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| I have one like this :) |
My Gas Guzzler
It performs like a $200,000 sports car, but it gets 38-52MPGs (low when you ride it, and higher when you tool it frugal) : My average so far is 40 because I "rode" it a lot, but lately I have been "tooling frugal" and less often to save gas, reduce emissions and increase safety.
I first got hot and bothered about motorcycles when I was 15 back in the spring of 1997. By the year 2001 I had a 1999 Honda F4. In the spring of 2005 after 4 years of riding I sold my F4 to a guy who ended up crashing it and killing himself in the process. In late 2008 I decided I had abstained from riding long enough: the lack of "sport" in my Prius pushed me to get this gixxer :)
In early 2009 I surfed craiglist and found this 04 GSX-R600 for a great price. It already had most of the upgrades I wanted, except a power commander, which I added. The only thing wrong with this bike is the punishing racing riding position.
Used sports bikes are a democratizing entry into the exotic world of road based power sports : few vehicles on earth can give the dynamic performance of a super sport motorcycle, and in terms of bang per $, they are also in a class of their own, by a large margin!
The following Article is from SportRider
2004 Suzuki GSX-R600
The best power-to-weight ratio in its class!
A powerful digital fuel-injection system and a state-of-the-art engine management system that takes the class leading titanium valve system in to rev heaven.
The 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.
The changes made were 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 cylinder head features a more compact combustion chamber with a higher compression ratio, narrower valve angle and straighter intake port. Intake ports are now 10 degrees from the cylinder centerline, while exhaust ports are 12 degrees reducing included valve angle 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 lightweight flat-top piston yeild more complete and efficient combustion.
Straighter and steeper downdraft angle 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.
Lightweight titanium valves previously only seen only on factory race bikes are at home in the 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. 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.
This gixxer uses the innovative Suzuki Dual Throttle Valve (SDTV) digital fuel-injection system. The 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 features a new 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 to 256 kilobytes. The crankshaft position sensor is also improved with a 22-pole trigger for a more precise fuel-injection volume calculation.
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.
The twin-spar aluminum-alloy frame and swingarm are painted black. 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.
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 taillight is aftermarket on mine (all LED, tail elimination kit).
The OEM bolt on was ditched for a Titanium Yoshimura RS-3 that mounts to the stainless 4 to 2 to 1 main header. Sounds much Better.
A K&N filter and power commander with custom map round out the upgrades.
I keep the chain sparkling clean and my Dunlops 207's are almost completely worn out: to be replaced with Maxxis Supersports (I already have them).
04 GSX-R600 (K4) AT A GLANCE
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)
The power to weight ratio is moto magical : with fluids it weights about 415 lbs : with 103.2 HP stock. I think its probably about 110 HP with the bolt on, K&N and power commander. Woot Woot. This gixxer is pleasant down low too with smooth gentle power deliver as it winds up: the motor is lively for 5K rpms onward and pulls really hard after 9K rpms. I rarely ever shift north of 11K....
http://www.sportrider.com/bikes/2004/146_04_suzuki_gsx_r600/index.html
Thats some quality technical moto smorg if I ever read any !
Makes me long for some sunny weather to replace this misty gloom with some nerd worthy motorsport fun.
*update: Sunday June 10th 2012 : I took buzz out to enjoy what feels like the first real day of summer lately, ahhh. I tooled him around at low speeds in 6th gear to conserve fuel. After stopping for a break before heading back, I snapped some up close and personal photos of buzz :)
The following Article is from SportRider
2004 Suzuki GSX-R600
The best power-to-weight ratio in its class!
A powerful digital fuel-injection system and a state-of-the-art engine management system that takes the class leading titanium valve system in to rev heaven.
The 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.
The changes made were 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 cylinder head features a more compact combustion chamber with a higher compression ratio, narrower valve angle and straighter intake port. Intake ports are now 10 degrees from the cylinder centerline, while exhaust ports are 12 degrees reducing included valve angle 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 lightweight flat-top piston yeild more complete and efficient combustion.
Straighter and steeper downdraft angle 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.
Lightweight titanium valves previously only seen only on factory race bikes are at home in the 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. 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.
This gixxer uses the innovative Suzuki Dual Throttle Valve (SDTV) digital fuel-injection system. The 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 features a new 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 to 256 kilobytes. The crankshaft position sensor is also improved with a 22-pole trigger for a more precise fuel-injection volume calculation.
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.
The twin-spar aluminum-alloy frame and swingarm are painted black. 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.
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 taillight is aftermarket on mine (all LED, tail elimination kit).
The OEM bolt on was ditched for a Titanium Yoshimura RS-3 that mounts to the stainless 4 to 2 to 1 main header. Sounds much Better.
A K&N filter and power commander with custom map round out the upgrades.
I keep the chain sparkling clean and my Dunlops 207's are almost completely worn out: to be replaced with Maxxis Supersports (I already have them).
04 GSX-R600 (K4) AT A GLANCE
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)
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| The Engines OEM configuration output :) |
The power to weight ratio is moto magical : with fluids it weights about 415 lbs : with 103.2 HP stock. I think its probably about 110 HP with the bolt on, K&N and power commander. Woot Woot. This gixxer is pleasant down low too with smooth gentle power deliver as it winds up: the motor is lively for 5K rpms onward and pulls really hard after 9K rpms. I rarely ever shift north of 11K....
http://www.sportrider.com/bikes/2004/146_04_suzuki_gsx_r600/index.html
Thats some quality technical moto smorg if I ever read any !
Makes me long for some sunny weather to replace this misty gloom with some nerd worthy motorsport fun.
.jpg) |
| A Higher Resolution Image of the OEM Goods |
*update: Sunday June 10th 2012 : I took buzz out to enjoy what feels like the first real day of summer lately, ahhh. I tooled him around at low speeds in 6th gear to conserve fuel. After stopping for a break before heading back, I snapped some up close and personal photos of buzz :)
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| Red hot exhaust gases exit here. After a long run of high RPM in a dark setting you can actually see these pipe glowing. |
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| I keep this chain nice and clean to extend its life :) |
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| The intake, one for each cylinder :) |
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| Yes, redlines at 15,500 RPM's : Amazing! |
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| Yosh pipe detail :) |
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| Air stem GSXR cover as viewed through the front brake disks :) |
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| Front end hardware. |
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| KN-138 with safety wire to the exhaust header down tubes. |
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| The after market bolt-on Toshimura RS3 Titanium :) |
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| LOL : and that was with the OEM pipe...... |
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| S badge |
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| GSX-R badge |
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| OEM bar ends with my 6mm mounting solution: lol |
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