Suzuki GSR 600 2008 — Specifications

Remember 2006, when Hamamatsu finally decided to beef up its naked lineup. The Bandit was quietly doing its job, but the Honda Hornet and Yamaha FZ6 were already dancing on a different playground. That's why the suzuki gsr 600 arrived that year with a clear mission, to bang its fist on the table in the middle-displacement sport roadster segment. Two years later, the 2008 vintage refines the recipe without overhauling it, before the suzuki gsr 600 2009 gave way to the 750 version.

Under the 17-litre tank sits the inline four-cylinder inherited from the 2005 GSX-R 600, remapped to gain smoothness at low revs. The figures from the suzuki gsr 600 fiche technique speak for themselves, 98 horsepower at 12,000 rpm, 64.7 Nm at 9,600 rpm, 208 kg fully fuelled on the scales. The engine breathes high, with a short 67 mm bore for a 42.5 mm stroke and a compression ratio of 12.5 to 1, a typical supersport configuration. Top speed is claimed at 225 km/h, enough to leave a Bandit in the mirrors without breaking a sweat.

The aluminium perimeter frame, mounted on a 43 mm fork and a rear monoshock, takes punishment without flinching. Stable, almost too much so, the Suz lacks a touch of agility compared to the Hornet or the FZ6, which tip in more willingly at corner entry. In exchange, the seating position has genuinely been designed for long-distance riding, which is a change from the dry suspension we put up with on the suzuki gsr 600 2006 and the suzuki gsr 600 2007. One flaw persists nevertheless, that hiccup when rolling back on the throttle that nobody corrected in three years, the result of a lazy injection mapping. The twin 310 mm front discs bite cleanly but demand finesse, better to anticipate your braking in town.

On the price side, the suzuki gsr 600 prix neuf was listed at 6,499 euros in the catalogue, a sticker aligned with its direct competition. Today, the suzuki gsr 600 occasion slot swings between 2,500 and 4,000 euros depending on mileage, with a slight edge for the 2008 vintage which benefits from a few cosmetic tweaks. Its modest 785 mm seat height makes it accessible to shorter riders, and the restricted 34-horsepower version made it a credible suzuki gsr 600 a2 even before the current regulations bore that name. The moto suzuki gsr 600 therefore remains a serious entry point for anyone wanting a real character-filled four-cylinder without breaking the bank, while keeping a margin for progression towards the track.

The accessoire suzuki gsr 600 market is still going, and all the better for those who like to personalise their machine. Sabot moteur suzuki gsr 600 to dress up the bottom of the crankcase, saute vent suzuki gsr 600 to gain a few km/h of motorway comfort, selle suzuki gsr 600 confort for long stages, kit deco suzuki gsr 600 and stickers suzuki gsr 600 to make it stand out, everything can be found without difficulty. On the maintenance side, the batterie moto suzuki gsr 600 remains a common consumable, count on around fifty euros for a batterie suzuki gsr 600 equivalent to the original. The pieces detachees suzuki gsr 600 still circulate well, including cosmetic parts like the famous platine gauche suzuki gsr 600 that sometimes needs replacing after a slide. An urban tourer that ages with dignity, and which frankly deserves a look when the heart skips a beat.