2011 Suzuki GSX-R600 Review

Impressive performance, exceptional handling and sporty and modern design to be important to demonstrate a fully restored again. 2011 Suzuki GSX-R600, is designed for the top performer in its class, has the whole package ready for the track itself. 2011 Suzuki GSX-R600-responsive and agile to drive results in a new compact, lightweight running steps and developed suspension. The new 2011 Suzuki GSX-R600 is designed to deliver unprecedented performance in all riding levels.

his 2011 Suzuki GSX-R600 Engine: A compact, powerful 599cc 4-cylinder demonstrates the sophisticated technology of the race-proven line of GSX-R when you press the accelerator and push the RPM Redline.

Chassis:

Color: white, blue / white

Radial front brake assembly, four-piston monobloc calipers with Brembo double floating disc 310 mm

Brake rear disc brakes

Empty weight 187 kg (412 lbs)

RK525SMOZ8 final drive, 114 links

Fuel tank capacity 17.0 L (4.5/3.7 US / Imp gal)

Ground clearance of 130 mm (5.12 inch)

Overall length 2030 mm (80.0 in)

Overall Width 710 mm (28.0 in)

Seat height 810 mm (31.9 inches)

Front suspension Showa Big Piston Fork Front (BPF)

Link type rear suspension with coil springs, shock oil

Front tires 120/70ZR17M/C (58W), tubeless

Rear tires 180/55ZR17M/C (73W), tubeless

Transmission 6-speed transmission with gears

Wheelbase 1385 mm (54.5 in)

Engine:

Bore and stroke 67.0 mm (2.638 in) x 42.5 mm (1673 in)

Compression ratio 12.9: 1

Engine 599cc (36.5 ft. I), 4-stroke, water cooled, DOHC

Fuel Injection System

Digital ignition (Transistorized)

Wet sump lubrication

Starter Electric

Warranty:

Limited to 12 weeks

2011 Suzuki GSX-R600 Price: U.S. MSRP - $ 11,599 USD

A few turns over, as turns 4 and 6 finish at or near the top of a hill. It's easy and common power wheelie while exiting the turn, you are often on the gas and sometimes even bent - a combination that often leads to an easy front, ready to shake his head.

Again, Suzuki remains obedient as electronically controlled steering damper makes a few quick Wiggles in bars before putting the rudder back under your control as you continue to open the throttle for a good round the corner.

And a hard damn well you get through a decent spread of mid-range power, which is significantly effective in the 8000 rpm mark. And the gearbox close ratio seems to work as expected, too. The engine has sufficient traction to fully shake third gear when you think otherwise a lower speed is necessary to spray some areas, on a high-end power partisan super sport.

The motor speed is determined to build a linear way, but up to about 12,000 rpm, and visible with a strong increase in power kicks in. From there, the engine turns freely and enthusiastically to the 15,200-ish redline.

S-DMS (Suzuki Drive Mode Selector) is used as a characteristic of the GSX-R models, but now consists of a single mode of A and B instead of A, B and C as before. While fashion is an option that allows unlimited access to the engine power, mode B in 2011 the results of the model in flexible responsiveness is a bit smaller than C so severely restricted in the previous model.

Through market research, says Suzuki learned that most customers of the previous generation S-DMS only noticed some reduction in power, while the B, and seldom-used settings of C.

Take this client feedback overhaul of the company, the new S-DMS to reflect a greater difference and theoretically more efficient power between the two states. In addition, the ECU no longer converts B-state to a state of full power if the throttle is opened quickly as they do the old version of S-DMS.

The brain now holds the motor bike in a state of tune the speed when they are in B, regardless of the speed at which the throttle is opened.

It's easy to get caught up trying to get as fast as they dare on a race track, and this trip was no exception - especially since the weather has contributed to this point in our travel time. Eventually, however, I remembered to use my index finger to press the mode button to switch on the front top of the device on the right (with minor changes reported to the GSX-R1000) click on the mode B.

Whoa. This is a serious power outage, the method B. So loose is the speed at which the vapor built in 600 B, leaving the track for a short break, I muttered to myself, "Why bother?"

Justice, the right person, or the right conditions, reduced the production of B might make sense - like the first time participant or a car on the track on some very slippery road conditions. Otherwise, I fear most riders spend most of the time, A.

Two of the most notable improvements is Gixxer Showa Big Piston Fork Sixx (GMP) and Brembo monobloc brake calipers. The GMP is a key element for the stability of the 600 chassis and handling. With limited front-end dive under braking for the BPM design, not least the chassis, and overall comfort has improved.

Although Barber's surface is generally smooth, some ripples around brake entry - probably the result of forces generated by the race cars during braking. The GMP delivered the right amount of feedback to let me know of annoying rough spots when he said devoured imperfections.

While the GSX-R600 Brembo dual function has a strong first bite that I prefer and am used to the brake-maker of Italy, they are also a high performance piece of kit which raised the GSX-name R and game.

The feeling of the brake lever adjustable to six points was consistent with a lot of feedback I want to know exactly how much pressure I had to try. Trying a different brake pad material could solve my problem with the initial bite.

Conclusion

Despite the bleak prognosis of nature, rainy weather with the threat of tornadoes mixed, fell a drop of water from Moto broadcast media "Barber round. It was only after most of the riders pulled into the pits for the day, the clouds are finally relieved of their burden wet. And they did it sharply. The timing of the rain was strange resemblance.

He is blessed with luck, 2011 Suzuki GSX-R600?

And the Big Four, the Suzuki is the first player of the past two years to go to battle super. Kawasaki was the last of 600 to give a great service, so in 2009. It was enough improvement that the ZX-6R Dethroned Honda CBR600RR that year winning the title in 2009, our Supersport Shootout.

This once a year, we praised the Ninja Battle of meaty mid-range power of its ability to allow the pilot to get a bit 'lazy to gear selection and pull clean away from slow angular velocity. It 'been a long enough period that the memory does not make a precise comparison at this stage between 2011 GSX-R600 and the current version of the ZX-6R.

However, in this tightly contested category, where every little things that we can not exclude the Ninja is a significant peak dominant power since 2009, when its 107.7 hp was between 5 and 10 more horsepower than the competition.

However, the output of the crankshaft, said the new 123 hp Suzuki Gixxer Sixx, if accurate, would be approximately 108 horsepower rear wheel as Kevin Duke speculates force. The advantage of the GSX-R 9 pounds lighter in weight of the ZX to reduce 421 pounds is another feather in the cap of Suzuki supersport.

When the Suzuki engine is likely to be more efficient than the previous model of the GSX-R, what is most important to me is unmistakable motorcycle handling, maneuverability and ease of use.

A Super Sport, which user can greatly improve the confidence of the driver which in turn may partially compensate for the loss, if any, to power. A happy, confident driver is usually ready to go faster.