stacked theme made popular by the styling of recent GSX-R models.

The ram-air intakes are positioned as close as possible to the center of the fairing nose, where air pressure is greatest. A new louver system inside the ram-air intakes replaces the mesh screens used for previous models,
straightening the air flow and reducing intake resistance, which translates into higher airbox pressure and more output.

The upper fairing is slightly wider at the handlebars, reducing turbulent drag, and the lower fairing is slightly slimmer, reducing projected frontal area. Front turn signals are integrated into the rear-view mirrors, further reducing projected frontal area, and rear turn signals are integrated into a new, slimmer tail-section.  The rear brake and taillight use LEDs (Light Emitting Diodes) as a light source. LEDs are lighter and more durable and use less electrical power than conventional light bulbs, and allow more styling freedom. The combination of a red lens and red LEDs contributes to the richness and depth of the visible light, increasing visibility as well as making a styling statement.

The fuel tank is now slightly larger, holding 17.0 liters of fuel (increased from the previous model’s 16.5 liters), and sound-deadening material underneath the tank reduces mechanical noise.

The instrument cluster includes a step-motor-controlled analog tachometer, a digital LCD speedometer, dual LCD tripmeters, an LCD reserve tripmeter, an LCD clock, an LCD coolant temperature/fuel injection readout and an LCD gear position indicator. An LCD engine- mode indicator displays which S-DMS performance setting has been selected by the rider. Additional LEDs are used to indicate turn signal use, neutral selection, high beam use and to warn of low-fuel. Another LED can be programmed to flash to indicate a pre-selected engine rpm.

The 2008 Suzuki GSX-R600 is more than a 600cc sportsbike.

It is the result of more than 20 years of Suzuki innovation and performance leadership. Packed with Genuine Suzuki Engineering, and delivering balanced performance. For the street. For the racetrack. For your life.

There’s one waiting for you now, at your local Suzuki dealer.

Glass splash white / Pearl vigor blue (CWH)
Solid black / Metallic mat black No.2 (CRU)

Specification:

Engine: 4-stroke, inline 4-cylinder, iquid-cooled, DOHC
Bore x stroke: 67.0 mm x 42.5 mm
Displacement: 599 cm3 (599 cc)
Compression ratio:12.8 : 1
Fuelling: Fuel injection
Oil capacity: 2.9 L (0.8 US gal.)
Ignition: Fully transistorized
Starter system: Electric
Lubrication system: Wet sump
Transmission: 6-speed constant mesh
Primary drive ratio: 1.974 (77 / 39)
Final drive ration: 2.687 (43 / 16)
Frame type: Twin spar diamond (aluminium alloy)
Rake / trail: 23.8 degrees / 98 mm (3.9 in.)
Suspension Front: Inverted telescopic, coil spring, oil damped, spring preload fully adjustable, rebound and compression demping force fully adjustable Suspension Rear: Link type, coil spring, oil damped, spring  preload, fully adjustable, rebound  damping fully adjustable
Front wheel: 17M/C x MT3.50
Rear wheel: 17M/C x MT5.50
Front brakes: Double, Radial mount, 4-piston calipers, 310mm
Rear brakes: Single, 1-piston caliper, 220mm
Front tyre: 120/70ZR17M/C (58W), tubeless
Rear tyre: 180/55ZR17M/C (73W), tubeless
Fuel tank: 17.0 L (4.5 US gal.)
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.)
Seat height: 810 mm (31.9 in.)
Dry weight: 163 kg (359 lbs.)

 

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