Suzuki Gladius Review

I’ll never forget sitting on the decaying bench seats in Turn 3 at the “Fastest Road in the West” (Willow Springs) years ago one Sunday afternoon to soak in some high-desert sun and good grass-roots club racing. An unfamiliar looking and sounding bike was piloted with adroitness through what’s called the Omega.

Leaning against the chain-link fence to get as close a look as possible on the next go ‘round, I sheepishly asked a fellow race-watcher what bike was making that distinctly-Twin exhaust note. “That’s the new V-Twin from Suzuki,” said the motorcycle racing fan. My jaw fell open in mild astonishment. I’d only recently heard of the new bike, and was quite certain I hadn’t seen any in dealers yet, and here some die-hard enthusiast was already racing the thing. And so began American riders’ love affair with the Suzuki SV650.

The 645cc liquid-cooled, carbureted 90-degree V-Twin devoid of bodywork took almost no time to reach cult status with its sporty handling and user-friendly low-end and mid-range grunt. Its un-faired design caused the eye to immediately focus on the unique mill hanging from the aluminum, oval-tube trellis-style frame. Not many bike makers in those days embraced the naked streetfighter style for the American market.

Nevertheless, the SV’s ease-of-use made it a hit with Average Joe Rider for commuting and weekend play, while its overall performance caused a groundswell in club racing across the country, all for the 1999 MSRP of $5,699. The bike really was all that and a bag of chips.

The first major update to the SV – and the partially-faired SV650S model introduced in 2000 – arrived in ’03 and included fuel-injection, a new beefy square-tube truss frame and marginal increases in power and torque. In 2007 the fully naked SV was dropped, as Suzuki perceived performance characteristics between the SV and S to be too close. That same year optional ABS was available for the S model, and in ‘08 it went fully-faired as the SV650SF.

Only two years later and Suzuki has come up with a solution to fill the gap left by the standard SV’s departure: the 2009 Gladius.

The new Zook and its name draw inspiration from the Latin word for sword, in particular, a relatively short, more manageable version of longer swords. The obvious allusion is that Suzuki’s Gladius is a new and improved, sleeker, friendlier version of the SV. Equally obvious is the strong design element, one that went virtually unchanged from concept to showroom. With its rounded edges, flowing lines and friendly ergos, the Gladius is also an attempt by Suzuki to capitalize on the growing U.S. female rider segment.

To dispel any idea the Gladius is “a girl’s bike,” Suzuki’s Glenn Hansen points out that through a host of updates the new SV-derived V-Twin made gains in torque and power over the old SV. A safe guess is the Gladius increased torque at least 10% over the claimed 47-ish ft-lbs from the SV. Judging by a Suzuki-provided dyno graph superimposed over a graph from the previous SV, the gain appears across most of the rev range. Horsepower gains looked considerably less, though some increase was evident. It’s worth noting that none of the changes in the Gladius’ mill are found in the current SV650SF.

In a 2006 Motorcycle.com comparison an SV650S churned out 71.1 hp and 45.2 ft-lbs. These are already respectable figures, so any gain in the Gladius is great!

The SV engine reborn Here’s some of the updates that improve overall engine performance and allow the Gladius’ V-Twin to make more claimed torque across most of the rev range along with a small but notable increase in horsepower.

Engine Updates: • Cylinders receive racing-derived SCEM (Suzuki Composite Eletrochemical Material) for better heat dissipation, reduced friction, etc. • 5% increase in crankshaft inertia enhances low-to-mid range output and “highlights power-pulse feel.” • Single spring per valve versus the SV650’s two springs per valve reduces inertia weight, and thereby mechanical losses. • High-lift cam for increased torque. • Throttle body intake funnels, though longer than what the SV650 used, are two different lengths for improved mid-range. • Idle Speed Control (ISC) system integrated into throttle body –first ever on any Suzuki street bike– improves idle, cold starting and eliminates additional wiring and hoses. The same 10-hole fuel injectors used on the GSX-R600 and 750 offer better atomization of fuel mixture. Two Iridium-tip spark plugs per cylinder complete the package for more thorough, consistent combustion which in turn is claimed to lead to better economy, emissions, power, etc. • All new compact exhaust with mid-chamber is claimed to increase low and mid-range torque while different length exhaust pipes allegedly improve low-end performance; exhaust design also contributes to lower CoG. • New radiator is smaller; oil cooler is now liquid-to-liquid rather than air-cooled, and its new design helps centralize mass.

A primary change in the chassis is the switch from the truss-type aluminum frame of the SV to a tubular steel trellis unit. As with the first generation SV, your eyes are quickly directed to the soft but prominent shapes of the frame that blend well with other design elements.

The pre-load adjustable 41mm Showa fork from the SV received a few small tweaks for general improvement, but the key change is a 5mm reduction in travel, useful in reducing seat height from 31.5 to 30.9 inches. Here again we can see a move aimed to attract shorter, perhaps female, riders. The link-type Showa shock retains its 5.1-inch travel and is adjustable for pre-load via the moderately accessible 7-position ramp adjuster.

Wheelbase is 56.9 inches versus 56.1 inches on the current SV650SF; rake remains 25.0 degrees while trail increased from 102 to 106mm.

Gladius maximus uses the same dual 290mm front rotors from the SV, though the two-piston sliding-pin front calipers’ pistons are a little over 3mm smaller in diameter and the master cylinder is marginally smaller. The rear brake pinches a 20mm larger rotor (240 v. 220mm). Wheels are now 5-spoke instead 3, but more importantly, the buns spooned onto the new rims are grippy Dunlop Qualifiers.

One possible downside for spec-sheet fanatics is the 8-lbs disadvantage the Gladius suffers in claimed ready-to-ride weight over the SV650SF’s 438 lbs curb weight. Weight-gain culprits are likely the steel versus aluminum frame and the new exhaust.

First impressions, lasting impressions

I’m willing to bet that even if this bike functions only half as well as an SV – though it certainly does and then some! – Suzuki will still have strong sales based solely on the European-inspired styling. Lead engineers spent considerable time in Europe whilst working on the Galdius, according to Hansen.

Sweeping lines and rounded edges are everywhere: From the 3.8 gal (3.6 in CA) fuel tank with removable two-piece trim that Suzuki says allows an overall narrower design, to the prominent organically shaped headlight, to the highly stylized exhaust, footpeg hangers and weapon-like passenger grab handles, the bike looks more sculpted than engineered.

Even the instrument cluster with centralized tach is easy on the eyes. The gear-position indicator is a good thing for this market, as are dual tripmeters, reserve fuel tripmeter and simple clock. Nicely done! Though wind protection is non-existent, windblast at freeway speeds is tolerable with little buffeting. But if you’d prefer, an accessory fly-screen is available.

The motorcycle’s inviting looks are not the least bit deceptive. Throwing a leg over is easy, as is flat-footing both footsies. Even if you have less than a 30-inch inseam you should feel secure thanks to the low, mostly flat saddle and the bike’s wasp-waisted center. Reach to the upright tubular handlebar is easy, though the distance between grips created a narrower feel than I prefer. Smaller riders will likely appreciate the compact layout.

The bike starts easily and settles into idle quickly courtesy of improvements in fueling as noted above. Light clutch lever action – an important trait for the intended audience – is thanks to a new cam-type release mechanism, and the 6-speed transmission is classic Suzuki: transparent.

Throttle response is good, albeit with a slight abruptness from closed-to-open transition, noticeable mostly in low rpm. Power is manageable and linear but certainly not flaccid. My seat-o-the-pants dyno says that the claimed power gains are there. The Gladius will easily wheelie in first gear with some help from the clutch, over-taking on the freeway doesn’t require downshifting from top-gear, and engine vibes are limited.

Twisty road fun is on the menu, and like the SV, the Gladius will harass faster bikes with its light and quick-steering chassis. However, there is a price point for this bike, and some things must be kept fiscally minded. The soft-ish suspension doesn’t allow perfect tractability through tight rapid-fire corners or over rough pavement if pushed like a supersport. More preload will help settle the chassis, but over compensating too much in this direction will only lead to a harsher ride the rest of the time you’re not dragging a peg. Also, padding in the stylish saddle is either too thin or too firm, or both. Part of the price paid for a low seat; however, a 20mm higher seat is available as an accessory.

Suzuki may have gone backward a bit with the mild downgrade in brake performance. Again, ample performance for 90% of the riders 90% of the time, but more initial bite and overall stopping power would go a long way on this motorcycle. I’ve said it before and I’ll say it again here: I’d prefer one, good 4-piston caliper and rotor rather than dual two-piston sliding pin jobs.

With an MSRP of $6,899 the Gladius is sandwiched perfectly between Kawasaki’s new nekkid. parallel-Twin based on the Ninja 650R, the ER-6n, at $6,399, and Yamaha’s budget-minded 600cc Four, the FZ6R, starting at $6,990.

Unless Kawasaki has graced the ER-6n with extra ponies beyond the Ninja 650R’s 65.6 hp as tested in our SV/Ninja 650R comparison, the Gladius may have a peak horsepower edge. Torque between the pair should be very close. The Yamaha’s reviver in-line Four may produce top-end figures similar or slightly higher than the Suzuki.

Razor’s edge performance gripes aside, the Gladius is a well-rounded package and very attractive. I expect many riders, regardless of experience, will take notice.

By Pete Brissette, Mar. 26, 2009, Photography by Alfonse Palaima

Suzuki Hayabusa

When Suzuki’s Hayabusa debuted in 1999, it inspired controversy for two aspects that would go on to become iconic: its controversial aerodynamic styling and its ability to open a giant can of whup-ass on anything else on the showroom floor.

After word got out about its 9-second abilities down the quarter-mile and its 190-plus-mph top speed, its “Eye-Abuse-Er” nickname became less prevalent. Soon the Busa was seen by some groups as the hottest thing on the street, and the mighty falcon became one of the primary canvases on which to polish frames and bolt on big-tire kits to up the bike’s badass-ness.

Now nine years on (and with a manufacturers’ agreement to limit top speeds to a laughably sedate 186 mph), the Busa was hit on the chin in 2006 by the Kawasaki ZX-14. The Kawi proved to be quicker and more powerful but also smoother and more comfortable. Regardless, the Busa remained as popular as ever and was unmatched for its street cred. Fearing a “New Coke”-type backlash, Suzuki engineers didn’t want to stray too far from the original Busa concept in this new redesign you see here. It’s still unmistakably a Hayabusa even if every fairing panel has been remolded. And it’s not much different underneath, either.

Your 9-second streetbike has arrived.

Turnsignals set into the ram-air intake ports and angular dual exhaust canisters are clues you’re looking at a 2008 Busa.

While it’s the new skin that first grabs your attention, it’s the unholy monster motor underneath that has earned the Hayabusa its veneration. Potent and durable, it has been the inspiration for a closer relationship with god among those who have twisted its throttle to the stop. For ’08, this legendary lump has received a 2mm longer stroke to yield 1340cc instead of the old bike’s 1299cc. New forged pistons are lighter and stronger and produce a 1.5-point increase in compression ratio to 12.5:1. Also forged is the crank, as it attaches to new chro-moly rods that are now shot-peened for added strength. Cam chain adjustment is now accomplished hydraulically, which also helps reduce mechanical noise.

Up top are 16 new titanium valves that save 14.1 grams on each intake and 11.7 grams on each exhaust for a significant weight loss in this critical area, allowing the replacement of double valve springs with lighter single springs. Valve sizes remain the same, but a new camshaft now forces greater lift on both the intake and exhaust poppets and has revised timing. It’s all fed by a pair of double-barreled 44mm throttle bodies. They use a version of Suzuki’s Dual Throttle Valve system that has a secondary throttle valve mounted above the primary that’s controlled by the bike’s electronic brain to maintain the ideal velocity of the intake charge based on rpm, throttle opening and gear position.

Controlled by a new high-powered Engine Control Unit, Suzuki says that the Busa has the company’s “most powerful, most advanced digital fuel-injection and engine management system.” Another important task of the ECU is controlling the different parameters of Suzuki’s Drive Mode System. Like the GSX-R1000 and ’08 Gixxer 600/750, the Busa has a handlebar-mounted switch to set the power mode into three available positions. It produces full power in mode A, the default setting, while mode B has a bit of the power edge clipped off. Mode C might be an asset in the rain, but it neuters all the excitement out of the muscular motor.

'Suzuki claims the new bike cranks out 194 horsepower at the crankshaft'

How muscular, you might ask? Suzuki claims the new bike cranks out 194 horsepower at the crankshaft, a 21-horse (12.1%) improvement. Torque is boosted 8.5% to 114 ft-lbs. The old 1299cc engine produced about 160 ponies at the rear wheel, so we expect this new one to spit out around 175 horsepower on a rear-wheel dyno.

“The new 2008 Haybusa is just so freakin’ fast it is unreal,” relates Neale Bayly from his experience at the press launch. “Accelerating off the corners with a quiet whoosh from the twin pipes like it had been shot out of a Howitzer, it feels like some sort of macabre video game flicking through some of Road America’s tighter sections. It starts making lots of power early, and by the time the needle is past five grand all hell is letting loose. It pulls without a break until the rev limiter kicks in with a bang somewhere around 11 grand.”

Suzuki claims a 21-horsepower increase in the new Busa, which should yield about 175 ponies at the rear wheel. Yee haa!

Although it shares no bodywork with the previous model, the ’08 Hayabusa remains as distinctive as ever.

Bayly also told us that the response from the high-tech fuel-injection system is flawless, aided by injectors with fine-atomizing 12-hole squirters instead of the previous four. “Giving superb throttle response from very low in the rev range all the way till the rev limiter kicked in, the system was faultless. One area that can cause problems with fuel-injection systems is at lower rpm on small throttle openings, but this was not the case with the big Suzuki.”

At the dragstrip, journalists struggled to break the 10-second barrier, but Jordan Motorsports Racer Aaron Yates was able to just nip into the 9-second bracket. We expect an epic duel between this uprated Busa and the more powerful 2008 ZX-14 for the honor of quarter-mile champ. Out on Road America, the new Busa handles a lot like the old Busa with extra power. This shouldn’t be much of a surprise considering that the bike’s twin-spar aluminum frame is nearly identical to previous, so we’ve got the same 23.4-degree rake and short 3.7 inches (93mm) of trail. A revised swingarm shortens the wheelbase a scant 5mm to 58.3 inches and features an additional strengthening rib for less flex.

“Don’t expect to go diving up the inside of any supersport bikes at a track day,” says Bayly, “but do perfect your passing wave as you cream them coming off the turns. Not that any of this should be surprising when you consider the bike weighs in around 500 pounds full of fuel, it is just a good idea to remind yourself of these facts before all that horsepower lets you get carried away.”

The old Busa’s most glaring shortcoming was the performance from its old-tech six-piston front brakes that were barely up to the task of slowing this earth-bound missile. We’re happy to report that Suzuki has now fitted up-to-date radial-mounted four-piston calipers to the magic Bus. They bite on 10mm-smaller 310mm discs that have a half-mil extra thickness (5.5mm) to handle the heat. Bayly tells us they are a major improvement.

Also aiding heavy braking is the new slipper clutch that Bayly says it quite effective. The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs. The clutch also features a new friction material for better feedback at the engagement point. In addition, the width of a few transmission gearsets were revised and the upper three gears are sprayed with oil for reduced wear and quieter operation.

As for the Hayabusa’s new clothes, we’ll leave the aesthetic judgments to you. Aerodynamic efficiency, something the old Busa had over the more powerful ZX-14, is optimized with a wider fairing and a 15mm-taller windscreen to better shelter its rider. The body panel joints are now smoother and have no exposed fasteners, and the top of the fuel tank is lower to allow a tighter full tuck. The tailsection has an enlarged speed hump that will stir some commotion on the message boards, and it also sports integrated turnsignals that are said to “evoke a jet engine motif.” Front turn indicators are nestled into the edges of the air intakes in the nose.

Aesthetically speaking, the Busa’s new tailsection and mufflers are going to take some getting used to.

Does the new Hayabusa have what it takes to handle the newly upgraded Kawasaki ZX-14? We can’t wait to find out.

'The clutch also has the Suzuki Clutch Assist System that increases the amount of force on the clutch plates without using stiffer clutch springs.'

Also sure to be controversial is the Busa’s new exhaust system. The triangular muffler canisters on the 4-into 2-into-1-into-2 arrangement look ungainly but are a product of more stringent emissions standards. A catalytic converter is placed where the four head pipes meet under the engine.

“Listening to the sound of Aaron Yates and the new Suzuki Hayabusa going past a few feet from pit wall at close to 190 mph, I just couldn’t believe how quiet the bike was,” Bayly relates. “Almost knocking me off the wall, the sound of the windblast was actually louder than the exhaust.”

In the unrestricted environment of a racetrack, the burlier Busa doesn’t fail to thrill, allowing full use of its mega power. “With walls and fences everywhere, and the big fairing allowing me to get right under the airflow, the view across the clocks was surreal,” says Bayly. “The closeness of the walls greatly exaggerated the already intense speed, and every time you crank the throttle the track just seems to come at you in fast forward. The power is seamless and oh so abundant.”

So, depending on how you think about streetbikes, perhaps Suzuki’s claim of the new Hayabusa as “the ultimate sportbike for the road” has some merit. For some, it’s just too heavy and too powerful, but for others, this invigorated Busa is exactly what they’re looking for. We’ll give Bayly the last word.

“As the first significant overhaul to the all-conquering Japanese bird since 1999, the new 2008 Haybusa is everything the old one was and more. Faster, better handling, and with stronger brakes, the performance element is not going to disappoint. Looking sharper and more modern, without losing its distinct appearance, Busa lovers are not going to be unhappy either.

“And for the rebel without a clue, who thinks their V-Twin’s 67 horsepower and a set of loud pipes makes them a Bad Ass, well they are still going to hate the big, ugly lump of plastic as it goes by them at close to the speed of sound.”

Suzuki GSX650F

By Brad Puetz & 2WF.com, Jun. 20, 2008, Photography by Brad Puetz & 2WF.com

When I think of Suzuki motorcycles the first two models that instantly come to my mind are the GSX-R and SV-class motorcycles. Both are extremely capable and popular motorcycles in their respective classes, performing well on both the street and track. I have owned a healthy number of GSX-Rs and have spoken with many happy SV owners at many a track and local bike nights.

One motorcycle in the Suzuki line-up that never really gave me that warm fuzzy feeling, however, was the Katana. The Katana was Suzuki's answer for an inexpensive entry level motorcycle with sportbike looks and sport-touring comfort. While I am sure there are plenty of happy Katana owners out there, the somewhat alien-looking styling of the bike has always turned me off.

Well, for 2008 the Katana has received the axe to make room for the all new 2008 GSX650F. The new Suzuki is purpose built as a low-cost middleweight for the novice rider or the economical commuter looking for a comfortable ride with a sporty design. The GSX650F is based off the European Bandit 650 naked bike. It's an inline-Four with minimal upgrades from the Bandit such as full fairing, remapping for more revs and suspension which has been slightly tweaked.

A first glance of the blue and white GSX650F revealed the classic color combination and appearance of its close family relative, the GSX-R. It's no coincidence the front fairing shares a strong resemblance to the previous generation GSX-R600 and 750s. While it will not be mistaken for an exotic Italian bike, the GSX650F has clean sporty lines in a design that is a big improvement over the Katana models.

The GSX650F features an attractive and easy-to-read instrument cluster with tachometer, dual tripmeters, reserve tripmeter, clock, fuel gauge, and a useful gear-position indicator. Moving around on the Suzuki is easy with a roomy cockpit, comfortable one-piece seat with a low seat height and a well-positioned, rubber-mounted, tubular handlebar.

The GSX650F sports a liquid-cooled, fuel injected, 16-valve, DOHC 656cc engine utilizing a bore and stroke of 65.5 mm x 48.7 mm. The Suzuki Dual Throttle Valve fuel-injection system provides smooth acceleration. Four-hole injectors are used for optimum fuel atomization and greater power output. The cylinder head achieves a narrow included valve angle of 17 degrees for high intake and exhaust efficiency. Cam profiles are chosen with a priority on low-to-mid-range power output to deliver performance that is well suited to an entry-level street rider.

The Suzuki's full fairing design wrapped around a double cradle steel frame will have you thinking GSX-R thanks to the sport-oriented design. Geometry numbers are 26 degrees of rake and 4.25 inches of trail, with a 57.9-inch wheelbase. The fork is a 41mm Kayaba unit with adjustment for preload only. The rear shock comes equipped with adjustment for both rebound and preload. Heading out on the open road? The 5.0 gallon gas tank should allow you enough capacity to bust a few bugs before having to refill.

Taking the Suzuki out for its first excursion I was really looking forward to a day in the saddle that wasn't going to have me walking like a cripple when I returned with knees and back aching. The layout of the GSX650F suited me nicely with an easy reach to the bars and a relaxing bend at the knees. The riding position was well suited to both cruising and aggressive riding when the road gets a little twisted. Wind protection was decent and there was a good deal of room to tuck in if needed.

'The GSX650F motor has all the necessary ingredients to deliver an entertaining ride...'

The GSX650F fires up easily and runs smooth without unnecessary vibration. Spin the flexible motor up and it does a great job of putting the power down where you will likely be spending most of your time, in the low- and mid-range. Chasing through traffic full of stop signs and motorists, I really came to enjoy the motor which was well-suited to this type of riding. The short first gear on the GSX650F was a nice change from the supersport bikes which come equipped with gearing more suited for the track than stop-and-go traffic. Just dump the clutch and start clicking through the 6-speed transmission without worry, the GSX650F surges forward without a hiccup. An effortless clutch pull and smooth-shifting transmission made city traffic a breeze. With no under-tail exhaust or excessive engine heat pouring out at the legs, the Suzuki was quite bearable if traffic came to a stop for any amount of time.

There is no berserk rush to the power delivery but it won't put you to sleep either. Redline is at 12,500 rpm but it likes to be run in the 4,000-8,000 rpm range where it sings nicely in the power curve. The GSX650F motor has all the necessary ingredients to deliver an entertaining ride to anyone in the market for an inexpensive sporty ride in the middleweight class. If you are in the mood for utter madness, however, this motor will probably not suit your primal likings as the Suzuki pumps out the ponies in a pretty civilized manner.

Overall handling on the Suzuki was quite balanced and agile. It turns in well, sticks to a line, and can be gassed hard out of a turn. While not being the most sophisticated chassis, the GSX650F isn't going to do anything to get you in trouble. That is, of course, if you don't push it far beyond its limits.

I tried to do just that to see where its breaking point was. I saw my opportunity in the form of two rapidly approaching GSX-R1000s in my mirror with some young aggressive riders at the controls. What better way to see how the GSX650F would fare against some much more advanced hardware. As I let the young bucks come by, they took a quick glance, surely with fear in their eyes as they observed my proper upright riding position and the very intimidating backpack carrying my camera. I decided to tag along the rear as we hit a twisty section of road. As it turned out, the little Suzuki didn't fair too bad, staying right with my two test subjects quite easily until we hit some open road where the bigger bikes could flex their muscle. Soon I was a mere speck in the mirror as Suzuki's natural pecking order took over and the GSX650F was shuffled to the back.

'Overall handling on the Suzuki was quite balanced and agile. It turns in well, sticks to a line, and can be gassed hard out of a turn.'

The GSX650F is quite composed, and its 475-pound claimed dry weight transitioned nicely at a moderate pace. The wide handlebar does a good job of giving you the proper leverage to position the bike into the apex. While it is quite balanced and agile, it might not be your favorite track-day weapon. At more serious speeds while pushing the bike, the front end seemed to have a touch more trouble staying composed, becoming quite uneasy and a little on the springy side. The rear seemed to be doing a good job keeping the back end in line, but I was easily able to find the limits of the front fork with a good amount of flex and some quivering at the bars. You could tie the GSX650F into a bit of a knot if you really wanted to get aggressive with transitions, throwing the bike hard on it's side or really doing some late braking.

Speaking of brakes, while not the strongest I've ever put my hands on, they do have good feel and more than capable stopping power. The GSX650F comes equipped with Tokico 4-piston front brake calipers and 310mm brake rotors combined with a lightweight single-piston rear caliper and a 240mm rear brake disc.

Keeping the rubber side down were Bridgestone Battlax BT-011s up front and BT-020s in the rear, with a 120/70 ZR17 and 160/60 ZR17 front/rear tire combo. These tires worked excellent in many different conditions. My two weeks with the bike were filled with a generous amount of wet-weather riding on the GSX650F, and the Bridgestones gave me good confidence in the rain, enough to ride a few wheelies in a slight drizzle for some photo opportunities. In the dry conditions they were equally up to par, providing good traction both front and rear.

I have found that some people tend to think that because I race motorcycles I am a total speed-crazed adrenaline junkie always looking to run off with the neighbor's daughter. While the latter may be true and it may not be a bad idea to keep the daughters locked up, I actually do enjoy a restrained leisurely ride on a motorcycle that is composed at street speeds and not excruciating on the body. In fact I found that the GSX650F was really starting to grow on me over the two weeks. Constant commuting in the rain had me quite happy that I was riding a motorcycle with a mild temperament and a chassis I could trust.

While the limits of the GSX650F's capabilities can be reached quite easily by an experienced rider, I was not turned off by the Suzuki. Instead, I grew to appreciate the many qualities the GSX650F possesses. This is no one-trick pony. In fact it's an extremely versatile motorcycle. Whether you are into sport riding, touring or everyday commuting, the GSX650F has the ability to do it all. At an MSRP of $6.999 this will surely be an attractive option for the budget-conscious rider or someone looking for that first bike that gets it all started.

2008 Suzuki GSX-R600 Review

There are only 18 racetracks in the world which are deemed worthy of MotoGP competition. So when Suzuki invited Motorcycle.com to Italy’s Misano World Circuit to test its revamped GSX-R600, we were chomping at the bit.

But why send a bunch of scribblers overseas to ride what may be perceived as simply a warmed over and restyled middleweight Gixxer?

Well, the GSX-R600 is a veritable lynchpin of Suzuki’s lineup. It not only outsells every sportbike on the American market (about 20,000 in 2006), it’s the best-selling Suzuki among all of Team S’s extensive catalog, according to Garrett Kai, American Suzuki’s Senior Communications Specialist.

So, 16 hours of traveling had us situated at the seaside resort town of Riccione, just down the street from the 2.6-mile Misano circuit where we’d have two days to wring out the tweaked Gixxer Sixxer in its new set of clothes. (Or we would’ve if persistent fog not spoiled each morning’s track sessions.)

As is typical with Japanese sportbikes, Suzuki generally adheres to a four-year model cycle in which they follow up a clean-sheet design with a freshened up version in its third year. This 2008 GSX-R600 is an updated riff on the 2006 version.

Anyway, the major theme with this revision is a boost in midrange power to go along with its new exterior duds. As 600cc sportbikes have been endowed with bigger top-end horsepower numbers, it’s come at the expense of accessible power at lower revs. Suzuki has addressed this problem with a host of changes to the Gixxer’s engine. Tech heads will want to check out the accompanying sidebar for more info on how they did it.

Tuning for Torque: Not always a dirty phrase The expression “tuned for torque” is often vilified by those who have seen exciting sportbike motors neutered in the search of more bounteous midrange power. But the demand for higher peak outputs from middleweight sportbikes have come at the expense of low- and mid-range performance. As such, whacking open the throttle below 8000 rpm on a contemporary 600 is most often met by response so flaccid that a Camry might beat you across an intersection. Suzuki’s rejoinder to this conundrum is a plethora of revisions to the GSX-R600’s existing motor. Typical tuning tricks employed to gain more power down low include: - Increased compression ratio, from 12.3 to 12.5:1 - Newly tapered intake ports to increase velocity - Intake camshafts with slightly reduced valve lift - Exhaust pipe diameter shrunk by 3mm for boosted power at peak torque revs - Overall muffler volume increased Fuel atomization is improved by changing the fuel injectors from 4-hole units to 8-holers. The addition of iridium-tipped spark plugs helps ensure a fuller burn. Internally, the ventilation holes between cylinders again go up a couple of millimeters to reduce parasitic pumping losses. Suzuki makes no claim for higher peak output from this engine, but a Suzuki-supplied dyno graph shows greater horsepower and torque across the bulk of the rev range. Our seat-of-the-pants dyno confirms this assertion.

Although the Gixxer is just in its mid-cycle revision year, it looks like a ground-up redo when it’s seen in its fleshier new flesh. “We created this to be more than the fastest machine on the racetrack,” said Suzuki’s aptly named product planning guru, Norihiru Suzuki. “In short, we wanted it to be beautiful.”

Bodywork from front to rear is completely new, giving the G6 a more contemporary countenance. A nose job is the most obvious change. A centrally located low-beam projector light is flanked by dual high-beams for a purported increase in side-area illumination. A “position lamp” is placed above the main headlight. Situated below are dual scoops for ram-air induction. Turnsignals remain neatly integrated into the rearview mirrors.

A little further back is a new gas tank that ups fuel capacity by 0.5 liter to 4.5 gallons. Below are curvy new side fairings with an X shape, while a more flamboyant tailsection includes integrated turnsignals with clear lenses. Four colors schemes are available in the U.S. The white/silver version might be my fave, and yellow/black and all-black iterations join the traditional Gixxer blue/white combo which includes a blue seat. Kudos go to Suzuki for providing a passenger seat cowl at no extra charge, unlike the other OEMs.

An item borrowed from the liter-sized GSX-R is the electronically controlled steering damper, and this makes itself known while rolling out onto Misano’s foggy pit lane during our first session. While the previous unintelligent damper made low-speed steering a bit awkward, this smarter version has seemingly no affect at parking-lot velocities. “Movement has become more neutral,” says Suzuki’s aforementioned Suzuki.

To be honest, that’s about all I could glean from the new bike during our first session that was shrouded by thick mist. Vision was greatly impaired, which is doubly troubling when it’s your first time riding a new race circuit. Compound this with a fogged up faceshield, and even a GS500 with a plug wire pulled off would be exciting.

This might’ve been a good time to experiment with the Suzuki Drive Mode Selector that is a new addition to the smallest GSX-R, but I didn’t need any new distractions. More on the S-DMS later. In the meantime, the cold track temps yielded low grip for the newest Bridgestone sport tires, BT016 Hypersports, resulting in a few slides as I wobbled my way through the mist.

The second session of the day was thankfully blessed with a moderate amount of sunshine, upping grip levels and extending visibility greatly. Now that I could get a handle on the track and see where I was going, the Gixxer revealed itself to be the excellent sporting tool GSX-Rs are known for.

Nothing new in the geometry department, as rake, trail and wheelbase remain the same as previous: 23.45 degrees, 3.82 inches (97mm) and 55.1 inches, respectively. As such, the G6 is as trustworthy as ever. Turn-in is obedient, and the bike’s slim and compact stature makes its rider feel like a master. One of the great challenges of Misano is the Curvone, a fifth-gear sweeper that tests a rider’s courage a motorcycle’s stability. The GSX-Rs new steering damper helped make it a knee-down corner at a-buck-thirty-five.

Sensations new to the little Gixxer arrive with the throttle open and closed. As before, the Gixxer uses the Suzuki Dual Throttle Valve system which consists of dual butterfly valves in each throttle body. The primary is directly connected to the throttle cable, while the secondary is controlled by the ECU based on rpm, gear position and primary valve position. The secondary also is adjusted by a new, faster computer to maintain intake velocity. These work in conjunction with the new 8-hole twin fuel injectors per cylinder. Suzuki’s exhaust butterfly valve is also controlled by the ECU to optimize power at all rpm, working in conjunction with slightly increased muffler volume for the ’08 model.

The above is a mouthful that, together with the midrange-enhancing tweaks for ’08, results in throttle response free of stumbles and lurches. More impressive is how the middleweight mill pulls from the smaller numbers on the legible tachometer. Midrange squirt now likely exceeds the Kawi ZX-6R and even the trick new R6, though my butt dyno still says the CBR600RR is the 599cc bike to beat in this respect.

When it’s time to bleed speed, the Gixxer has a couple of enhancements to do it easier. Reacting to the front brake lever is a master cylinder with a 2mm smaller bore for increased pressure at the caliper. A 2mm smaller leading piston in the front calipers maintains the same effort required at the lever, according the Suzuki’s Kai. The radial-mount Tokico calipers bite on new 310mm discs with four more buttons, now 12, for better heat dissipation. The extra weight from the added buttons is offset by 0.5mm thinner rotors, now at 5.0mm.

That’s a lot of tech details to describe brake feel that, to my hand, don’t feel much different than before. They have a softish initial bite but are plenty powerful. Journos faster than me had praise for them, and it’s feasible that they would better be able to handle the rigors of racing than the previous binders. If it makes you feel better, you might appreciate knowing that they are said to be the same brakes as used on the heavier and faster Hayabusa.

While we’re in the braking zone, let’s touch on another notable tweak: a better slipper clutch. Suzuki has added an additional clutch plate with revised friction material and a modified drive cam shape. Tech stuff aside, I can say Suzuki has taken a good back-torque-limiting clutch and made it better, able to suck up sloppy and/or rapid downshifts without upsetting the chassis.

As speeds grew faster throughout the day, it revealed the Misano circuit to be the bumpiest GP track on the schedule. But the Gixxer responded very well at sucking up the imperfections. Suzuki reports only mild internal revisions to the 41mm Showa fork and the Showa shock for ’08.

With the first day of riding sessions completed, the spoiled and smart-assy journalists and I looked forward to the next day when we’d have a full day of riding in the sunshine. Well, it turns out that Misano would be a fickle lover. Fog thicker than the day before kept us off the track until well after lunch. Oh, feel our pain!

This gave us time to literally and figuratively kick some tires, of which the BT016 Hypersport Bridgestones will come on all Gixxer 6s and 750s for ’08. That rubber is mounted on new, cooler wheels that are said to be lighter, though Suzuki didn’t say by how much, so it’s obviously not a lot.

Eventually the fog abated somewhat and we suited up for another couple of sessions. This time the murkiness enticed me to try out the Drive Mode Selector first seen on the 2007 GSX-R1000. Mode A is the full-power setting. Mode B offers softer throttle response at all rpm ranges, while mode C is knocks back power even further.

Cat begins with the letter C, and another name for cat is pussy. All I’m saying is that I could only tolerate one lap in C mode before frustration set in. It might make sense on a 160-horse literbike, in the rain, but it mutes a 600’s power too much.

Mode B, on the other hand, was quite entertaining. It felt like the thrust of an early-‘90s 600, so the power wasn’t as clipped as I anticipated. It was actually enjoyable to dial on the throttle to the stops exiting corners without much fear of launching myself to the moon.

Still, riding in any setting but A mode is like having sex with a porn star in the missionary position – it may be fun, but it’s not all it can be. The acrobatics really bust loose after 10,000 rpm when the Gixxer shrieks to its power peak around 14 grand, with 2000 revs of overrev headroom before its 16K redline.

The S-DMS is just one part of what Suzuki refers to as “rider-friendly performance.” The instruments include a handy gear-position indicator, and the shift light is programmable for rpm and brightness. (Oddly, there is no lap-timer function.) Adjustable footpegs are again part of the ergo package, still the only bike in the class to offer this desirable feature. And the shift lever is easily adjustable for the best fit for feet and can be simply converted to a GP-style shift pattern if that’s your preference.

So as I wiped the Adriatic mist from my faceshield for the last time, I was sure I was stepping off the best GSX-R600 yet. Its most desirable changes are its punchier midrange and its sharper styling, with bonus points for a more compliant slipper clutch.

On the negative side of the ledger are two areas in which bigger numbers are less pleasing. The G6’s claimed dry weight is now 363 lbs, an increase of 9 due largely to the revised exhaust system. And its MSRP takes a $500 jump to $9399. That’s $300 more than the Kawi, but it’s $200 cheaper than the Honda and Yamaha.

Which one would we most want to park in our garage? In the spirit of the election season, we’d better congregate ’em and hold a caucus!

By Kevin Duke. Mar. 05,2008