I would point out that while this suspension isn't quite as top-shelf as an electronically-controlled dynamic system might be, it's a whole lot less expensive and is absolutely sufficient for street use, no matter how aggressive your riding style. A back-torque limiting clutch couples engine power to the six-speed transmission that comes with a tall first gear ratio that gets shorter on up the range for solid starts and corner exits. Finally, the Suzuki Exhaust Tuning system incorporates a valve in the exhaust system to provide variable and dynamic backpressure control. The Suzuki Dual Throttle Valve (SDTV) technology in the fuel-injected throttle body moderates power delivery with a secondary butterfly to reach a compromise between requested power at the grip and what the engine can smoothly deliver.Īdditionally, the Suzuki Drive Mode Selector (S-DMS) provides a pair of rider modes to choose from for even more control over power delivery. Suzuki uses an Engine Control Module (ECM) with ride-by-wire throttle input to control induction. This shakes out as a GSX-R600 top speed of about 155 mph (depending on whose butt is on the bike). Oversquare, the engine runs a 67 mm bore with a 42.5 mm stroke that produces around 104 horsepower and 44 pound-feet of torque (depending on whose dyno it is). The valvetrain comes tuned for minimal losses as well, with titanium-blended valve metallurgy and a single spring to work with the most radical cams Suzuki has ever installed in a production bike. Using its 599 cc, inline-four mill for the foundation, the engineers built it up with a bit of delightfulness, such as their shot-peen-hardened con'rods as well as lightweight, Finite Element Method (FEM) forged pistons with coated rings and ventilation to help combat mechanical losses. Not content to just make a streetbike that Gixxer like it has race DNA, the factory borrows from its own not-inconsiderable MotoGP track experience to build in a number of race-proven features into the GSX-R600.
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