It’s difficult to believe that Troy Herfoss’ Australian Supersport Championship victory in 2010 was Team Suzuki’s first ever in the history of its factory team on a domestic level.

Team Suzuki and Herfoss were the clear favourites for 2010 in the Supersport division, fielding the only factory team in the class with YRT abandoning ASBK for the season.

Herfoss did exactly as expected, going on to dominate five of the six rounds contested during the season with a superb tally of seven race victories and four additional podiums to his credit.

For an ex-Supermoto champion in both Australia and America, Herfoss’ feat in just his second full season of road racing is an astounding feat any which way you look at it.

Adding to his achievement is the fact that it’s Suzuki Australia’s first ever Supersport title as a factory effort in 13 years of trying, coming as the icing on the cake in what was otherwise a difficult season for the team.

In speaking to Team Suzuki manager Phil Tainton you can tell the GSX-R is his ‘toy’ in some ways, the bike that he uses to develop up and coming talent in readiness for the Superbike ranks.

Herfoss has already displayed his potential in the Superbike ranks just one round in as a rookie during 2011, while Supersport replacement Brodie Waters has picked up where Herfoss left off on the very same GSX-R600 that we were lucky enough to test at Phillip Island in December.

With this weekend’s Tasmania round of the ASBK series set to be the final time Suzuki’s championship winner is ridden before the 2011 model arrives for Hidden Valley, MotoOnline.com.au thought we’d give our take on the current ride.

MotoOnline.com.au tested Team Suzuki's title winning GSX-R600 at Phillip Island in December.

Team Suzuki GSX-R600 Ride Impression

Team Suzuki’s GSX-R600 is a race bike that I have a greater insight to than most, first debuting the bike as part of the team in 2006 for AMCN as a Project Racer before handing the reigns over to Josh Waters for the following season.

At that point the Supersport bike was a neat side project for Phil Tainton Racing, however exactly five seasons later Team Suzuki captured its first Australian Supersport Championship at the hands of Troy Herfoss.

The improvements Suzuki and the team have made in the baby Gixxer have been remarkable during that time, and I personally have been lucky enough to ride it on a number of occasions through the development process.

To say that I was surprised when I rode the bike this year would be an understatement – it has to be the greatest Supersport race bike I have ever turned a lap aboard.

First of all the chassis is dialled in perfectly to the point where you could mistake of for handling like the Moto Coaster at Dreamworld on the Gold Coast.

The main difference compared to when I rode the factory GSX-R in 2008 is that its suspension is a lot more compliant, giving greater feedback and transferring its weight under braking and acceleration a lot more.

What this does is give you confidence as you can feel exactly what the bike’s doing underneath you, although not to the point where the suspension is too soft. It’s just right even at journo pace in mixed conditions at a Phillip Island Ride Day.

Once you pull up with the ever powerful brakes for the turns, the bike turns in on point and then proceeds to hold its line nicely through the turn – something that Herfoss explained is improved in 2010.

One of the most vital aspects in Herfoss’ transition to the tar from Supermoto was learning to lean into the turns and work in sync with the bike, and Tainton believes in 2010 he has taken great steps in the right direction.

While on the topic of brakes, the adjustable knob on the left handlebar is something that I’d used previously in my AMA racing career, and as usual it works a treat.

When you’re on the exit of the turn you can get on the gas as hard as you hope to within reason and the rear suspension will answer everything you throw at it.

Throughout my two sessions on the bike there was not one time where I felt as though the bike could be better for my pace, which really says something considering factory race bikes are usually horrible unless you’re riding them near the limit.

As far as the engine goes it’s way stronger than in the past, a factor that Tainton credits the modified velocity stacks for.

Previously the Suzuki had the tendency to accelerate hard off the turn before flattening off somewhat in its mid-range and top end, however this latest version continues to gain steam at around 9000rpm and pulls hard all the way until its redline of 16,300rpm.

The gearshifts are seamless and easy to complete, while the clutch actuation and operation is everything you’d expect from a race bike of this nature.

Despite Troy being a lot taller than me, I find his ergonomic set-up to be comfortable enough, and Tainton said that he didn’t really have to change it too much from when Waters rode the bike apart from lowering the footpegs and moving them back slightly.

There’s an extended seat pad at the rear to boost Herfoss up onto down the straights, helping him tuck his elbows in and get under the windshield better than without it.

Team Suzuki deserves big props for this great little middleweight that they’ve developed, however their ultimate reward has already been delivered by Herfoss in claiming the national Supersport number one plate.

Team Suzuki's 2010 model GSX-R600 is refined to the point of perfection in ASBK racing.

Team Suzuki GSX-R600 Technical Info

Team Suzuki is recognized for its world class bike preparation, and when it comes to Phil Tainton Racing, you’ll be hard pressed to find anybody in the world who can make a GSX-R600 run better under the ASBK rules.

The engine features Yoshimura camshafts, PTRY does the cylinder head machining and uses thinner head gaskets for added compression, also ensuring that the valves are perfectly seated.

Modifying the standard velocity stacks made massive gains in power, the increased power kicking in at around 13,000rpm at the way to the rev limit of around 16,300rpm.

A BMC air filter is fitted, while Yoshimura provides all the electronic trickery featured. There’s a Yoshi EM Pro ECU that’s fully programmable, and the wiring harness is also a kit Yoshimura product.

Two different fuel maps are triggered by the hazard button on the right handlebar, with the gentler map developed for being used in wet conditions.

There are three separate spin control options that can be switched via the Suzuki Drive Mode Selector (S-DMS) button on the left ’bar, however the race bike’s buttons don’t rob power via different power curves, instead giving riders the option to add a traction control of sorts – C being the most aggressive mode of spin control.

Interestingly, Herfoss opts to keep the bike in the A-mode in a bid to maximize his drive forward, although the added control does come handy in non-perfect conditions.

The GSX-R also has a pit lane speed limiter that’s activated via what is usually the indicator switch, while three settings of ‘back-in’ control are available to assist under braking.

While data logging isn’t legal in Supersport competition, the team does use a Motec system while testing – something that greatly assists when visiting circuits for a first time.

The team uses a Yoshimura titanium exhaust system from Japan, while the Superbikes interestingly use American versions.

Finally, the team uses NGK spark plugs.

As far as the chassis goes, Team Suzuki uses Ohlins 30mm NIX Fork Cartridges and an Ohlins TTX shock absorber for the suspension, with the valving remaining similar to what Josh Waters previously raced with before Herfoss.

The brake calipers are standard at the front and rear, however Goodridge braided lines are used at the front along with Yoshimura brake pads. The front also features a Brembo lever and master cylinder – the lever adjustable by a handy twist-knob on the left handlebar.

PTR develops the adjustable rear sets while a standard back brake lever is used, although the team develops a shift lever specifically for Herfoss’ riding requirements.

Yoshimura also provides the magnesium engine case covers.

AFAM Sprockets and RK Chains are used for the drive system, while Racers Edge provides the bodywork that’s painted by Original Finish Motorcycle Spray Painting. Excel Signs do the decal work.

For additional grip on the tank, Tech Spec tank grips are fitted onto the tank.

Capping off the external products is a Vortex fuel cap.

The end result is the most complete bike on the Australian Supersport starting grid, delivering Suzuki’s first title in 13 attempts of trying.

Team Suzuki title with Herfoss ended up being their first in 13 years of trying. Image: TBG SPort/Andrew Gosling.

Troy’s Take

As a rider who was largely recognised as one of the world’s best in Supermoto, Troy Herfoss’ transition to road racing in Australian Supersport has been nothing short of amazing from his debut all the way up until his championship win.

With the powerhouse Team Suzuki effort behind him, Herfoss has learned the ropes incredibly quickly, working with Phil Tainton and making the most of his factory GSX-R600.

Herfoss may have had a lot go his way in a seamless switch to the black top, but whatever you do, don’t underestimate the talent of one Australia’s brightest rising stars.

Troy, what do you believe helped you to the title this season aboard the Team Suzuki GSX-R600?

The strong point of the bike is that it’s got a really strong top-end so at tracks like Phillip Island and Hidden Valley with long straights I was able to stay in the slipstream and pass guys at the end of the straight. It’s just so good all-round.

This year we had it turning a little better mid-corner where last year that was where I struggled, so we fixed that and I was able to get the bike in and carry the corner speed out. I was able to carry a tight line and hold it on the exit, which felt like I could get off the turn better higher in the rpm. They were the two main advantages that we had.

What do you feel like the bike suits better, the open tracks like Phillip Island or the tighter circuits such as Symmons Plains?

I don’t think there were any tracks I was stronger at in comparison to others, although at Queensland I was really strong across the bumps. Phillip Island was my strongest track as far as speed goes, so that’s probably my best track and it suits the bike a lot. In saying that though, I felt really good at Darwin and in Tasmania too. I wasn’t quite as strong at those tracks in my outright lap times, but the end result was still really good. The bike seems to work everywhere to be honest.

You came from a career in Supermoto straight into the factory Suzuki team, so at this point how much has the bike been molded around you? Or, was it good to go from the start after Waters rode it for two seasons before you?

Yeah, it was really good to go straight away because Phil and Josh had done a good job of setting it up. Also, last year we were on the N-Tec tyres so I think to a degree having all that grip made me a little bit lazy with the set-up, because the bike wasn’t perfect for me. I’d go out and ride it, feel some problems, but once we put the new tyre on it all the problems would be gone.

This year I’m happier with the set-up, even though the tyres didn’t have as much grip as last year. We had to set it up around the new control tyres and it’s been molded around what I need much better. It definitely feels like my own bike now, especially now I have more experience.

You have a seat pad at the rear, which Josh never did even though you’re taller, so what are the advantage of that?

It just lifts me up a little bit higher, which straightens my legs out and enables me to tuck my elbows in. Without the seat pad I couldn’t quite get my elbows tucked in down the straight. It’s nothing to do with holding me forward on the bike and I can’t feel it when I’m riding, it’s just for me to sit on down the straights. It’s just part of refining the bike so I’m 100 percent comfortable with it.

Gobert and Team Suzuki boss Phil Tainton debrief in between sessions at the Island.