MotorcycleDaily.com – Motorcycle News, Editorials, Product Reviews and Bike Reviews

Motorcycle News, Editorials, Product Reviews and Bike Reviews

Radical New GSX-Rs Lose 18 Pounds for 2011

These are official photos and specifications for the 2011 GSX-R750 and 600 unveiled earlier today by Suzuki.  The bikes are essentially all new and lose 18 pounds.  Notable is the adoption of Brembo brakes.  Although paint schemes differ, as usual, the 750 and 600 look virtually identical.  Here is some of the information released by Suzuki:

ENGINE: liquid-cooled with Suzuki Ram-Air Direct (SRAD) induction and a digital engine management system. Double Overhead Camshafts (DOHC) are driven by a link-plate chain off a forged crankshaft and open four titanium valves per cylinder through bucket tappets, with shim-under-bucket lash adjustment. The valves are set at a narrow angle, 22.5 degrees for the GSX-R750 and 22.0 degrees for the GSX-R600—allowing a very compact Twin Swirl Combustion Chamber (TSCC)—with the GSX-R750’s intake valves set at 10.5 degrees from the cylinder centerline and the GSX-R600’s intake valves set at 10.0 degrees from the cylinder centerline. For both models, the exhaust valves are set 12.0 degrees from the cylinder centerline.

BRAKES: The new Suzuki GSX-R750 and GSX-R600 both come with 310 mm fully-floating front brake discs and new radial-mount, four-piston Brembo monoblock calipers. The 32 mm caliper pistons are staggered to promote even pad wear, the trailing pistons offset relative to the pad centerline. The monoblock design of the new calipers makes them lighter, and their more rigid construction and increased piston area improve braking performance by providing the rider with more consistent power and better feel at the lever.

The new GSX-R600 uses lighter, more durable forged pistons designed with the same Finite Element Method (FEM) and fatigue analysis technology used to develop MotoGP racing engines. Shorter and narrower skirts, narrower wrist pin bosses and shorter wrist pins help make each piston assembly 78 grams lighter. The lighter piston assembly translates into less reciprocating weight, reducing mechanical losses while improving throttle response, acceleration and engine output reaching the rear wheel.

Each GSX-R750 cylinder’s two intake valves measure 29.0 mm in diameter while the two exhaust valves measure 23.0 mm in diameter. The redesigned intake valves are each 0.6 gram lighter thanks to a new, stronger titanium alloy and reshaped valve heads.

The GSX-R600’s titanium intake valves measure 27.2 mm in diameter, while the titanium exhaust valves measure 22.0 mm in diameter. New camshaft profiles produce a more aggressive valve-lift curve to improve throttle response, mid-rpm torque and peak engine output while also preventing valve spring surge at high rpm. The cam profiles were designed using advanced technology developed by Suzuki engineers working on ultra-high-revving MotoGP racing engines. The GSX-R600 is the first production Suzuki motorcycle to benefit from this proven MotoGP racing technology.

On the racetrack, that translates to better drives out of corners and higher top speeds. On the street, it means that the GSX-R600 doesn’t have to be revved as much to accelerate briskly away from a stop.

CHASSIS: The new GSX-R750 and GSX-R600 models both feature completely new chassis designs, each based on a more compact, lighter twin-spar aluminum frame with a 15 mm shorter wheelbase. The GSX-R750’s wheelbase is now 1,390 mm while the GSX-R600’s wheelbase now measures 1,385 mm.

Rotating each model’s engine rearward by 3 degrees around the countershaft sprocket made it possible for the engineers to reduce the distance from the front axle to the swingarm pivot while maintaining the race-proven steering geometry and without losing the needed clearance between the front wheel and the radiator at full wheel travel.

For both models, the shorter wheelbase better centers the combined machine/rider mass between the wheels, improving racetrack cornering and also shortening the reach between the seat and the handlebars. The shorter reach and slightly wider handlebar angle make it easier for the rider to reposition their weight while on the racetrack and also improve comfort on longer highway rides.

Each model’s main frame is built using five welded-together castings. But changes in the size and shape of the main spar castings and the relocation of the connecting welds contributed to a 1,350 grams significant reduction in frame weight for each model and also allowed the engineers to adjust torsional rigidity and enhance racetrack cornering. Each frame is also narrower at the seat, making it more convenient for the rider to reposition their weight for cornering on the racetrack.

Each model’s aluminum swingarm is also 900 grams lighter, thanks to a simplified design using fewer welded-together, cast parts.

ENGINE MAPPING: The Suzuki Drive Mode Selector (S-DMS) system built into the ECM allows the rider to use a button mounted on the left handlebar switch module to select one of two engine control maps, regulating the fuel injection, secondary throttle valve and ignition systems. The two maps are designated A and B, with Map A delivering full power and acceleration and Map B producing more moderate acceleration.
 
The S-DMS system allows the rider to select a map to suit various riding conditions and personal preference on the road, for example choosing one map for highway cruising and the other map for tight country roads.

 The two available maps were also developed using racing experience. Switching from one map to the other is instantaneous, making it possible for the rider to use one map on one part of a racetrack and then select the other 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 switch from Map A to Map B to suit conditions at the end of a long race when the rear tire is worn, to use Map B when scrubbing in a new rear tire, or to choose Map A for a high-speed racetrack and Map B for a tighter racetrack.

The front brake master cylinder uses a 17.46 mm radial-mount piston. The position of the front brake lever relative to the handlebar is 6-way adjustable, using a convenient adjustment wheel. Combined, the new front brake calipers and associated hardware are 405 grams lighter than the system used on previous models.

The single 220 mm rear disc works with a new, lighter Nissin single-piston caliper that is 325 grams lighter than the caliper used on previous models.

27 Comments

  1. Vitamin D says:

    Ehhhh Suzuki has never been the style queen anyway so why break that habit now. They are known for being user friendly, reliable and showered with aftermarket support.

    Sacrifice has to be made somewhere. Beautiful and functional doesn’t always work hand in hand.

  2. Happy Fast More says:

    Ok, the new GSX-Rs are lighter, have Brembo brakes, better power to weight ratio, engine internals are lighter for less reciprocating mass (spins up faster!), MotoGP technology throughout, etc, etc, etc. What’s not to love as a supersport motorcycle enthusiast?? Does any supersport bike manufacturer really make a bad bike anyway? Of course not and you’re a fool if you say yes! Suzuki has made a major technology leap with these new GSX-Rs which means a lighter and MORE FUN beast between your legs folks!! The body work looks like it will cut through the wind better and provide smoother air flow over the rider…this is BAD?? Come on now!!!

    It seems, from the comments on this site, that those who are criticizing this new bike on the looks would rather see their motorcycle resemble a video game than actually work properly. It looks like it does because it DOES what we all want it to do…BE REALLY %#@&ING FAST! Couch critics need to stay to the couch and rip up the virtual streets with a game controller. Why criticize a manufacturer who has won more championships than your I.Q. score totals out to?

    Those of you who gave kudos to Suzuki GSX-Rs, kudos to you!! You have brains, obviously RIDE your bike and have passion for the true sport of motorcycling…manufacturers make bikes for YOU. Those of you who ripped Suzuki a new one obviously would rather be leaning up against your steed at a Sonic stuffing your grocery hole with a burger and a slushy while you “imagine” everyone looking at you because you own a “rad looking ride” (FYI…they really think you’re a weenie). You are a poser my friend and need to reevaluate who these motorcycles are truly designed for…people who APPRECIATE PERFORMANCE!

    GOOD JOB SUZUKI and EVERY other manufacturer who gives us these unbelievable machines to own and enjoy! THANK YOU for continuing to make leaps forward from those that appreciate your efforts!

    • Austin ZZR 1200 says:

      Still fugly :}

      • Happy Fast More says:

        Wonderful retort… From your response, it appears you may not be old enough to ride a motorcycle. Good luck to you when you are old enough to ride one…hope that one “looks” really fast. :)

        • Austin ZZR 1200 says:

          Right. I think you might be taking yourself a bit too seriously.. been riding a long time (yes, a zzr 1200 looks and is fast). lighten up, Francis ( old enough for that reference..)

          • Happy Fast More says:

            Ok Austin…a ZZR is “fugly” to some as well but I’m sure you feel great riding it. Who cares big guy…

  3. strogateta says:

    in this class styling is not a topic. it’s only function – perfs, perfs, perfs.
    This, however, is beyond belief – I WOULDN’T like to be seen riding anything looking even remotely so dissappointing.

    Congratulations to the engineers for making a scales-queen out of the GSX-R, a massive engineering feat, that’s for sure. Anorexia and beauty seldom connect, though.

    On second thought, maybe the Maz-da MX-three designer works at Suz now?

  4. Blunt says:

    your hilarious. the GSX-R has takin the #1 spot in racing for the last 8 years. besides now when they switch riders.. the zx6 by far is a great bike but Kawasaki doesn’t put the money into the bikes that they could. instead they make u buy all the afer market pieces that the GSX-r already have. and if you know how to “gamble” with your dealers.. u can get the suzuki cheaper then anyother bike because they have a high profit price out of the dealers.. grannet the plastics dont look the greatest. but u can switch them out with older ones or buy new ones for about 3-400$

  5. zeus xarras says:

    still can’t touch the kawasaki zx6r! a much better supersport bike and a thousand big ones!!!!!! cheaper

  6. Burt says:

    The styling looks more aerodynamically determined vs runway styling. I’ll take an plainer looking bike that works better any day of the week. Form following function. It’s why the Bus is basically unchanged all these years and fits Suzuki’s commitment to win races. I’m glad they’re not leaving their roots behind just to look cool.

  7. Billmud says:

    You guys whining about how it looks….I think the styling is cleaner and less contrived (read bliiiiiingy) than it has been for a long time! KUDOS to Suzuki stylists!

  8. Ziggy says:

    Goofy-looking styling. Looks more like something from 2000 than 2010!

  9. Austin ZZR 1200 says:

    Echoing the sentiment of my fellow riders: its still fugly. The Gixxer is the pole that divides squid from non-squid; the unwitting arbiter of good taste. Its the only bike I would ever get in black just to hide the hideousness.

  10. Mike says:

    Eh, insurance not really an issue for a track bike. Or someone who’s midforties without a bad driving record, either.

    I thought the 848/1098 required much less frequent valve adjustment than their predecessors?

  11. ZX9mine says:

    Umm…so where is the radical part? Radical, as in departure from normal..maybe it’s the radical link plate chain they use to drive the cams..lol. Suzuki 600 $1000 more than the other JAP OEM’s 600? Hahahahaha..good by Suzuki.

  12. Mike says:

    Chris, I saw that too on a competing website. That’s $900 more than MSRP for a 2011 R6 or ZX-6R. I have to wonder if Suzuki isn’t pricing themselves out of the market… particularly when you can buy a new 848 EVO which, at least on paper, should crush the 600 and be competitive with the 750, for only $1400 more. And by the way, it’s a Ducati…

    • falcodoug says:

      Then insure the Duc, and pay for valve adjustments and belt replacements and in less then a year there gos your savings.

      • CZZ says:

        Or, you could do the valve adjustments yourself (because they’re pretty damn easy and can be done in an hour or so) and replace the belt with the $30 aftermarket ones…and you’ll still be ahead!

        • STR says:

          …it’s a ducati. Thats exactly why I won’t buy the EVO. I don’t want to have my motorcycle laid up in the duc shop for 4 months like the last ducati I owned.

  13. Fast says:

    Jimbo, try doing a track day. Reallly. 175 is fast. But anyone can go fast in a straight line until SH/T happens.

  14. jimbo says:

    I really felt like such a slug on my 2009 GSXR750, it was getting so slow, like you know, only topping out at 175mph or so, I feel a sigh of relief that the 2011 will have more pep for me. It’s sucks only going 75mph in 2nd gear. Hope this new one does better.

  15. James says:

    They’d have to pay me 11k to ride something that ghastly. All the power and dynamic capability in the world couldn’t make me choose to look at that in my garage.

  16. Uffe Kristiansen says:

    I guess the guy who designed the Pontiac Aztek now works for Suzuki!

    • jimbo says:

      Well, it’s not an Aztec (at least it’s not the Aztec with cladding), but, ahem, yes, we all get your drift…

      I sat with the wife eating lunch parked at the Logan Tabernacle parking lot watching cars drive by in a steady stream on 1st E. One of the curses of modern life is that the evolution of performance requirements (mpg, acceleration, noise, accident and injury mitigation, speed, etc) results in the fact that as time passes, car’s will eventually all look the same. You’ll notice that the later the model year the more you can not tell one make from another.

      It’s less like this with bikes, but over time performance bikes do increase in similarity. A blessing of “crusiers” is they have more styling potential because performance is of lower priority.

      This indeed is not Suzuki’s crowning glory from a styling standpoint.

  17. Chris says:

    I don’t recall where I read it… But the 600 is suposedly going to have an MSRP of $11.6k….