Also revised internally on both the GSX-R600 and GSX-R750 are the primary injectors, which are redesigned for 2011 and are installed at a 35-degree angle as opposed to a 41-degree angle on the 2010 models. The intended result is a more direct spray towards the intake valves and improved throttle response. With the intention of improving low and midrange torque, camshaft profiles on both the GSX-R600 and GSX-R750 have been redesigned to offer reduced overlap and maximum lift.
Furthermore, in an attempt to shorten and simplify both GSX-R models’ wire harnesses, Suzuki engineers relocated the ECM from under the seat to the front of the airbox. As a result of this change, throttle body shape and height has been changed.
The pentagonal-shaped ventilation...
The pentagonal-shaped ventilation holes in the crankcases better match the natural flow of trapped air. The increased size helps provide better airflow between the cylinders and reduces mechanical pumping losses
The GSX-R600 and GSX-R750...
The GSX-R600 and GSX-R750 airbox and filter have been slightly redesigned to accommodate the relocated ECM, which moved from under the seat to in front of the airbox. Throttle body shape also had to be changed to accommodate the airbox and ECM relocation.
The GSX-R600 pistons feature...
The GSX-R600 pistons feature shorter and narrower skirts, narrow wrist pin bosses and shorter wrist pins. Each assembly is 78 grams lighter and matched with shot-peened connecting rods.
New camshaft profiles have...
New camshaft profiles have enhanced low-end and midrange torque by maximizing lift and reducing valve overlap. The redesigned profiles can be seen on both the GSX-R600 and GSX-R750.
Both GSX-R exhausts feature...
Both GSX-R exhausts feature a reduced pipe wall thickness, smaller exhaust chamber and smaller muffler. The 600 unit is 3.7 pounds lighter and the 750 unit is 2.6 pounds lighter.
Still controlled by the ECM is the Suzuki Drive Mode Selector (S-DMS), which like the 2010 model regulates fuel injection, the secondary throttle valve and ignition system. Unlike the 2010 model however, the 2011 GSX-R600 and 750 offer just two modes—not three—since according to Suzuki, many riders felt the third mode was rather unnecessary. For 2011, both GSX-R models now run the mode switch on the left-side switch gear since it is easier to manage with your left hand than your throttle hand.
In the name of weight loss, the now typical four-into-one stainless steel exhaust system with under-engine exhaust chamber was also modified. The exhaust still hosts a servo-controlled butterfly valve, but now features thinner pipe walls, a smaller exhaust chamber and smaller muffler design. The result is an almost four-pound-lighter unit for the GSX-R600 and three-pound-lighter unit for the GSX-R750.
As with previous models, the...
As with previous models, the 2011 Suzuki GSX-Rs feature three-way adjustable footrests. Combined with an adjustable shift lever, shorter fuel tank and wider-angled bars, they help produce a comfortable riding position.
For the first time ever, the...
For the first time ever, the stock GSX-R600 and GSX-R750 feature Brembo monobloc calipers clamping to 310mm discs. The units are not only lighter, but provide unequivocal braking power.
The Showa Big Piston Fork...
The Showa Big Piston Fork is almost two pounds lighter than the previous system. The unit reduces dive, provides excellent feedback and performs more consistently under track conditions.
The Showa rear shock features...
The Showa rear shock features adjustments for rebound and compression damping. It is mounted via a new pressed and extruded aluminum linkage that is one pound lighter.
By rotating the engine rearward by three degrees, Suzuki engineers were also able to further revise the GSX-R600 and GSX-R750 chassis; the biggest change being to the bikes’ overall wheelbase, which is now 15mm shorter than the 2010 model. Changes in size and shape of the main spar casting and relocated connecting welds have lent to a three-pound-lighter frame. Despite the altered wheelbase, swingarm length remains the same. But by composing the arm of just three pieces as opposed to five, Suzuki engineers were able to reduce swingarm weight by an additional two pounds. According to the Japanese manufacturer, an added bonus of the GSX-Rs’ shorter wheelbase is sharper handling through mass centralization and a shorter reach between the seat and handlebar.
While the ergonomics are slightly altered by the different geometry, the biggest difference comes from the handlebars, which have been angled out one degree, and from the fuel tank, which has been shortened and reshaped to allow more room for the rider. Like the 2010 models, the 2011 GSX-R models feature three-way adjustable footrests.
Perhaps the most notable addition to the 2011 models is the Showa Big Piston Fork and Brembo monobloc calipers. The radial-mount four-piston calipers up front clamp to 310mm discs, are lighter, and their increased piston sizes are intended to provide more consistent power and a better feel at the lever. The 41mm fork, which has finally been passed down from the GSX-R1000, is aimed to provide more feedback and more precise damping performance.
Various other changes made with weight loss in mind include the narrower front and rear axles, redesigned cast aluminum wheels and upgraded rear brake caliper, which now clamps onto a 220mm disc.