Chassis

• Frame: New cast-aluminum twin-spar frame composed of five sections. The new frame is designed with emphasis on weight reduction. Material thickness of each frame section has been carefully optimized (the thinnest section has been narrowed from 3.5mm to 3.0mm), resulting in frame weight reduced by 1,350 grams. The seat rail is now narrower, making it easier for the rider to straddle the machine. In order to further optimize chassis dimensions, the wheelbase has been shortened by reviewing the layout of the frame and other sections, while keeping the swingarm length the same as the current model.
• Front suspension: The front suspension newly features inverted telescopic type Big Piston Front-forks (BPF) made by SHOWA and developed with racing-technology feedback. The fork uses 41mm-diameter inner tubes and the overall fork assembly, in particular the fork outer tubes, are newly designed. The new forks are 860 grams lighter compared to the forks on the current model. The BPF design relocates the fork springs to each fork leg, where they are completely submerged in oil. This reduces fork oil foaming and thus contributes to a more stable damping performance. Damping force and spring preload are both fully adjustable.
• Rear Suspension: The rear suspension comes with fully adjustable spring preload and rebound and compression damping force. Compression damping is a 2-way – high-speed and low-speed – adjustable type, making possible precise settings. A ride-height adjustment system is equipped. The rear suspension spring sheets are now aluminum, instead of steel, reducing weight by 90 grams. The new rear suspension shock linkage as a whole is now 490 grams lighter, contributing to reducing the weight of rear suspension system by 780 grams.
• Swingarm: Swingarm design has been reviewed, resulting in a weight reduction of 900 grams. The cushion lever is changed to pressed aluminum, from forged aluminum in the current model, while the arm structure is changed from die cast and plate to a cast, contributing to its weight reduction.
• Braking System: The front brake system uses newly designed Brembo monoblock-construction cast-aluminum-alloy calipers, which feature high caliper-body rigidity and light weight. The 4-piston calipers are radial-mounted. The rear brake uses a compact and lightweight caliper shared with the GSX-R1000. The overall brake system is designed to heighten brake feel, with the goal of delivering better brake performance on racetracks.
• Riding Position: Taking advantage of the 15mm-shorter wheelbase, the new riding position puts the handlebars at a shorter distance from the rider’s hip point, and the handlebars are placed relatively low. The new riding position offers a high degree of comfort and freedom of rider movement. The handlebars are positioned at a 1-degree wider angle and the fuel tank shape has been reviewed taking into account various riding situations, such as tucked-in at racetracks, sport riding, handling through streets, long rides where comfort becomes more important.
• Seat: For user convenience, the GSX-R600’s seat height (810mm) is the lowest in the 600cm3 Supersport class. The sections around the seat are shaped slim for easy straddling and knee grip. The seat is shaped to allow much freedom of moving the rider’s hip point, and to help make the rider’s knee and angle positioning comfortable. The seat and surrounding sections are shaped to allow smooth rider weight transfers on racetracks. The seat skin is upgraded. The weight of the seat section is reduced by 244 grams, by reducing the material thickness at the bottom of the front seat and by using a more compact pillion seat.
• Adjustable Footrests: As with the current model, the footpegs are 3-way adjustable, enhancing the freedom of assuming different riding positions. The related components are now reduced in weight (53 grams lighter compared to the current model).
• Electronically Controlled Steering Damper: An electronically controlled steering damper contributes to handling stability and a more agile feel by increasing the damping force at higher speeds and reducing the damping force at slower speeds.
• Front Axle: The front axle shaft diameter is reduced from 25mm to 22mm, reducing weight by 46 grams (tightening structure changed from an inside-axle screw/hollow bolt type to an outside-axle screw/nut type).
• Front Wheel: Hub and bearing sizes are reduced in accordance with the smaller-diameter front axle, resulting in a weight reduction of 210 grams as a whole. Only the hub section is changed to match the change in axle size; design remains unchanged. Wheel size remains the same as the current model, 17 M/C x MT3.5.
• Rear Axle: Rear axle diameter is reduced from 28mm to 25mm.
• Rear Wheel: Hub and bearing sizes are reduced in accordance with the smaller-diameter rear axle. Along with the sprocket drum, the total weight was reduced by 190 grams. Wheel size is 17 M/C x MT5.5.
• Tyres: Bridgestone’s high-performance sport tyres are employed to realize running performance – the handling and grip – befitting the model’s concept “The Top Performer”. Front 120/70ZR17M/C and rear 180/55ZR17M/C radial tyres, designed specifically for the GSX-R600, on light and rigid curved-3-spoke wheels.

Engine

• Performance: Class-leading power-to-weight ratio in the 600cm3 Supersport class. Lighter weight and reduced mechanical losses result in enhanced running performance. Upgraded engine performance in the low-to-mid rpm range (more torque and power) results in a more accessible, more controllable engine performance characteristics. Enhanced environmental performance Fuel mileage is improved by approximately 10% (WMTC mode, Suzuki in-house research). In addition to a combination of lighter engine weight and reduced mechanical losses, the progression of combustion efficiency and the reduction of overall weight also contributed to this improvement. Adjustable performance, with an easy-to-use system Suzuki Drive Mode Selector (S-DMS) system with further-refi ned two-map selection. Increased torque and power in the low-to-mid rpm range without sacrificing top end power.
• Piston: Piston weight reduced by reduction of skirt length and pin-boss width. Weight of 4 pistons in assembly is reduced by 78 grams.The valve recess on top of the piston is now a smooth, forged structure, instead of formed by machining, resulting in enhanced combustion effi ciency. Making use of fatigue analysis technology used for developing MotoGP racing engines, the piston design realizes large weight reduction while further optimizing strength and maintaining durability. The pistons are very light compared to those on other makes, and the resulting reduction in mechanical losses contributes to further enhancing the power output characteristics.
• Piston Rings: As with the current model, the upper compression ring and the oil control ring are chrome-nitridecoated using a Physical Vapor Deposition (PVD) system, which contributes for reducing friction loss.
• Cam Profile: Cam profiles were reviewed utilizing analysis technology employed for MotoGP racing engines. By reducing the overlap (that is, shortening the time that both the intake and exhaust valves are open) from 63 degrees to 58 degrees, by decreasing the acting angle and the maximum lift, the engine is tuned for a more meaty low-to-mid rpm range torque, while retaining peak output at high rpm. The GSX-R600 engine revs to 15,500 rpm – the highest figure among production Suzuki bikes, and similar to racing machines. In order to counter valve spring surging which tends to occur at high rpm, a detailed cam lift curve was prepared making use of the surging-prevention technology from MotoGP development (Suzuki in-house calculation program). As a result, the engine performance character is pushed to new heights while maintaining intact the valvetrain reliability.
• Crankcase: The pentagonal-shaped ventilation holes at the top of the cast crankcase are both more functional and larger, thus contributing to both weight reduction and airflow.
• Suzuki Composite Electrochemical Material (SCEM) - plated cylinders: The cylinders are plated with SCEM, Suzuki’s well-proven, racing-derived, nickel-phosphorus-silicon-carbide coating technology.
• Compact Engine Design: The engine is rotated rearward by 3 degrees around the driveshaft to reduce the wheelbase to further heighten racetrack performance.
• Transmission: The 1st through 4th and the 6th (that is, every gear except the 5th) transmission drive and driven gears are newly designed with new drive ratios. The weight of the transmission-related components as a whole has been reduced by 185 grams.
• Back-torque Limiter: The back-torque limiter makes for smoother downshifting operation, and helps the rider make effective use of the powerful engine output and chassis performance.
• Suzuki Drive Mode Selector (S-DMS): S-DMS allows the rider to select a power character to suit the rider’s personal preferences in various situations. The latest version features a 2-map selection designed pursuing performance merits and ease of use. The S-DMS selection switch is moved to the left handlebar for smoother operation.
• Suzuki Dual Throttle Valve (SDTV): The SDTV system uses two butterfly valves in each throttle body to realize fine control of fuel injection. The primary injector angle is changed from 41 to 35 degrees to optimize the direction of fuel spray. The system uses fine-spray-type primary and secondary injectors. The injectors are now more compact, allowing more freedom of layout (the new layout also resulted in the air cleaner attaching section changed to a flange type).
• Idle Speed Control (ISC): ISC is carried over from the current model. ISC constantly maintains stable idling operation, greatly enhancing user comfort. The Engine Control Module (ECM) senses and calculates the difference between actual idling rpm and normal idling rpm; an ISC valve located in the throttle body bypass circuit is opened/closed by a stepping motor to regulate the amount of intake airfl ow and thus compensate to reach the normal idling rpm.
• Engine Control Module (ECM): Using feedback from MotoGP technology, the ignition driver is changed to an advanced transistorized ignition control circuit, improving performance. The ignition circuit has been reviewed. Countermeasures against heat have been taken. The ECM is now located near auxiliary equipment, and the wire harness routing has been improved to reduce the amount of wires, resulting in weight reduction of 250 grams.
• Iridium Plugs: Spark plugs are carried over from the current model, using NGK-made CR9EIA-9 iridium spark plugs.
• Muffler: The new-design muffler is more compact and lighter. The 4-into-1 exhaust system is composed of stainless-steel exhaust pipes, an exhaust chamber and a titanium muffler. Thinner exhaust-pipe wall thickness (reduced from 1.2mm to 1.0mm) and more compact chamber and muffler save weight (the exhaust pipes and chamber together are 900 grams lighter, while the muffler is 800 grams lighter).
• Suzuki Exhaust Tuning (SET): As with the current model, the exhaust system is fitted with SET system, an exhaust device that opens/closes a butterfly valve in accordance with the engine rpm.
• Pulsed-AIR (PAIR) injection: Built-in PAIR system greatly contributes to environmentally friendly performance. The PAIR system directly injects fresh air from the air cleaner box into the cylinder head exhaust port – through a PAIR control solenoid valve which is controlled by the ECM in accordance with throttle position and engine rpm – to react with unburned hydrocarbons (HC) and thus reduce carbon monoxide (CO) emissions.
• Air cleaner: To further optimize the air-cleaner layout, the shapes of the air cleaner and intake pipe are changed. The changes also realize a weight reduction of 60 grams.
• Radiator: The radiator fan is enlarged (diameter increased from 171mm to 180mm) for better cooling performance.
• Instrument Cluster: Stopwatch and lap timer are newly added, and the LCD is enlarged. The engine rpm indicator is derived from MotoGP machines. The indicator can be programmed for four different rpm settings. The indicator can be used as a reference for up-shift timing on racetracks and on winding roads.
• Handlebar Controls: The S-DMS selection switch is moved to the left handlebar, from the right handlebar in the current model. Meter display selection switch on the right handlebar can control the stopwatch and lap timer, and measure times up to 99 minutes and 59.99 seconds.
• Immobilizer: The immobilizer is the rolling-code type and communicates with the ECM using a different code each time the ignition switch is turned on – a complex signaling system that makes for a highly effective theft prevention measure.

Styling

• Concept: A lightweight and compact styling design created with the development goal of delivering, just like the engine and chassis, a class-leading racetrack performance. While inheriting the highly popular styling themes of current and previous models, the latest model embodies further refinements that heighten its functionality. Styling highlights inherited from previous models, such as the rearview-mirror-integrated turn signals and the vertically-stacked dual headlights. Further refinements to realize a more compact, lightweight and functional styling design to help make the latest GSX-R600 more functional not only on racetracks but in a variety of riding situations.
• Compact Bodywork: The front overhang is reduced by 55mm, while the rear overhang is reduced by 35mm. Use of a more compact muffler.
• Lighter: While pursuing further aerodynamic refinement, the new bodywork is much lighter, realizing a 3,400 gram (35 percent) weight reduction for the plastic bodywork components by reducing the number of parts (eight less parts), reducing overlapping sections, etc.
• More Functional: 810mm seat height, the lowest seat height in the 600cm3 Supersport class. Seat and surrounding sections designed to allow rider much freedom of movement. Side-panel center section shaped with added parts to improve the airflow. A combination of smooth curved sections and sharp, edgy sections creates a trim, functional form.
• External Components: The front cowling is designed to provide effective wind protection while pursuing compactness and light weight. The design, aimed at keeping the frontal area as much as possible to reduce weight, maintains a favorable CdA (aerodynamic) figure and high wind-protection performance.
• Lower Cowling: The compact and lightweight lower cowling helps smooth the airflow toward the muffler cover.
• Fuel Tank: The newly designed fuel tank has the top lowered, making the shape more convenient for the rider to tuck-in on racetracks. Fuel capacity is 17 litres. The tank cover is reshaped for a fresh new styling image.
• Headlights: The latest model inherits the vertically stacked dual headlights layout, the trademark of the GSX-R series. Designed for both aerodynamic refinement and light weight, the headlights now weigh 1,338 grams, with a weight reduction of 562 grams. The headlights deliver ample light distribution with a 12-volt 55-watt low-beam, 12-volt 65-watt high beam and two 12-volt 5-watt position lights.
• Turn Signals: The latest model inherits the characteristic mirror-mounted turn signals.
• Rear Combination Lamps: The LED combination lamp is built into the tailsection that’s slim-styled and thin-shaped. The rear turn signals are shaped to wrap around well onto the top of the seat cowl, accentuating the impression of the tail section sweeping up rearward to a minimum-sized tail end.