Winning Is Everything The racetrack is an unforgiving place. It rewards performance, and accepts no excuses. It is a place of absolutes, where there can be just one winner. Introducing the 2004 Suzuki GSX-R600. Built with genuine Suzuki engineering. Lighter. Better handling. Stronger. Delivering the best power-to-weight ratio in its class. With performance features straight out of the factory racing department. Titanium valves. Inverted forks. Radial- mount brake calipers and a radial master cylinder. Advanced ram-air intake. A powerful digital fuel injection and engine management system with more computing power, running larger throttle bodies. Designed with one goal in mind: Winning. A 600 Like No Other Leading the class is one thing. Leaving it far behind is another. The 2004 Suzuki GSX-R600 reallyis in a class of its own. With the most torque. The lowest dryweight, and the best power-to-weight ratio. Designed with better aerodynamics. A more effective ram-air intake system. Stronger brakes. More linear torque delivery. Better acceleration. The goal is winning. The plan, overwhelm the would- be competition, and establish domination. In other words, Own The Racetrack. With a 600 like no other. A MorMoree EfEfficientficient Engine, Engine, Several changes reduce internal friction and mechanical losses, meaning that less of the power produced by the With TitaniumTitanium V alvesValves engine is needed to turn or move engine parts and more of that power actually reaches the rear wheel. The It all starts with the engine. In basic terms, it is an inline The cylinder block is integrated with the upper crankshaft itself has smaller main journals, 30mm instead four cylindercylinder,, liquid cooled, with double overhead crankcase, the aluminum cylinder bores plated with of 32mm, reducing surface area, and carries chrome- camshafts (DOHC), four valves per cylindercylinder,, fuel Suzuki's own race-proven nickel-phosphorous-silicon- moly steel connecting rods. The forged pistons have injection and a six-speed transmission. It is oversquare, carbide coating, called SCEM (Suzuki Composite shorter skirts and the skirt wall is slightly thinner. The with a 67.0mm bore and a 42.5mm stroke, for 599.4cc of Electrochemical Material).ElectrochemicalThe crankshaft Material). rides The on plain changes help make each piston 18 grams lighter. As displacement599.4cc of displacement and a bore/stroke and a ratio of 0.634:1. bearings between thecrankshaft upper and rides middle on crankcases, plain bearings and before, each piston wrist pin has a tapered bore, to reduce bore/stroke ratio of the transmission input andbetween output the shafts upper are and positioned middle weight. 0.634:1. below and behind the crankshaftcrankcases, on a secondand the crankcase split, instead on the same splittransmission as the crankshaft. input and Offsetting the crankshaft and theoutput transmission shafts are shafts allows the cases to be shorter frontpositioned to rear, making below the and engine more compact. behind the crankshaft on a second crankcase split, instead on the same split as the crankshaft. Offsetting the crankshaft and the transmission shafts allows the cases to be Crankshaft shorter front to rear, making the engine more compact. Piston Connecting rod The upper compression ring and the oil control ring on The all-new cylinder head features a new, more compact each piston are now finished with a chrome-nitride combustion chamber design, with a higher compression plating applied in a vacuum chamber using a PVD ratio, a narrower valve angle and a straighter intake port. (Physical Vapor Deposition) system, (in which charged, Intake valves are now positioned 10 degrees from the vaporized chrome-nitride is electro-deposited on ring cylinder centerline instead of 13 degrees, and exhaust faces carrying an opposite charge). The chrome-nitride valves are now positioned 12 degrees from the cylinder coating is harder and smoother than conventional centerline instead of 15 degrees, reducing included valve chrome plating, angle from 28 degrees to 22 degrees. The steeper valve with a more uniform angle reduces combustion chamber volume, increasing thickness and a compression to 12.5:1, from 12.2:1. Conventional more consistent engineering increases compression by raising the dome finish. The finish of the piston, but a raised dome can interfere with reduces friction. combustion, forcing the flame front to travel over and around the dome. The GSX-R600's more compact combustion chamber increases compression with a new Piston and piston rings flat-top piston, which weighs less and helps produce more efficient and complete combustion. New ventilation holes between each cylinder, located below the bottom of the piston stroke, allow pressurized air trapped underneath a descending piston to more quickly escape to the adjacent cylinder, where the piston is rising. The system reduces internal crankcase pressure and resistance to piston movement, especially at high rpm, and increases torque reaching the rear wheel by about 2%. The ventilation holes make the integrated upper crankcase 200 grams lighter. Cylinder head Ventilation holes The narrower valve angle also allows the intake ports to Titanium New internal passageways carry oil to the automatic, be straighter, with a steeper downdraft angle, 49 degrees valves are hydraulic cam chain tensioner, instead of using an from the cylinder head gasket surface versus 44 degrees. significantly external oil feed line, saving another 70 grams of weight. The straighter, steeper intake ports reduce intake flow lighter than resistance, improving cylinder charging and combustion conventional efficiency. The narrower valve angle also allows the steel valves, The oil-to-coolant oil cooler, positioned between the cylinder head itself to be 8mm shorter front-to-rear, each 27.2mm crankcases and the spin-on oil filter, is now thicker, which saves 80 grams of weight. The bolts which hold intake valve carrying eight layers of coolant passageways instead of the cylinder head to the cylinder blockare 0.5mm weighing 5.6 Titanium valves and valve springs six, increase cooling smaller in diameter, and each weigh 3.5 grams less; the grams less for capacity by 13%, from 10 lighter bolts save a total of 35 grams. a combined total of 44.8 grams, and each 22.0mm exhaust 3.35 kw to 3.80 kw. The valve weighing 4.4 grams less for a combined total of radiator is 40mm 35.2 grams. The valves are operated by smaller, lighter narrower (340mm The exhaust ports are 2mm larger in diameter, reducing bucket tappets, the new intake valve buckets measuring instead of 380mm) and exhaust flow resistance. 25.0mm instead of 26.0mm and the exhaust valve buckets 2mm thinner (22mm measuring 23mm instead of 24mm. Each intake valve instead of 24mm), but is Oil cooler (8 layers of bucket is now 0.8 grams lighter, or 6.4 grams in total, and 10mm taller (248mm coolant passageways) 8mm shoter each exhaust valve bucket is also 0.8 grams lighter, or 6.4 instead of 238mm). The 12 degrees 10 degrees grams in total. The lighter valves and buckets allow the result is 8.0% more cooling capacity, from 26.8 kw to 29 steel-alloy valve springs to have a 10% lighter rate kw, with a weight savings of 125 grams. The electric fan despite a 1,350 rpm increase in maximum engine speed. assembly mounted on the radiator uses a new one-piece Valve spring retainers are aluminum. plastic cooling fan featuring a ring molded to the tips of the individual blades. The integrated ring eliminates the gap between the blade tips and the housing used in The valves are opened by new, hollow camshafts with conventional fan designs, making the fan more efficient thinner walls, the inner diameter increased from 15.5mm even though it is 4.2mm thinner (19mm instead of to 16.5mm and the outer diameter remaining unchanged 23.2mm) and 12mm smaller in diameter (160mm instead at 24.0mm. The changes make the intake camshaft 45 of 172mm). grams lighter and the exhaust camshaft 35 grams lighter. The lighter weight 49 degrees reduces inertia and allows the camshafts to be more accurately 2mm larger controlled by the exhaust port Sectional drawing of cylinder head cam chain, Camshafts especially at higher engine speeds. Radiator with cooling fan Advanced Digital Fuel Injection And Emissions Controls Fuel injection is all The new GSX-R600's dual, double-barrel throttle about getting the right bodies are simpler and about 370 grams lighter amount of atomized than a bank of individual single-barrel throttle fuel and air into the bodies, and use all-resin fuel delivery pipes cylinders to ensure a instead of aluminum-and-resin fuel delivery pipes. homogenous intake The pitch, or center-to-center distance between the charge and the most adjacent barrels in each throttle body, is reduced efficient combustion 5mm, to 75mm, making the throttle body possible, under all Dual double-barrel throttle bodies assembly more compact. The more compact conceivable throttle body assembly works with a 20mm conditions. Like other narrower ram-air airbox, which allows the fuel GSX-Rmodels, the tank to be narrower. The pitch between the two GSX-R600 uses the throttle bodies is 80mm. innovative SDTV (Suzuki Dual Throttle Valve) digital fuel injection system. Each SDTV throttle body throat carries SDTV Fuel injection system two butterfly throttle valves, a primary throttle valve controlled by the throttle twist grip on the handlebar, and a secondary throttle valve positioned between the primary throttle valve and the airbox, opened and closed by a step motor controlled by the ECM (Engine Control Module, or engine management system computer ) based on engine rpm, gear position and primary throttle position. Much like a CV carburetor incorporates a butterfly valve controlled by the rider and a throttle 75mm 80mm 75mm slide opened by intake vacuum, the SDTV system opens the 80mm 80mm 80mm secondary valve the right amount to match intake area to current engine operating conditions, maintaining optimum intake velocity, in turn producing more efficient combustion, smoother power delivery, and cleaner exhaust.