Suzuki found it much more...
Suzuki found it much more practical to have just two riding modes for both the 600 and 750. As depicted here, the difference between the unrestricted A mode and restricted B mode is far more substantial on the GSX-R750.
As previously mentioned, both the GSX-R750 and its counterpart feature two separate riding modes—an unrestricted A mode and a restricted B mode. According to Suzuki, the B mode can be advantageous on both track and street environments. And while we can see B mode being useful on cold days or in damp conditions, it seems rather limiting, especially on a 600. In said mode, the GSX-R600 climbs rather slowly up to the 10,000-rpm mark where it then seemingly hits a wall and gains rpm even more leisurely. On the 750, the difference between A mode and B mode is even more substantial and the rather dull power delivery would seem to be beneficial in very few situations.
Beneficial on both the street and track however is the electronically controlled steering damper, which provides more damping force at racetrack and highway speeds. On a track like Barber, where there are a number of rises where you are on the gas, the damper allows the bars of both the 600 and 750 to twitch just slightly before settling things back down. Another greatly appreciated feature is the ramp-type slipper clutch which has been carried over from the previous models and—on the 600allows for smoother corner entry during high rpm engine braking—something Barber requires a lot of.
What’s The Difference?
When Suzuki engineers set out to redesign the GSX-R600 and GSX-R750, they had a number of goals in mind. Not only did they want to improve the low-end and midrange torque of the 600, but they also wanted to lose weight on both models and improve handling and braking characteristics. After a full day on the track, it’s clear that those objectives were met, and perhaps exceeded. The 600 is fully capable of mixing it up with the top dogs in the middleweight class (I smell a heated middleweight shootout brewing) and the 750, which is surprisingly only $400 more than its middleweight brother, is even better than before. Both are proof that Suzuki engineers weren’t exactly sitting on their hands in 2010 when the company wasn’t importing new models to America. sr
|Specifications Suzuki GSX-R600/750 |
|MSRP ||$11,599/$11,999 |
|Type ||Liquid-cooled, DOHC inline four-cylinder, 4 valves/cyl. |
|Displacement ||599cc/750cc |
|Bore x stroke ||67.0 x 42.5mm/ 70.0 x 48.7mm |
|Compression ratio ||12.9:1/12.5:1 |
|Induction ||SDTV EFI, with 2 injectors/cyl. 40mm / 42mm throttle bodies |
|Front tire ||120/70ZR-17 Bridgestone BT-016 |
|Rear tire ||180/55ZR-17 Bridgestone BT-016 |
|Rake/trail ||23.5 deg./3.8 in. (97mm) |
|Wheelbase ||54.5 in. (1385mm)/54.7 in. (1390mm) |
|Seat height ||31.9 in. (810mm) |
|Fuel capacity ||4.5 gal. (17L) |
|Claimed wet weight ||412 lb (187kg)/ 419lb (190kg) |