After an extended wait for the newest addition to Suzuki’s GSX-R range, the 2011 model 600 supersport has proven well worth the wait in CycleOnline.com.au’s first ride at the Australian national media launch.

Held in the searing heat and humidity of Darwin’s Hidden Valley Raceway in the Northern Territory, the 2011 model GSX-R600 had a long list of expectations thanks to an impressive array of revisions implemented for the new new.

Suzuki’s former cycle of producing new models every two years was stretched to three for the GSX-R600 and GSX-R750 in light of the Global Financial Crisis, however that only means two things: 1) we waited longer to ride them, and 2) Suzuki engineers had an extra 12 months up their sleeve to make the most of development.

That is certainly the case and after a fun-filled day on track in Darwin, we’re certain the wait has been worthwhile in this case!

A proven race winner, the Suzuki GSX-R600 dominated racetracks in the 2010 Australian Supersport Championship, clinching the title with Troy Herfoss to mark Team Suzuki’s first ever national Supersport title.

The GSX-R600 features a compact 599cc, four-cylinder, liquid-cooled engine, which has various changes to significantly boost its overall performance.

Advanced technology developed in MotoGP racing is present in the GSX-R600’s engine with a refined ignition control and newly designed pistons and camshafts for improved overall acceleration.

Equipped with two performance settings, the refined Suzuki Drive Mode Selector (S-DMS) offers advanced digital engine management for instantaneous switching between engine maps to suit rider preference or riding conditions. That switch is also now located on the left hand side rather than the throttle side for easier access.

An innovative back-torque limiting clutch helps make downshifts smoother and more controlled, while the six-speed transmission features new drive ratios for improved low-to-mid rpm range acceleration performance according to Suzuki’s press materials.

All-new for 2011, you'll be impressed with the improvements made on the latest GSX-R600. Image: Keith Muir.

Power-wise, the 2011 model has a claimed output of 92.5 kilowatts versus the 92.0kW from last year, plus it has 69.6Nm of torque, which is one extra over 2010.

That doesn’t sound like much, but dyno charts provided by Suzuki indicate that the powerband is much smoother with well-improved torque in the mid-range.

The bore and stroke remains at 67mm x 42.5mm, although the compression ration has increased to 12.9 from 12.8, possibly due to the new pistons that are fitted.

The piston weight has been reduced by reduction of the skirt length and pin-boss width, the four of them reduced by 78 grams combined. The valve recess on top of the piston is now a smooth, forged structure, but the piston’s strength has been optimised and maintains durability.

To go with those revisions, the cam profiles were reviewed. The overlap of the cam profiles has been reduced from 63 degrees to 58 degrees, assisting in the extra torque without taking away from the top-end.

With the engine revving to 15,500rpm, Suzuki has used surging-prevention technology derived directly from MotoGP. This helps maintain valvetrain reliability.

Like the GSX-R750, the pentagonal-shaped ventilation holes at the top of the cast crankcase are larger, contributing to reduced weight and an improved airflow.

Another major revision similar to its larger sibling is that the engine is rotated rearward by three degrees around the driveshaft, which has played a huge part in helping engineers reduce the wheelbase length – more on that shortly!

As far as the transmission goes, every gear except for fifth in the six-speed gearbox has been newly designed with new ratios that are closer than previous models. The weight of the transmission has been reduced by 185 grams in total.

Its Engine Control Module (ECM) has been changed to an advanced transistorized ignition control circuit using MotoGP technology, with countermeasures taken against heat and less wires for a weight saving of 250 grams.

The muffler is also more compact and lighter, with a thinner exhaust pipe wall thickness that makes it 900 grams lighter when combined with the chamber. Meanwhile the muffler is a full 800 grams lighter in itself.

Team Suzuki's 2010 Australian Supersport Champion Troy Herfoss was on hand at the national launch of the new model. Image: Keith Muir.

The air cleaner shape has been revised along with a changed intake pipe. These also result in a weight reduction of 60 grams. Also, the radiator’s fan is now 180mm in diameter from 171mm for better cooling.

The full function instrument cluster features an analogue tachometer, digital LCD speedometer and LED indicators, with a stopwatch and lap timer new functionality additions.

The result of extensive wind tunnel development, the 2011 GSX-R600’s aerodynamics have been further refined for an edgy yet smooth look that highlights the bikes functionality.

It’s styling is also more compact, with the overhang of the front bodywork reduced by 55mm and the rear overhang now 35mm shorter. The bodywork was also a major piece of shaving off weight, now 35 percent lighter and featuring eight less parts, also reducing overlapping sections.

The fuel tank remains at 17 litres, albeit lower so you can tuck in easier. Its cover is also reshaped for a fresh new image. The dual headlights that are vertically stakced also work wonders for the image.

The GSX-R600’s all-new chassis has been redesigned with an emphasis on weight reduction and compactness to improve overall handling. In fact, weight reduction seems to be the aim of the game no matter where you glance on the new supersport from Suzuki.

With a newly designed, lightweight twin-spar aluminium frame, made from just five cast sections, and revolutionary inverted 41mm Showa Big Piston Front-forks (BPF), the GSX-R600 is designed to offer supreme handling at racetrack speeds.

The new BPF forks are 860 grams lighter than the old forks used, similar to what you’ll find mounted on the GSX-R1000. The BPF design is for improved damping at slow speeds at the start of compression.

The frame’s material thickness has been carefully optimised, the thinnest section narrowed from 3.5mm to 3.0mm, and this results in a frame that’s 1.35 kilograms lighter than previous models.

The seat rail is narrower for improved ergos, and the wheelbase is actually 15mm shorter due to the frame’s layout despite the swingarm remaining the same length as in 2010.

Weight saving has been huge on the 2011 Suzuki GSX-R600, hitting the scales nine kilograms lighter than last year's version. Image: Keith Muir.

Even though the swingarm is still the same length, it is actually 900 grams lighter due to a reviewed design. The cushion lever is now pressed aluminium instead of forged, while the arm structure is changed from die cast and plate to a cast for its reduced weight.

A relatively low seat height and a shorter reach to the handlebars due to the 15mm shorter wheelbase creates a seating position carefully designed to work well both for racetrack and street riding.

The handlebars are closer to the rider’s hip point in the riding position, placed relatively low. The handlebars are also positioned at a one-degree wider angle to coincide with a revised tank shape. As with all GSX-R sportsbikes, the footpegs are three-way adjustable and 53 grams lighter than previously.

Suzuki has left no stone unturned in the search of weight reduction, including lightweight wheel sets. The front axle shaft diamater has been reduced from 25mm to 22mm and is 46 grams lighter, while the hub and bearing sizes of the front wheel have been reduced in accordance (210 grams lighter).

A similar modification has been carried out in the rear, with the axle diamater reduced from 28mm to 25mm, and the hub and bearing sizes have also been reduced to save a total of 190 grams. This is all done in a bid to reduce unsprung weight.

Delivering advanced stopping power, the GSX-R600’s braking system now uses dual radial-mounted, four-piston Brembo Monobloc calipers and 310mm dual floating discs, and a single piston rear brake caliper with a 220mm disc.

The front brake calipers are now 405 grams lighter in total, with piston diamater sizes changed from 32-30mm to 32-32mm. The mounting bolts are also now the hollow type to reduce weight. The Nissin rear brake calliper is also 262 grams lighter and is shared with the GSX-R1000.

So considering the bike is a whopping nine kilograms lighter in total now that all the technical know-how is out of the way, you’re probably bursting to know how it goes. Well, it’s exactly as you’d expect – a phenomenal improvement!

I was a big fan of the previous GSX-R600’s handling even if it didn’t have the exact powerband that I look for in a supersport. Now, it has that added thrill-factor when you twist the throttle due to the additional power and torque, with the chassis improvements to match.

Add in the fact that the brakes are also well improved in both feel and consistency despite the heat, and you begin to understand that Suzuki has worked on the package as a whole rather than focusing on one sheer point or region of the model.

Torque and power have been marginally boosted, resulting in surprising gains on the race track. Image: Keith Muir.

That improved package on paper is mirrored on the race track – it accelerates better than ever before, pulls better at the top-end, pulls up easier for turns, steers better than before and then also holds its lines better.

Those are the simple facts, but when breaking it down, it truly is impressive to see a model that was already well proven make a significant leap forward again within a number of three years.

What the lower weight, better handling and smoother, additional power also do is reduce fatigue, wether it be on the track or in the real world. The bike works harder to run at exceptional speeds, meaning you can rest easy and take advantage of what it has to offer.

Once again Suzuki has maintained its key elements that GSX-R fans love though, from the styling to the low seat height, the torque to the deep sound of the exhaust. It’s what I’ve come to expect from the GSX-R600 and it’s only natural for those traits to remain in tact.

It has great aerodynamics too – as we are also used to with the GSX-R range – and you’ll appreciate the wind protection granted when both tucked in at speed or at cruising speeds above the bubble. Mirror positioning is also useful, another thankful trait that we’ve come to know and love on the Suzukis.

Available colours include Metallic Triton Blue/Glass Splash White; Metallic Mat Black No. 2/Pearl Mirage White; and Glass Sparkle Black – all three featuring their own strong points in individual styling.

The 2011 GSX-R600 is now available for a recommended price of $15,690, backed by Suzuki’s two-year, unlimited-kilometre warranty. As Suzuki’s representatives say, there are no gimmicks on the GSX-Rs, just results that speak for themselves.

Click here for specifications on the 2011 model Suzuki GSX-R600 or for further information on the location of your local Suzuki dealer.

If you want to see Team Suzuki’s Shawn Giles, Josh Waters, Troy Herfoss and Brodie Waters in action on the all-new GSX-Rs, check the CycleOnline.com.au film out at this following link.

Check out our Launch Test of the impressive new 2011 Suzuki GSX-R750 that we uploaded last week by clicking here.