Parallel test: Suzuki GSX-R600 and GSX-R 750
We went to find the answer to this question in Grobnik, on the race track, where such a motorcycle can show everything it can. And we also recommend this to all sports driving enthusiasts. However, to keep the mid-size Suzuki of the three GSX-R siblings not too light, we've placed a 600cc GSX-Ra next to it. Let the racetrack decide who is better!
Both wore Bridgestone BT002 Pro sports tires and waited for us to push the throttle all the way down and sand the plastic from the knee pad on the uneven racing asphalt.
But before the action itself, we will briefly present both motorcycles. They actually have the same frame, the same plastic, the same suspension, brakes, wheels, fuel tank. In short, if we put them side by side, it will be difficult for the ignorant eye to separate them. Outwardly, they differ only in shades of color combinations and inscriptions 600 and 750.
What really separates them is hidden in the engine, in the cylinders. The larger GSX-R has a larger bore and larger mechanism. Its dimensions are 70 x 0 mm (48 cm7), and with six hundred holes - 750 x 3 mm (67 cm0). The GSX-R 42 also has significantly more power. The factory claims 5 kW (599 hp) at 3 rpm, while the GSX-R 750 is capable of 110 kW (3 hp) at slightly higher speeds of 150 rpm. There is also a difference in torque, which is of course higher with a more powerful engine. It has 13.200 Nm at 600 92 rpm, while the GSX-R 125 requires a little more knowledge and intervention in the shifter due to 13.500 Nm at 90 rpm.
Consequently, the larger engine is more powerful, has better torque and is therefore undoubtedly easier to control, since it does not require the driver to be as precise as the six hundred, which are more sensitive to driver error. If you hit a corner in too high a gear in a smaller GSX-Ru, it will take much longer for the engine to reach the rev range in which it has maximum power, whereas on the 750cc GSX-Ru this feature is not as obvious. So it also allows for driving errors and a smoother, more relaxed ride, where, for a good time on the racetrack, besides all the "horses" in the engine, there is also torque. This is good, especially for the average fast driver.
Also available are driver-friendly transparent fittings with a digital speedometer and analogue engine speedometer, and they also show on a reasonably large and legible screen which gear the motorcycles are currently driving in. The dot on the "i" is also an antihopping clutch that provides smoother corner entry and a sharper line. The small and medium-sized GSX-R has it all.
In addition to the mentioned power and torque, they also differ in driving performance. The larger 750 cubic foot Suzuki requires a little more hand strength and focus in the head to turn quickly. Although, according to the factory data, the older brother's scales show only two kilograms more, in the hands they are much heavier than the small GSX-Ra. If in kilograms they are almost equal, then what is the secret? In gyroscopic forces or in large rotating and moving masses in the engine.
Because of all this, and also because of the greater performance, we also had a little more braking work on the big brother at the end of each plane, even though the brakes are the same (radial four-tooth cams). Well, it's worth noting that they worked flawlessly even after completing every 20 minute round on the race track.
And when we erased the mark from our forehead after the end of a sports day, the answer was clear. Yes, the GSX-R 750 is perfect! Six hundred is not bad, but he had to admit his superiority in acceleration and engine maneuverability. Unless, of course, money is a major barrier, otherwise the little GSX-R outperforms its home-grown rival by leaps and bounds, as a 400 difference is a big advantage for a XNUMXth. Last but not least, even the legendary Kevin Schwantz admitted that he likes this Suzuki sports bike the most. And he doesn't have to buy it, he gets it - anyone!
Suzuki GSX-R600 GSX-R 750
Test car price: 2.064.000 2.425.000 XNUMX SIT / (XNUMX XNUMX XNUMX SIT)
Technical information
engine: 4-stroke, four-cylinder, liquid-cooled, 599 / (750) cc, 92 kW (125 PS) @ 13.500 110 rpm / 3, 150 kW (13.200 hp) @ XNUMX XNUMX rpm min, electronic fuel injection
Switch: oil, multi-disc, rear wheel anti-lock braking system
Energy transfer: six-speed gearbox, chain
Suspension: front fully adjustable USD fork, rear single full
adjustable central shock absorber
brakes: front 2 discs Ø 310 mm, four rods, radial brake caliper, rear 1x disc Ø 220 mm
Tires: front 120 / 70-17, rear 180 / 55-17
Wheelbase: 1.400 mm
Seat height from ground: 810 mm
Fuel tank: 16, 5 l
Dry weight: 161 kg / (193 kg)
Represents and sells: Suzuki Odar, doo, Stegne 33, Ljubljana,
Tel. No .: 01/581 01 22
We praise
engine, brakes, racing engine sound
comfortable, spacious, well maintained
price (GSX-R 600)
We scold
too soft for some drivers (standard installation)
price (GSX-R 750)
Petr Kavchich
Photo: Aleš Pavletič.
