2004 Suzuki GSX-R600
From Suzuki's press material
Introducing the all-new 2004 Suzuki GSX-R600 - lighter, better-handling, stronger, it delivers the best power-to-weight ratio in its class. With performance features straight from our factory racing department, the newest GSX-R600 features titanium valves, inverted forks, and radial-mount brakes and master cylinder. Add to that an aggressive new aerodynamic package, a powerful new digital fuel-injection system and a state-of-the-art engine management system with even more power than before, and you've got a machine with one goal: Winning.
The all-new 2004 Suzuki GSX-R600 - Own the Racetrack.
It all starts with the engine. The '04 GSX-R600's liquid-cooled inline-four-cylinder, DOHC powerplant features four valves per cylinder, fuel injection and a precision six-speed transmission. Bore and stroke are an over-square 67.0mm x 42.5mm, producing 599.4cc of displacement. The cylinder block is integrated with the upper crankcase and the aluminum cylinder bores come plated with Suzuki's race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite Electrochemical Material (SCEM) for reduced weight and increased durability.
Many changes have been made to the newest GSX-R600 in an effort to reduce mechanical losses and increase power to the rear wheel. The crankshaft itself has smaller main journals - 30mm instead of 32mm - and carries lighter chrome-moly-steel connecting rods. The new rods are shorter, lighter by 10 grams, shot-peened for strength and allow for a more compact cylinder block. All-new forged pistons have shorter skirts and the skirt wall is slightly thinner. These changes make each piston 18 grams lighter. As before, the wrist pin utilizes a tapered bore for even more weight reduction.
The upper compression ring and oil-control ring are now finished with a chrome-nitride plating utilizing a Physical Vapor Deposition (PVD) system. Charged vaporized chrome-nitride is electro-deposited on the ring faces, which carry an opposite charge. The chrome-nitride coating is harder and smoother than conventional chrome plating for reduced friction and a more consistent finish. New ventilation holes between each cylinder have been added, reducing internal crankcase pressure at high rpm and increasing torque. When combined with the shorter cylinder block, this results in an integrated upper crankcase that's lighter by 500 grams.
The all-new cylinder head for the GSX-R600 features a more compact combustion chamber with a higher compression ratio, narrower valve angle and straighter intake port. Intake ports are now 10 degrees (13 degrees previously) from the cylinder centerline, while exhaust ports are 12 degrees (15 degrees previously) reducing included valve angle from 28 to 22 degrees. The steeper valve angle results in a smaller combustion chamber volume, in turn increasing compression ratio from 12.2:1 to 12.5:1.
The GSX-R600 also receives a new lightweight flat-top piston for more complete and efficient combustion.
Straighter and steeper downdraft angle (49 degrees from the cylinder head gasket surface) is another benefit of the narrow valve angle. These straighter, steeper intake ports reduce intake flow resistance, improve cylinder charging and combustion efficiency as well as allowing the cylinder block to be 8mm shorter front to rear and 80 grams lighter. The cylinder head bolts are shorter and lighter by 3.5 grams each, while exhaust ports are larger (32mm as opposed to 30mm) to reduce exhaust-flow resistance.
"normal">Lightweight titanium valves previously only seen only on factory race bikes are at home in the new GSX-R600 powerplant. Each 27.2mm intake valve weighs in at 5.6 grams lighter than traditional valves for a combined weight savings of 44.8 grams. Exhaust valves measure 22.0mm each and are 4.4 grams less than previous valves for a combined weight loss of 35.2 grams. These titanium valves are operated by smaller and lighter bucket tappets, and give the steel-alloy springs 10 percent lighter spring rate. The result is a 1350rpm increase in maximum engine speed. Valve spring retainers are aluminum.
Valves are opened by hollow camshafts with thinner walls and inner diameters of 16.5mm. The intake camshaft is 45 grams lighter and the exhaust camshaft is 35 grams lighter. New internal passageways carry oil to the automatic, hydraulic cam chain tensioner, saving an additional 50 grams. The radiator is 40mm narrower, 2mm thinner but 10mm taller, resulting in the same cooling capacity with a weight savings of 30 grams. The electric fan features a new one-piece design that saves 106 grams. The oil-to-coolant oil cooler is thicker, with eight layers instead of six for increased oil cooling capacity.
Like other GSX-R models, the '04 GSX-R600 uses the innovative Suzuki Dual Throttle Valve (SDTV) digital fuel-injection system. The new GSX-R600's double-barrel throttle bodies are 370 grams lighter than the previous bank of four individual throttle bodies and use lighter-weight fuel delivery pipes. Each throttle body is now larger on the intake side (growing from 41mm to 46mm) and tapers down to an unchanged 38mm at the cylinder head. Fuel injectors are positioned at a steep 60- degree angle and now have multi-hole tips for better fuel atomization and increased combustion efficiency.
The center-to-center spacing between each throttle body has been reduced to 75mm, making the assembly more compact and creating a narrower air box and fuel tank at the rider's knees. Also new for the GSX-R600 is an Auto Fast Idle System, which improves cold starts by monitoring coolant temperature and automatically adjusting idle quality.
Controlling the advanced fuel-injection system is a smaller and lighter ECM with a more powerful 32-bit CPU and increased ROM from 98 kilobytes to 256 kilobytes. The crankshaft position sensor is also improved with a 22-pole (as opposed to eight-) trigger for a more precise fuel-injection volume calculation.
A four-two-one stainless-steel exhaust system features a larger titanium core muffler with an aluminum sleeve with slash-cut tip. The titanium/aluminum muffler combo is about 700 grams lighter than a steel-core muffler and 300 grams lighter than an all-titanium set-up. The GSX-R600 uses Suzuki's reed-valve-controlled Pulsed-AIR (PAIR) injection system with larger PAIR passageways (8mm from 6.7 mm), which increase the volume of fresh air reaching the exhaust ports.
Anchoring the GSX-R600 is an all-new black-painted twin-spar aluminum-alloy frame and swingarm. The combo features a 54.7-inch (1390mm) wheelbase, 23.6 degrees of rake and 93.1 mm (3.66 inches) of trail. Each frame spar is made from an extrusion divided into two internal sections by a single internal rib. This new type of spar is slightly taller and thinner than the previous GSX-R600 frame spars and allows Suzuki engineers to adjust vertical and horizontal rigidity, which provides better feel under hard braking and cornering. The new frame is 15mm narrower at its widest point and 5mm narrower at the swingarm pivot.
The new frame also incorporates a revised rear subframe that bolts directly to the main frame for improved durability. Other refinements for the GSX-R600 include a more compact fuel tank and repositioned footpegs for increased rider mobility and banking angle. The seat-to-handlebar measurement was reduced and seat height was lowered by 5 millimeters.
The 43mm inverted Showa cartridge forks offer adjustable spring preload, and rebound and compression damping settings. A matching Showa three-way-adjustable, piggyback-reservoir shock with larger diameter is fitted at the rear. The black-painted aluminum-alloy, externally braced swingarm comprises extruded main arms, an extruded pivot tube, a stamped deck integrated with a cast cross brace, and cast axle carriers. The GSX-R600 rolls on 3.50 x 17-inch front and 5.50 x 17-rear wheels with radial tires.
Brakes for the new GSX-R600 are heavily upgraded for '04. All-new race-proven, radial-mount, four-piston Tokico calipers are mated to a Tokico radial piston master cylinder for improved lever feel and performance. Two 300mm floating discs complete the race-ready front brake package. The rear disc measures 220mm and works with a dual-opposed-piston caliper mounted directly to the swingarm, eliminating the conventional torque link rod.
Distinctive bodywork is as aggressive as ever and incorporates improved aerodynamics and a more effective ram-air system. Thanks to the slim frame and sleek bodywork, the overall package is now even narrower than before. All-new vertically stacked headlights allow ram-air intakes to be positioned 10mm closer to the centerline where air pressure is highest. This significantly increases airbox pressure for improved cylinder charging and engine performance.
The upper headlight is a multi-reflector unit housing a 60/55-watt H4 halogen bulb positioned above a 55-watt H7 projector low beam. Taillight treatment is a compact, maintenance-free LED set-up that complements the redesigned tail section and smaller turn signals.
The instrument cluster features a black-faced analog tachometer powered by a stepping motor, an LCD digital speedometer with a combined odometer/tripmeter, and clock display. LED turn signal, high-beam, neutral, fuel-level warning, FI warning, coolant temperature warning and oil pressure warning indicators are also used. Lastly, a programmable built-in rpm indicator light can be used as a shift light, triggering at a pre-selected engine speed.
The 2004 Suzuki GSX-R600 - Ready to win and waiting for you.
GSX-R600 (K4) AT A GLANCE
Suggested retail: $ 7,999.00
Engine Type: *four-stroke, liquid-cooled DOHC, Inline four-cylinder
Bore and Stroke: *67.0mm x 42.5mm
Front Brake: *Dual Radial Mount Hydraulic Disc
Rear Brake: *Single Hydraulic Disc
Wheelbase: *54.7 inches (1390 mm)
Dry Weight: *354.9 lbs. (161 kg)
* Specifications not final
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