The GSX-R600 is 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.

Featuring:

Big bore and short stroke, with a 16,000 rpm redline.
Double Overhead Camshafts (DOHC), with four titanium valves per cylinder.
Downdraft, dual-injector Suzuki Dual Throttle Valve (SDTV) throttle bodies and efficient Suzuki Ram Air Direct (SRAD) induction.
Liquid cooling.
Vertically staggered transmission shafts, to reduce overall engine length.
A six-speed, close-ratio gear box
Advanced digital engine management, including the revolutionary three-way, on-the-fly selectable engine mapping system known as Suzuki Drive Mode Selector (S-DMS).

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 ECM (Engine Control Module, also popularly known as an engine control black box). The new ECM 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 race bike maps. Switching from one map to another is instantaneous, making it possible for a rider to select a map
for one part of a racetrack and another 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.

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 rigidity, including a hollow steering head section, two main-spar/swing arm pivot plate sections, and cross braces above and below the swing arm. 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 swing arm is constructed of die-castings and rectangular extrusions, and the rear shock mounting system uses an aluminum-alloy link that pivots on the swing arm 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 pavement 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 130 mm.

Showa inverted cartridge forks feature 41 mm tubes and are externally adjustable for spring preload, rebound damping and compression damping. Front wheel travel is 120 mm.
Like a race bike, 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 foot-peg position.

The GSX-R600’s race-proven chassis geometry includes a wheelbase of 1400 mm with 23.8 degrees of rake and 97 mm 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.

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 multireflector 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 tailsection.

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 enginemode 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.


Courtesy of Suzuki.