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 Suzuki
have a slogan that always accompanies their current GSX-R adverts. That
slogan is "Own the Racetrack." Now we're cynics, and frankly Suzuki
haven't done all that well at owning the tracks in recent years. So
perhaps the GSX-R 750, that loan voice crying out in a class devoid of
any race series, is all mouth and trousers. Only one way to find out...
Almeria in Southern Spain is a lovely privately owned test circuit. Just about the perfect place to take a bike like this. Strights long enough to stretch its legs and enough corners to really try handling as well. Now for reasons documented elsewhere, this particular GSX-R has only done six hundred miles. Well, it had when it got to Spain, anyway. So straight after its first service it went on a trackday, which might be a little unfair on it. the gearbox was still a bit tight and I did my best to stick to the rev limit imposed on the still new engine, though I have to admit that it may have got stretched a little. But I'm getting ahead of myself. As usual. We've looked at the bike itself already here, so there's not much more to say about it. As part of my standard fettling I'd already removed the stock steering damper and replaced it with a GPR rotary damper (reviewed here) but other than that track preparation consisted of folding the mirrors in and dropping the tyre pressures after the first session. Personally I run the tyres at thirty six PSI at each end when hot, which seems to work quite well. Despite what many magazines will tell you, I left the suspension on stock settings front and rear. Unless you're a top flight racer (and I'm not any more) then in truth you're unlikely to push hard enough to warrant any serious fiddling. So. I was new to Almeria and having endured a lengthy layoff from riding was feeling distinctly rusty. The five lap guided tour at the beginning was extremely useful, and by the end I was able to go quickly enough to at least get some decent heat in the tyres. Cue a quick visit to the pits to adjust pressures and have a quick check over. Nothing leaking or looking strained, and my initial notes say that the OE tyres felt fine from the off, though much better when the pressures had been reduced and that the gearbox, especially changing from fourth to fifth on the back straight, was a little stiff and balky. In fairness I think that was as much me as the box, and either way the problem went away as the test progressed.  Getting
on with things, mirrors folded in and a swift half a dozen laps with an
instructor to hasten my learning the best lines around the quite
technical track saw the Suzuki starting to come into its own. Almeria
is almost two distinct tracks. There's a long straight with a tight
chicane in the middle of it and long sweeping bends at each end. And
there's the back section where the bike is hardly ever going in a
straight line and is frequently cranked right over. So let's take a
lap, shall we? We cross the start/finish line at around a hundred and twenty and immediately drop slightly downhill, passing the pitlane exit about fifty metres later. Hard over to the left, braking smoothly and peeling into a long right hander that climbs toward the exit. The bike is completely stable and transitions smoothly from braking to turning. Keep over to the left exiting the corner and accelerate, leaving my body over to the right in preparation for the track dropping down and right. Turn in very lateand make a wide arc. Again the bike is stable and shows no sign of pushing the front. It doesn't mind accelerating while I'm still partly hanging off either. Next comes a left hander that goes on forever. There seem to be lots of lines around here. I tend to go in deep and then make a constant radius, apexing very late and almost immediately flicking right for the next corner as we climb back uphill again. Utterly stable and plenty of grip, though later in the day when it was very hot this was one place I felt the back starting to move around. The next right climbs and then drops away and the latter part is blind. It's also easy to lose the front as you're still cranked over when you go over the crest of the rise. Braking, chopping the throttle and even going offline to make a sneaky pass failed to disrupt things at all. Next is a sharp left which is followed by a twenty metre or so straight and an open chicane. The left of this chicane has a dip in the middle, and this caused me my only real problem as I lost a toe slider going through there, much to my annoyance. The bike was fine, though it could be provoked into a bit of a slide if I really pushed it. A long gentle left, again over a rise, leads into a very sharp chicane which in turn leads straight into a long right hander. The chicane can be straightlined. The GSX-R doesn't mind if you ride the kerbs and I didn't experience any pad knock afterwards. Exiting the long right it's a case of accelerating as hard and as early as possible. Up against a couple of other GSX-Rs from different generations I was able to show that the current bike just has the edge here, but there's really not much in it.  Now
we have a half mile or so of straight. Slightly uphill, good drive out
of the last corner can see the GSX-R hitting an indicated hundred and
fifty miles per hour before hitting the brakes for a really sharp and
rather unforgiving chicane which leads onto the start finish straight
to do it all again. The end of the straight is one of the safest places
to pass riders on faster bikes who may not be so good in corners, but
it requires good brakes and a well poised chassis, because apart from
anyting else there's a good chance of being in the wrong place on the
track at this stage. Happily the GSX-R fits the bill. The brakes are
excellent, being easily able to elevate the back wheel at stupid speeds
should you so wish but blessed with sufficient feel as to make that
unlikely if you don't want it to happen. Certainly they inspire
confidence, which sets up well for the next lap. After over two hundred and fifty miles on track over two days I can confidently report that the current GSX-R 750 is an outstandingly capable track bike straight out of the box. The adjustable steering damper I'd fitted was entirely surplus to requirements. Even when the front did come up under hard acceleration it remained completely under control and didn't even need me to back off the throttle. The standard equipment Bridgestone BT016 tyres were unreasonably good, offering bags of grip and plenty of warning before even feeling as though they might let go. Astonishingly, though clearly well used they were still legal and perfectly acceptable for road use after this abuse. I reckon there's another couple of thousand road miles on 'em yet. There's plenty of power from the revvy, responsive engine, with more to come as the miles go on it I think. Throttle response is outstanding and there's no driveline shunt or any other nastiness to upset things. The brakes, as I've mentioned before, are sublime, and the suspension, especially the Big Piston Forks, is little short of a revelation. The levels of ride control from stock units would have been unheard of a few years ago. If I had to change anything, I'd make it easier to remove road fripperies like mirrors and number plate and I'd fit a quickshifter. There's a laptimer fitted as standard but I never touched it. So in short I am very happy to confirm that yes, if you have a current Suzuki GSX-R 750 then you can indeed Own the Racetrack. I'm sure you probably can with just about any other sportsbike as well, but the 750 remains, to me, the perfect combination of power and agility. If I had to choose a bike to ride in anger then this would be it, every time.
SB
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Showing posts with label Suzuki. Show all posts
Showing posts with label Suzuki. Show all posts
Suzuki GSX-R 750L1
Friday, 28 September 2012
Suzuki GSX-R750 K8
Wednesday, 5 September 2012
I've just got back from the launch of Suzuki's 2008 GSX-R750.
It’s a mega thing, brilliant. As soon as you sit on the GSX-R750 you feel at home. The seating position is perfect. Your knees tuck under the flared out top of the tank and you feel sat right in the bike, unlike the Blade which you feel perched on top of.
During the track session I rode the bike on absolutely standard settings and it’s f'in good. You feel confident straight away, just get on and go. It’ll hold a line brilliantly and is completely unfazed and perfectly happy if the corner is bumpy or silky smooth.
On the brakes the GSX-750 is faultless. There is no point saying it’s better than anything else because everything has good brakes now, but braking down from 125mph down to 40mph or so the GSX-R was just so settled.
Suzuki GSX-R1000 K1-K2
It's funny how bulbous the original 2001 GSX-R1000 now looks next to
the lithe and silky-smooth 2006 GSX-R, R1 and Blade. But half a decade
or more ago this was the latest 'big thing', a machine which made the
likes of the FireBlade and R1 also-rans. Its 988cc motor produced more
power than the opposition, the chassis handled like a pukka 750
superbike and the looks were very GSX-R. Little wonder it was a massive
sales success.
Subsequent models have built on this solid bedrock. Newer 2003 and 2005 versions have trimmed the fat and beefed up the power. And now the 2007 K7 gets switchable power settings of 105, 130 and 187bhp.
Engine
Well, what can you say about this monster? In some bikes the motor would over-power the chassis, not so with any GSX-R1000. Characterful and raspy, there's always an exciting engine note. Looking at a contemporary power curve, in general the GSX-R1000 K1/K2 has the longest and strongest power delivery compared to the opposition. From a dip at 4000rpm, the motor takes off and by 7500rpm it's making between 5-10bhp more than its rivals. Things stay that way until the 10,500rpm peak of around 140bhp. 'Impressive' doesn't come close. Servicing takes place generally every 4000 miles.
Noise
Some owners report a tappet-like noise on K3/K4s between 3-7000rpm. Don't worry, it's all part of the GSX-R's raspiness and character. These motors are rocket-proof.
Clutch and gearbox
Gearboxes are solid - as you'd expect from Suzuki. However, some K3/K4 models suffer a little from clutch slip when hot. Owners report that grooves in the clutch basked can foul the plates, which may require a new clutch and basket (some have had this done under warranty, so ask). Later K5/6 models apparently benefit from lavish amounts of grease on the clutch lifter mechanism that slips into the clutch hub.
Power
Like early FireBlades, some later GSX-R1000s vary wildly when it comes to outright power output. Some dyno operators say that K5s especially vary from anything between 150 and 170bhp. GSX-Rs - like most fuel-injected machines - benefit massively from decent dyno time and set-up with a Power Commander. Improvements are around 5-10bhp.
Brakes
The only weak point of the original K1-K2 model. Pads and fluid overheat quickly and the only cure is softer pads and braided hoses. Things improved massively with the K3/K4's radial numbers, although these suffered a little with fade - as did the earlier calipers (GSX-R experts Crescent Suzuki reckon a Brembo master cylinder works wonders on this model...). Later machines were better still. Some K3-K6 machines are reported to suffer from an intermittent vibration from the front brakes at low speed. It's possibly the sintered pads and is nothing to worry about.
Suspension
Generally of good quality and seems to last well even on the earliest, high-mileage K1s. Do check to see if there's been any damage of the exposed teles. Old flies, bits of grit and the like can eventually foul the fork seals. Do check for ease of movement (bump the front up and down) and check for any oily residue left behind.
Handling
If you want to raise the rear ride height of a K5 or K6 then the rear shock mount off a 750WT fits and it's 8mm taller. There you go.
Tyres
Popular choices include the original Bridgestone BT-series (011F and 010E for the K1/K2 and the later 011 and 012 for the K3/K4). K5 and K6 machines came with the ubiquitous BT014s. The K7 will come with the latest-generation BT015s. Another popular choice is the Pirelli Dragon Supercorsa Pro, which provides fast turn-in, high grip and stability. Many owners use these for track days only, although they are road legal. The Corsa III is perhaps the best bet for the road, using Pirelli's three-zone compound with softer shoulders for the track. And they're rated by owners in the wet. Standard street Diablos work very well in most conditions, too. Metzeler Sportec/Racetecs are similarly well-held. These things can eat tyres. Even without track use a rear may last only 2-2500 miles.
Fuel range/economy
Pretty good for such a performance machine. Ex-ed Bertie got around 130 miles before reserve on his K3. Later K5s can stretch to 150 miles.
Finish
Soft paint and decals abound but being on a GSX-R1000 means you're normally at the head of the pack and not showered with grit. Fasteners could do with being more resilient to the British winter.
Comfort
It has to be said that all the GSX-R1000 models are roomy and offer a fair amount of comfort considering they're sports bikes. Perhaps the best compromise of performance and comfort are the K3/K4 versions. But a number of companies offer a range of gel seat inserts which can help big time. Thankfully, they're also now quite tastefully done. If you have piles, try www.cmseats.co.uk
Subsequent models have built on this solid bedrock. Newer 2003 and 2005 versions have trimmed the fat and beefed up the power. And now the 2007 K7 gets switchable power settings of 105, 130 and 187bhp.
Engine
Well, what can you say about this monster? In some bikes the motor would over-power the chassis, not so with any GSX-R1000. Characterful and raspy, there's always an exciting engine note. Looking at a contemporary power curve, in general the GSX-R1000 K1/K2 has the longest and strongest power delivery compared to the opposition. From a dip at 4000rpm, the motor takes off and by 7500rpm it's making between 5-10bhp more than its rivals. Things stay that way until the 10,500rpm peak of around 140bhp. 'Impressive' doesn't come close. Servicing takes place generally every 4000 miles.
Noise
Some owners report a tappet-like noise on K3/K4s between 3-7000rpm. Don't worry, it's all part of the GSX-R's raspiness and character. These motors are rocket-proof.
Clutch and gearbox
Gearboxes are solid - as you'd expect from Suzuki. However, some K3/K4 models suffer a little from clutch slip when hot. Owners report that grooves in the clutch basked can foul the plates, which may require a new clutch and basket (some have had this done under warranty, so ask). Later K5/6 models apparently benefit from lavish amounts of grease on the clutch lifter mechanism that slips into the clutch hub.
Power
Like early FireBlades, some later GSX-R1000s vary wildly when it comes to outright power output. Some dyno operators say that K5s especially vary from anything between 150 and 170bhp. GSX-Rs - like most fuel-injected machines - benefit massively from decent dyno time and set-up with a Power Commander. Improvements are around 5-10bhp.
Brakes
The only weak point of the original K1-K2 model. Pads and fluid overheat quickly and the only cure is softer pads and braided hoses. Things improved massively with the K3/K4's radial numbers, although these suffered a little with fade - as did the earlier calipers (GSX-R experts Crescent Suzuki reckon a Brembo master cylinder works wonders on this model...). Later machines were better still. Some K3-K6 machines are reported to suffer from an intermittent vibration from the front brakes at low speed. It's possibly the sintered pads and is nothing to worry about.
Suspension
Generally of good quality and seems to last well even on the earliest, high-mileage K1s. Do check to see if there's been any damage of the exposed teles. Old flies, bits of grit and the like can eventually foul the fork seals. Do check for ease of movement (bump the front up and down) and check for any oily residue left behind.
Handling
If you want to raise the rear ride height of a K5 or K6 then the rear shock mount off a 750WT fits and it's 8mm taller. There you go.
Tyres
Popular choices include the original Bridgestone BT-series (011F and 010E for the K1/K2 and the later 011 and 012 for the K3/K4). K5 and K6 machines came with the ubiquitous BT014s. The K7 will come with the latest-generation BT015s. Another popular choice is the Pirelli Dragon Supercorsa Pro, which provides fast turn-in, high grip and stability. Many owners use these for track days only, although they are road legal. The Corsa III is perhaps the best bet for the road, using Pirelli's three-zone compound with softer shoulders for the track. And they're rated by owners in the wet. Standard street Diablos work very well in most conditions, too. Metzeler Sportec/Racetecs are similarly well-held. These things can eat tyres. Even without track use a rear may last only 2-2500 miles.
Fuel range/economy
Pretty good for such a performance machine. Ex-ed Bertie got around 130 miles before reserve on his K3. Later K5s can stretch to 150 miles.
Finish
Soft paint and decals abound but being on a GSX-R1000 means you're normally at the head of the pack and not showered with grit. Fasteners could do with being more resilient to the British winter.
Comfort
It has to be said that all the GSX-R1000 models are roomy and offer a fair amount of comfort considering they're sports bikes. Perhaps the best compromise of performance and comfort are the K3/K4 versions. But a number of companies offer a range of gel seat inserts which can help big time. Thankfully, they're also now quite tastefully done. If you have piles, try www.cmseats.co.uk
hayabusa 2009 black
• 2009 Suzuki Hayabusa GSX1300R
2009 Suzuki Hayabusa GSX1300R
Ever since we introduced the Suzuki Hayabusa, it's had only one competitor: Itself. That's why the 2009 Hayabusa is so impressive - compared to the original, it's hotter than ever.
For enthusiasts, that comparison will make your heart pound. The Hayabusa's engine is thoroughly updated from the previous model for more power and an improved power-to-weight ratio, which you'll experience as an even greater rush of acceleration.
Its refined chassis and suspension help provide crisper handling. And its striking fairing offers sleeker aerodynamics. The original Hayabusa was the best. With the 2009 Hayabusa, you're looking at better than the best.Ever since we introduced the Suzuki Hayabusa, it's had only one competitor: Itself.
Engine Features
- 1340cc, DOHC
liquid-cooled engine with 16-valves, Twin Swirl Combustion Chambers,
plus gear-driven counterbalancer for smooth operation
- Suzuki SDTV fuel injection system with dual injectors per cylinder and ram air intake with large volume airbox
- S-DMS (Suzuki Drive Mode Selector) allows the rider to choose from three different engine settings depending on riding conditions or rider preferences
- Durable and lightweight titanium intake and exhaust valves with narrow 14 degree valve angle for high combustion chamber efficiency
- High efficiency curved radiator now features dual electric fans for increased cooling capacity and they are now controlled by the ECM. Oil cooler now has 10 rows cores for increased heat dissipation.
- Powerful 32 bit ECU boasts 1024 ROM for high overall performance and to control new functions like S-DMS
- New ventilation holes at the cylinder skirt for reduced pumping losses and increased overall performance
- Large volume 4-into-2-into-1 exhaust system with a large capacity catalyzer, oxygen sensors and an oval cross section canister with dual openings that meets Euro 3 and Tier 2 regulation
- The Suzuki Exhaust Tuning (SET) valve is built into the mid-pipe for optimum exhaust efficiency
- Slick shifting 6 speed transmission working in conjunction with an innovative back torque limiting clutch for smooth and controlled downshifts
- Ion plating treatment utilizing PVD (physical vapor deposit) method is applied to piston rings providing a smoother surface treatment for increased durability, reduced friction loss and reduced oil consumption
- The B-King features a new S-DMS (Suzuki Drive Mode Selector) with two mode selections for increased versatility
- Stylish instrument cluster features the signature strong B-King styling with an analog tachometer, digital speedometer, fuel gauge, water temperature gauge, twin tripmeters, clock, maintenance interval, running time, average speed, gear position indicator, and a S-DMS mode indicator
Chassis Features
- Twin-spar cast aluminum alloy frame features optimum rigidity balance and superb handling
- Beatiful cast aluminum alloy swingarm for the B-King is constructed of 3 main sections for minimal welding lines and a clean overall look
- Inverted front forks are fully adjustable for compression, rebound damping and spring preload to suit rider preferences
- Aluminum alloy rear shock absorber features three-way adjustability with excellent damping characteristics equivalent to those of Suzuki supersport models
- Radial mount front brake calipers feature an all new design built specifically for the B-King and provide superior braking performance and reliability
- Lightweight single piston rear brake caliper works with a 260mm rear disc
- The front brake master cylinder, its reservoir tank, as well as the clutch master cylinder were designed specifically for the aggressive look of the B-King
- The B-King features an aggressive wheel design with a dynamic three spoke look combined with high performance radial tires boasting a massive 200mm rear tire size
- Unique three piece front fender design for a high quality look and an aggressive look
- The B-King also comes equipped with a standard steering damper for maximum stability
- Available with Anti-Lock Braking System (ABS) for optimum braking performance
2009 Suzuki Hayabusa GSX1300R - USA Specifications
MSRP: $12,499 USD
Model Number GSX1300RK9
Type Sportbike
Warranty
Suggested Retail $12499
SEP $0
Engine 1340 cc (81.8 cu.in), 4-stroke, liquid-cooled, DOHC
Bore & Stroke 81.0 mm (3.189 in) x 65.0 mm (2.559 in)
Compression Ratio 12.5:1
Fuel System Fuel injection
Lubrication Wet Sump
Ignition Electronic ignition (Transistorized)
Starter Electric
Transmission 6-speed constant mesh
Final Drive RK GB50GSV Z4, 118 links
Overall Length 2245 mm (88.4 in)
Overall Width 800 mm (31.5 in)
Overall Height 1085 mm (42.7 in)
Seat Height 805 mm (31.7 in)
Ground Clearance 120 mm (4.7 in)
Wheelbase 1525 mm (60.0 in)
Curb Weight 260 kg (573 lbs)
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Linky type, coil spring, oil damped
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 200/50ZR17M/C (75W), tubeless
Fuel Tank Capacity 16.5 L (4.4/3.6 US/Imp gal)
Color Black/Matte Black
2009 Suzuki Hayabusa GSX1300R - Canada SpecificationsMSRP: $15,199 CDN
Chassis:
Brakes Front Disc brake, twin
Brakes Rear Disc brake
Color White/Silver, Gray/Silver, Black/Gold
Curb Weight 260 kg (573 lbs)
Final Drive RK GB50GSV Z4, 118 links
Fuel Tank Capacity 16.5 L (4.4/3.6 US/Imp gal)
Ground Clearance 120 mm (4.7 in)
Overall Length 2245 mm (88.4 in)
Overall Width 800 mm (31.5 in)
Seat Height 805 mm (31.7 in)
Suspension Front Inverted telescopic, coil spring, oil damped
Suspension Rear Linky type, coil spring, oil damped
Tires Front 120/70ZR17M/C (58W), tubeless
Tires Rear 200/50ZR17M/C (75W), tubeless
Transmission 6-speed constant mesh
Wheelbase 1525 mm (60.0 in)
Engine:
Bore Stroke 81.0 mm (3.189 in) x 65.0 mm (2.559 in)
Compression Ratio 12.5:1
Engine 1340cc (81.8 cu.in), 4-stroke, liquid-cooled, DOHC
Fuel System Fuel injection
Ignition Electronic ignition (Transistorized)
Lubrication Wet Sump
Starter Electric
Warranty:
Warranty 12 Month unlimited mileage limited warranty
Prices and specifications subject to change without notice.
GSX1250FA
Boldly styled and impressively powerful, the GSX1250FA is prepared to provide excitement whether you’re out touring, commuting or if you’re simply out having some fun. The GSX1250FA, with its sportbike DNA, is a machine that can define a weekend, but can also be relied on every day of the week. The fully faired GSX1250FA has a fuel injected double overhead camshaft (DOHC) powerplant packing 1255cc of power at your service. Delivering a wide spread of power, starting low down in the rev range, the six gear transmission takes full advantage of this torque, resulting in extra smooth acceleration and inspiring power delivery…a perfect combination for long distance rides. The GSX1250FA. Exciting, stimulating and tailored for sporting comfort. It’s an all-around performer and an exceptional value.
GSX650F
| Key Features | |||
| New graphics and body colors for 2009, including Suzuki?s legendary Blue/White combination, and new Black/Orange design | |||
| Engine Features | |||
| A large capacity exhaust system utilizes a high capacity catalyzer and an oxygen sensor to meet strict Euro 3 and Tier 2 emissions requirements while still providing strong performance throughout the rpm range | |||
| Cam profiles are chosen with an emphasis on low-to-mid range power output and help to deliver highly accessible performance that is well suited to an entry level rider | |||
| Compact, liquid-cooled, fuel injected, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm and featuring strong and easily accessible power and torque | |||
| Piston rings are manufactured with ion plating treatment using Physical Vapor Deposition (PVD) for a smoother surface, increased durability and reduced friction and reduced oil consumption | |||
| Suzuki Composite Electrochemical Material (SCEM) coated cylinders deliver high heat dissipation and allow for better ring seal while reducing blow-by and mechanical losses | |||
| Suzuki Dual Throttle Valve fuel injection system for smooth acceleration. Fuel injectors are compact and lightweight with 4 hole injectors for optimum fuel atomization and greater power output | |||
| The cylinder head achieves a narrow valve angle of 17 degrees intake and exhaust for high intake and exhaust efficiency | |||
| The GSX650F keeps cool with a high efficiency radiator combined with a 190mm electric cooling fan controlled by the ECM and a high output water pump with a bearing-less design for reduced weight. | |||
| Transmission Features | |
| Six speed transmission works smoothly with a hydraulic clutch for crisp shifting in a variety of riding conditions | |
| Chassis Features | |
| Rebound and preload adjustable rear shock works in conjunction with a link-type rear suspension for excellent road holding performance | |
| 41mm forks are designed for a smooth ride and are preload adjustable for a variety of riding conditions | |
| A stylish full fairing design with styling cues taken from the high performance GSX-R series for a sport-inspired look with full fairing protection for the rider | |
| Compact fuel tank is designed for an easy reach to the handlebar with a narrow mid section while still retaining a full 5.0 gallons of fuel capacity. | |
| Double cradle steel frame provides excellent balance, nimble handling a unmatched rider comfort with a sporty overall feel | |
| GSX-R inspired instrument cluster includes a step motor driven tachometer, multi-function LCD for dual trip meters, reserve trip meter, clock, fuel gauge, and a useful gear position indicator with GSX-R inspired shift light | |
| Handlebar is rubber mounted for reduced vibration | |
| Tokico 4 piston front brake calipers are used with a 310mm floating discs for optimum braking performance and combined with a pin slide two piston rear caliper and a 240mm rear brake disc | |
| Wide, comfortable one piece seat with low seat height for increased rider and passenger comfort | |
SUZUKI GS500F
he GS500F is designed for light and agile handling – the kind that lets
you enjoy true sport riding on a twisty road. The motor and suspension
package inspires confidence in beginning riders. It works as well for
your daily commute as it does on the weekends.
- Smooth shifting 6-speed transmission - Strong front and rear disc brakes - Proven 487cc 4-stroke, twin cylinder DOHC engine - 12 month limited warranty - GSX-R inspired vertical headlight |
| Key Features | |
| Full fairing for increased rider comfort and an aggressive sport look in an entry-level package | |
| Engine Features | |
| 1 | Air-cooled oil cooler Air-cooled oil cooler for more consistent engine operating temperature and increased engine durability |
| 2 | Proven four-stroke Proven four-stroke, twin cylinder, 487cc, air-cooled DOHC engine for dependable and economical operation |
| 3 | 2-into-1 exhaust Sport-styled 2-into-1 exhaust system tuned for strong low-to-mid rpm engine performance - California model equipped with catalyst to further reduce emissions |
| 4 | Twin 34mm Mikuni Twin 34mm Mikuni carburetors for smooth power delivery, strong acceleration and fuel efficiency |
| Reliable CDI ignition and maintenance-free battery | |
| Suzuki Pulsed-secondary AIR-injection (PAIR) system effectively keeps emissions low. | |
| Transmission Features | |
| Smooth-shifting 6-speed transmission and cable-operated clutch with gear ratios suitable for in-town or highway use | |
| Chassis Features | |
| 5 | Rear suspension Easily accessible 7-way preload adjuster of rear suspension allows quick tailoring to rider?s preference |
| 6 | Full fairing for win Full fairing for wind protection and rider comfort, plus GSX-R sport styling including a distinctive vertically-stacked headlight |
| 7 | Strong braking Strong braking performance - single disc front brake with large 310mm rotor and four-piston caliper, plus single disc rear brake with two-piston caliper |
| 8 | Telescopic fork Telescopic front fork and link-type rear suspension with adjustable preload provide a comfortable ride for commuting or pleasure riding |
| Durable 110/70-17 front tire and 130/ 70-17 rear tire mounted on lightweight cast aluminum wheels | |
| Large 5.3 gallon fuel tank combined with fuel-efficient engine provide long range operation for commuting or pleasure riding | |
| Low 31.1-inch seat height | |
| Racer-replica-inspired vertical headlight with low- and high-beam | |
2009 GSX650F
The GSX650F features an ideal balance of sportbike excitment and all-around versatile performance. It offers crisp handling and a comfortable design, including a more upright seating position, that makes all-day rides a pleasure.
| Key Features | |
| New graphics and body colors for 2009, including Suzuki?s legendary Blue/White combination, and new Black/Orange design | |
| Engine Features | |
| A large capacity exhaust system utilizes a high capacity catalyzer and an oxygen sensor to meet strict Euro 3 and Tier 2 emissions requirements while still providing strong performance throughout the rpm range | |
| Cam profiles are chosen with an emphasis on low-to-mid range power output and help to deliver highly accessible performance that is well suited to an entry level rider | |
| Compact, liquid-cooled, fuel injected, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm and featuring strong and easily accessible power and torque | |
| Piston rings are manufactured with ion plating treatment using Physical Vapor Deposition (PVD) for a smoother surface, increased durability and reduced friction and reduced oil consumption | |
| Suzuki Composite Electrochemical Material (SCEM) coated cylinders deliver high heat dissipation and allow for better ring seal while reducing blow-by and mechanical losses | |
| Suzuki Dual Throttle Valve fuel injection system for smooth acceleration. Fuel injectors are compact and lightweight with 4 hole injectors for optimum fuel atomization and greater power output | |
| The cylinder head achieves a narrow valve angle of 17 degrees intake and exhaust for high intake and exhaust efficiency | |
| The GSX650F keeps cool with a high efficiency radiator combined with a 190mm electric cooling fan controlled by the ECM and a high output water pump with a bearing-less design for reduced weight | |
| Transmission Features | |
Six speed transmission works smoothly with a hydraulic clutch for crisp shifting in a variety of riding. | |
2011 Suzuki GSXR 600
Results of first tests suggest that we are getting new 600cc king this year. It's that good. According to British MotorcycleNews.com first quick comparison test, new GSX-R is a bit better than Kawa, their last year winner. They put on the test all four super sport Japanese bikes and famous Triumph Daytona 675 (not new 675R). You can find the video on their youtube channel.
Now, this is not really the topic of this article, but I must say that there is also new GSX-R 750, which is one hell of a bike - in the class of its own. As you probably suppose, it is very similar to 600cc model, with same main new features.
GSX-R 600 in brief:
- Color: White, Blue/White, Black
- Seat Height: 810 mm (31.9 in)
- Curb Weight: 187 kg (412 lbs)
- Power: 125.8 HP (93 kW)
Suzuki GSX-R 1000 K9
You could be forgiven for thinking very little has changed with Suzuki’s latest GSX-R 1000. After a passing glance at the NEC show, and with the R1 stealing all the media hype, I for one spent the winter assuming nothing much had changed bar some new graphics and the re-styled exhausts. But I couldn’t have been more wrong – with the exception of maybe the front mudguard, this bike is all-new from the ground up. Welcome then to the 2009 GSX-R1000, the darkest of dark horses.
I’m not sure if it was intentional but Suzuki has somehow managed to build a completely new motorcycle whilst keeping the changes so subtle you could easily mistake the new bike for the K7 K8 model. I’ve attended launches when manufacturers have claimed "45 changes", only to reveal that forty of them were the different engine studs. Not this time – the new 1000cc GSX-R has been revised everywhere. The tank, seat, fairing, wheels, engine, exhausts, suspension, electronics and dash are all new, making it quite the revelation of 2009.
With 1000cc sportsbikes now making more power than most riders can use, manufacturers are less interested in top speed and are nowadays concentrating much more on making their bikes user-friendly and safe to ride. Yamaha claim to have achieved this with their MotoGP-inspired cross-plane crank, where as Suzuki have gone done a more conventional route by chopping 5kg off the previous model’s overall weight, while also making major improvements to handling and grip.
The weight loss comes mainly from a lighter engine, chassis, suspension and wheels which, together with the 10mm shorter wheelbase to give the bike a more agile feel. The improved grip comes from a much more compact engine, which allows a longer swingarm to be fitted, in turn improving traction and boosting rider feel. Up front the new 43mm Showa big-piston forks do a good job keeping things stable at high speed, coping with bumps well and remaining planted in tighter corners. This type of fork is very lightweight but some suspension experts are already saying its method of construction may make it more susceptible to damage in the event of a crash.
Suzuki Unveils 2012 WSB GSX-R1000
Tuesday, 4 September 2012
Crescent Suzuki has unveiled its new 2012 GSX-R
and named bespoke Foreign Exchange Solutions company Fixi as co-title
sponsor for John Hopkins and Leon Camier’s 2012 World Superbike
Championship title assault.
And, as the wraps came off the
newly-liveried Hiroshima-powered GSX-R1000s at the company’s Verwoerd
Headquarters in Dorset this week, the squad – under the guidance of Team
Manager Jack Valentine – was preparing to crate-up and ship to
Australia next week for testing in the lead-up to the opening round of
the 2012 Super bike Championship at Phillip Island on February 26th.
The World Super bike Championship offers
us a wonderful opportunity not only to entertain our existing clients,
but also to enhance our marketing strategy. Last year provided us with
one of the most exciting finales any Superbike series has witnessed and
we have no doubt that the Crescent Suzuki team will do a sterling job in
representing our brand in the World Superbike Championship.
Suzuki Gs 500
The Suzuki GS500 is a popular entry
level motorcycle manufactured by the Suzuki Motor Corporation. The
Suzuki GS500 is probably the perfect beginner motorcycle for someone who
is confident in their ability to quickly grasp the basic motorcycle
concepts. Suzuki produces two forms of the bike; the GS500 or GS500E.
The 2012 Suzuki GS500 is an superb choice for an rudimentary sporting
motorcycle with an all-round ability. Suzuki GS500 with 487cm3, DOHC,
parallel-twin engine with compress and low-maintenance design, built to
furnish useful permitted energy over extended rpm range.
Specification:
Engine Type: 4-stroke, 2-cylinder, air-cooled, DOHC
Engine Displacement: 487 cm3 (29.7 cu. in)
Bore x Stroke: 74.0 mm x 56.6 mm
Brakes: Front Disc, Rear Disc
Tires: Front 110/70-17M/C 54H, tubeless, Rear 130/70-17M/C 62H, tubeless
Ignition Type: Electronic ignition (Transistorized)
Fuel Tank: 20.0 L (5.3 US gal)
Specification:
Engine Type: 4-stroke, 2-cylinder, air-cooled, DOHC
Engine Displacement: 487 cm3 (29.7 cu. in)
Bore x Stroke: 74.0 mm x 56.6 mm
Brakes: Front Disc, Rear Disc
Tires: Front 110/70-17M/C 54H, tubeless, Rear 130/70-17M/C 62H, tubeless
Ignition Type: Electronic ignition (Transistorized)
Fuel Tank: 20.0 L (5.3 US gal)
2012 Yoshimura Suzuki
Yoshimura R&D
is excited to announce all-new Yoshimura Limited Edition GSX-R600s,
750s and 1000s. These limited edition motorcycles leave a bit to be
desired considering the tuning history of Yoshimura. Each Yoshimura
Limited Edition GSX-R comes equipped with EPA- and CARB-compliant
Yoshimura R-77 carbon fiber slip-ons and a plethora of aircraft-grade
aluminum CNC machined components.
The limited edition models also feature
special paint schemes in either red or blue. Owning one of these
motorcycles not only makes your exquisite taste apparent as well as it
grants you ownership of an extraordinary piece of Yoshimura history.
Take a look!
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