Despite fresh bodywork that loosely resembles the older model, Suzuki offi cials report the bikes are all-new from the ground up. To put it another way, Suzuki claims it hasn't released a new model with this many improvements since the jump to the SRAD models in 1996. Bold words indeed; especially considering the SRAD era rewrote sportbike history.
The engineers set their sights on improving three key elements with the new model: track performance, styling and weight reduction. In regards to the latter, the new GSX-R600 is claimed to be 20 pounds lighter than its predecessor (the 750 is a feathery 19 pounds lighter).
While the bike's had a massive diet, the motor is also more powerful. The bump in steam comes courtesy of lighter internal components, increased compression and a massaging of the piston surfaces for a robust midrange and top-end hit.
The wheelbase has been shortened by 15mm despite a new swingarm that retains the previous model's length. By rotating the engine three-degrees inside the frame, Suzuki was able to tighten the package while retaining the long swingarm to keep throttle exits in check.
Other noteworthy upgrades include new Brembo monobloc front brake calipers and the Nissin single unit from the GSX-R1000 out back. Showa 43mm Big Piston Forks (BPF), fi rst seen on the ZX-6R, are now standard on both Gixxer models. Techno-weenies will also rejoice because the S-DMS selectable fueling
maps from the biggest GSX-R sibling have found their way onto the new smaller brothers-except you'll only get two maps on these bikes.
The new bodywork is complimented by updated ergonomics thanks to a shorter, more sloped gas tank that helps taller riders better tuck behind the screen. Front and rear overhang have also been decreased for less weight, creating a unique stubby stance.
All technical jargon aside, quite possibly the biggest news are the MSRPs. The GSX-R600 has a retail of $11,599 and the GSX-R750 rings in at $11,999. Yeah- the 750 is only $400 more than the 600.