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2001 Suzuki GSX-R 600 Test – Part I

Compared to the model it replaces the new 2001 GSX-R 600 is 11 kg lighter, shorter than 25 mm in length and 30 mm shorter in total height. The smaller and more slippery shape has allowed a reduction of 4% in aerodynamic drag.

The 2001 engine is more compact, lighter and more powerful. This is the basic design reflects the latest GSX-R 750 engine, but with many unique pieces of its own. Common features are DOHCs with coolant and a downdraft TSCC (Twin Swirl Combustion Chamber) cylinder head with four valves per cylinder, hollow camshafts driven from the right side of the crankshaft by a link-plate chain.

The crankshaft and vertical shafts are staggered over two splits horizontal crankcase to reduce the length forward or backward, the crankshaft is on the upper crankcase split and the shafts are carried on the party Carter lower division. In addition to making the engine shorter, semi-cassette-type design allows the transmission to be removed without disturbing the crankshaft.

Internal passages in the upper crankcase, cylinder block and carrying lubricating oil to the yoke, thereby eliminating external oil. Shot-peened rods carry lightweight forged pistons. The clutch has coil springs with the cable to activate better feel with a revised ration lever for a slight pull lever.

Compared to the previous model the new GSX-R 600 has a bore and greater short time, 67×42.5mm instead 65.5×44.5mm to reduce mechanical losses at high rpm. The valves are now set at 28 degrees instead of 30 degrees in a combustion chamber which increases the compression ratio of 12.0:1 to 12.2:1. The downdraft angle of the ports is steep, 44 degrees instead of 41.5 degrees and admission valves are larger, up from 26.5mm to 27.2mm, but the valve stems are narrower. Overall the new yoke is 9.5mm shorter forward or backward and 6 mm shorter of the head gasket surface at the top of the cover came 900grams and weighs less than the previous version.

The crankshaft main headquarters in small and large heads and the new con-rod bearing 14mm-bore conical wrist pins.

The fuel injection made an appearance on the new GSX-R 600 and is a system similar to that used on the GSX-R 1000, except in 600 cases of the throttle bodies are 38mm. The new GSX-R 600 combines a new, more compact double-spar aluminum alloy with a proximity to the rear sub-frame and swingarm more than 20 mm, which puts more weight on the wheel before.

The framework itself weighs 2 pounds less than the previous model, but its torsional stiffness to weight ratio is improved by 10%. Rake track and measure 24 degrees and 96mm and 1400mm wheelbase measures.

New, fully adjustable front fork with classic cartridge dampers are lighter and offer more than 5mm wheel travel. New triple clamps to bring the range legs 7mm closer at the same time, reducing the frontal area for better aerodynamics and reducing the steering effort.
A new fully adjustable shock piggyback reservoir has a short 25mm, 6mm diameter larger body of aluminum instead of steel. The new shock is 500 grams lighter and offers 130 mm wheel travel through a progressive link. The aluminum dissipates heat better and internal heat compensation system is larger and more efficient, contributing to both more consistent depreciation. The upper shock mounting incorporates a race for adjusting the height of support.

The 320mm front brake discs work with new, lighter four-piston calipers with great piston aluminum alloy.

When climbing aboard the GSX-R 600 I felt immediately at home. The driving position feels good, in control and reasonably comfortable. A little more weight is placed on the wrists preferable in a perfect world, but the fact is that if you feel connected to the end before your hands must be down around him. A fact of life and is easily worth the sacrifice a little comfort in a tool like the GSX-R. If you are really weak wristed, you can ease the strain by strengthening the muscles of your stomach to help you keep the weight of your wrists. If it gets really bad just lean your chest on a tankbag.

Immediately after hopping aboard the GSX-R before the end weight bias was evident. The GSX-R 600 has a further end bias weight than the 750, which helps you feel connected with the front. The fork action is excellent, better than any other bike in this hard fought SuperSport class, as in the previous GSX-R 600. Showa is the supplier and 45mm conventional forks seem to be roughly the same as those installed on the previous model.

I can summarize the racetrack performance of the GSX-R 600 quit simply …. I can not fault it.

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