Best bike in 600 class
06-24-2004, 11:22 PM
#22
Registered User
Join Date: Jun 2004
Location: Berkeley,Ca
Age: 57
Posts: 50
Re: Best bike in 600 class
Gixxer end of story! :YEAH
2004 Suzuki GSX-R600 - lighter, better-handling, stronger, it delivers the best power-to-weight ratio in its class. With performance features straight from our factory racing department, the newest GSX-R600 features titanium valves, inverted forks, and radial-mount brakes and master cylinder. Add to that an aggressive new aerodynamic package, a powerful new digital fuel-injection system and a state-of-the-art engine management system with even more power than before, and you've got a machine with one goal: Winning.
The all-new 2004 Suzuki GSX-R600 - Own the Racetrack.
It all starts with the engine. The '04 GSX-R600's liquid-cooled inline-four-cylinder, DOHC powerplant features four valves per cylinder, fuel injection and a precision six-speed transmission. Bore and stroke are an over-square 67.0mm x 42.5mm, producing 599.4cc of displacement. The cylinder block is integrated with the upper crankcase and the aluminum cylinder bores come plated with Suzuki's race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite Electrochemical Material (SCEM) for reduced weight and increased durability.
Many changes have been made to the newest GSX-R600 in an effort to reduce mechanical losses and increase power to the rear wheel. The crankshaft itself has smaller main journals - 30mm instead of 32mm - and carries lighter chrome-moly-steel connecting rods. The new rods are shorter, lighter by 10 grams, shot-peened for strength and allow for a more compact cylinder block. All-new forged pistons have shorter skirts and the skirt wall is slightly thinner. These changes make each piston 18 grams lighter. As before, the wrist pin utilizes a tapered bore for even more weight reduction.
The upper compression ring and oil-control ring are now finished with a chrome-nitride plating utilizing a Physical Vapor Deposition (PVD) system. Charged vaporized chrome-nitride is electro-deposited on the ring faces, which carry an opposite charge. The chrome-nitride coating is harder and smoother than conventional chrome plating for reduced friction and a more consistent finish. New ventilation holes between each cylinder have been added, reducing internal crankcase pressure at high rpm and increasing torque. When combined with the shorter cylinder block, this results in an integrated upper crankcase that's lighter by 500 grams.
The all-new cylinder head for the GSX-R600 features a more compact combustion chamber with a higher compression ratio, narrower valve angle and straighter intake port. Intake ports are now 10 degrees (13 degrees previously) from the cylinder centerline, while exhaust ports are 12 degrees (15 degrees previously) reducing included valve angle from 28 to 22 degrees. The steeper valve angle results in a smaller combustion chamber volume, in turn increasing compression ratio from 12.2:1 to 12.5:1.
The GSX-R600 also receives a new lightweight flat-top piston for more complete and efficient combustion.
Straighter and steeper downdraft angle (49 degrees from the cylinder head gasket surface) is another benefit of the narrow valve angle. These straighter, steeper intake ports reduce intake flow resistance, improve cylinder charging and combustion efficiency as well as allowing the cylinder block to be 8mm shorter front to rear and 80 grams lighter. The cylinder head bolts are shorter and lighter by 3.5 grams each, while exhaust ports are larger (32mm as opposed to 30mm) to reduce exhaust-flow resistance.
"normal">Lightweight titanium valves previously only seen only on factory race bikes are at home in the new GSX-R600 powerplant. Each 27.2mm intake valve weighs in at 5.6 grams lighter than traditional valves for a combined weight savings of 44.8 grams. Exhaust valves measure 22.0mm each and are 4.4 grams less than previous valves for a combined weight loss of 35.2 grams. These titanium valves are operated by smaller and lighter bucket tappets, and give the steel-alloy springs 10 percent lighter spring rate. The result is a 1350rpm increase in maximum engine speed. Valve spring retainers are aluminum.
Valves are opened by hollow camshafts with thinner walls and inner diameters of 16.5mm. The intake camshaft is 45 grams lighter and the exhaust camshaft is 35 grams lighter. New internal passageways carry oil to the automatic, hydraulic cam chain tensioner, saving an additional 50 grams. The radiator is 40mm narrower, 2mm thinner but 10mm taller, resulting in the same cooling capacity with a weight savings of 30 grams. The electric fan features a new one-piece design that saves 106 grams. The oil-to-coolant oil cooler is thicker, with eight layers instead of six for increased oil cooling capacity.
Like other GSX-R models, the '04 GSX-R600 uses the innovative Suzuki Dual Throttle Valve (SDTV) digital fuel-injection system. The new GSX-R600's double-barrel throttle bodies are 370 grams lighter than the previous bank of four individual throttle bodies and use lighter-weight fuel delivery pipes. Each throttle body is now larger on the intake side (growing from 41mm to 46mm) and tapers down to an unchanged 38mm at the cylinder head. Fuel injectors are positioned at a steep 60- degree angle and now have multi-hole tips for better fuel atomization and increased combustion efficiency.
The center-to-center spacing between each throttle body has been reduced to 75mm, making the assembly more compact and creating a narrower air box and fuel tank at the rider's knees. Also new for the GSX-R600 is an Auto Fast Idle System, which improves cold starts by monitoring coolant temperature and automatically adjusting idle quality.
Controlling the advanced fuel-injection system is a smaller and lighter ECM with a more powerful 32-bit CPU and increased ROM from 98 kilobytes to 256 kilobytes. The crankshaft position sensor is also improved with a 22-pole (as opposed to eight-) trigger for a more precise fuel-injection volume calculation.
A four-two-one stainless-steel exhaust system features a larger titanium core muffler with an aluminum sleeve with slash-cut tip. The titanium/aluminum muffler combo is about 700 grams lighter than a steel-core muffler and 300 grams lighter than an all-titanium set-up. The GSX-R600 uses Suzuki's reed-valve-controlled Pulsed-AIR (PAIR) injection system with larger PAIR passageways (8mm from 6.7 mm), which increase the volume of fresh air reaching the exhaust ports.
Anchoring the GSX-R600 is an all-new black-painted twin-spar aluminum-alloy frame and swingarm. The combo features a 54.7-inch (1390mm) wheelbase, 23.6 degrees of rake and 93.1 mm (3.66 inches) of trail. Each frame spar is made from an extrusion divided into two internal sections by a single internal rib. This new type of spar is slightly taller and thinner than the previous GSX-R600 frame spars and allows Suzuki engineers to adjust vertical and horizontal rigidity, which provides better feel under hard braking and cornering. The new frame is 15mm narrower at its widest point and 5mm narrower at the swingarm pivot.
The new frame also incorporates a revised rear subframe that bolts directly to the main frame for improved durability. Other refinements for the GSX-R600 include a more compact fuel tank and repositioned footpegs for increased rider mobility and banking angle. The seat-to-handlebar measurement was reduced and seat height was lowered by 5 millimeters.
The 43mm inverted Showa cartridge forks offer adjustable spring preload, and rebound and compression damping settings. A matching Showa three-way-adjustable, piggyback-reservoir shock with larger diameter is fitted at the rear. The black-painted aluminum-alloy, externally braced swingarm comprises extruded main arms, an extruded pivot tube, a stamped deck integrated with a cast cross brace, and cast axle carriers. The GSX-R600 rolls on 3.50 x 17-inch front and 5.50 x 17-rear wheels with radial tires.
Brakes for the new GSX-R600 are heavily upgraded for '04. All-new race-proven, radial-mount, four-piston Tokico calipers are mated to a Tokico radial piston master cylinder for improved lever feel and performance. Two 300mm floating discs complete the race-ready front brake package. The rear disc measures 220mm and works with a dual-opposed-piston caliper mounted directly to the swingarm, eliminating the conventional torque link rod.
Distinctive bodywork is as aggressive as ever and incorporates improved aerodynamics and a more effective ram-air system. Thanks to the slim frame and sleek bodywork, the overall package is now even narrower than before. All-new vertically stacked headlights allow ram-air intakes to be positioned 10mm closer to the centerline where air pressure is highest. This significantly increases airbox pressure for improved cylinder charging and engine performance.
The upper headlight is a multi-reflector unit housing a 60/55-watt H4 halogen bulb positioned above a 55-watt H7 projector low beam. Taillight treatment is a compact, maintenance-free LED set-up that complements the redesigned tail section and smaller turn signals.
The instrument cluster features a black-faced analog tachometer powered by a stepping motor, an LCD digital speedometer with a combined odometer/tripmeter, and clock display. LED turn signal, high-beam, neutral, fuel-level warning, FI warning, coolant temperature warning and oil pressure warning indicators are also used. Lastly, a programmable built-in rpm indicator light can be used as a shift light, triggering at a pre-selected engine speed.
:YEAH
2004 Suzuki GSX-R600 - lighter, better-handling, stronger, it delivers the best power-to-weight ratio in its class. With performance features straight from our factory racing department, the newest GSX-R600 features titanium valves, inverted forks, and radial-mount brakes and master cylinder. Add to that an aggressive new aerodynamic package, a powerful new digital fuel-injection system and a state-of-the-art engine management system with even more power than before, and you've got a machine with one goal: Winning.
The all-new 2004 Suzuki GSX-R600 - Own the Racetrack.
It all starts with the engine. The '04 GSX-R600's liquid-cooled inline-four-cylinder, DOHC powerplant features four valves per cylinder, fuel injection and a precision six-speed transmission. Bore and stroke are an over-square 67.0mm x 42.5mm, producing 599.4cc of displacement. The cylinder block is integrated with the upper crankcase and the aluminum cylinder bores come plated with Suzuki's race-proven nickel-phosphorus-silicon-carbide coating, called Suzuki Composite Electrochemical Material (SCEM) for reduced weight and increased durability.
Many changes have been made to the newest GSX-R600 in an effort to reduce mechanical losses and increase power to the rear wheel. The crankshaft itself has smaller main journals - 30mm instead of 32mm - and carries lighter chrome-moly-steel connecting rods. The new rods are shorter, lighter by 10 grams, shot-peened for strength and allow for a more compact cylinder block. All-new forged pistons have shorter skirts and the skirt wall is slightly thinner. These changes make each piston 18 grams lighter. As before, the wrist pin utilizes a tapered bore for even more weight reduction.
The upper compression ring and oil-control ring are now finished with a chrome-nitride plating utilizing a Physical Vapor Deposition (PVD) system. Charged vaporized chrome-nitride is electro-deposited on the ring faces, which carry an opposite charge. The chrome-nitride coating is harder and smoother than conventional chrome plating for reduced friction and a more consistent finish. New ventilation holes between each cylinder have been added, reducing internal crankcase pressure at high rpm and increasing torque. When combined with the shorter cylinder block, this results in an integrated upper crankcase that's lighter by 500 grams.
The all-new cylinder head for the GSX-R600 features a more compact combustion chamber with a higher compression ratio, narrower valve angle and straighter intake port. Intake ports are now 10 degrees (13 degrees previously) from the cylinder centerline, while exhaust ports are 12 degrees (15 degrees previously) reducing included valve angle from 28 to 22 degrees. The steeper valve angle results in a smaller combustion chamber volume, in turn increasing compression ratio from 12.2:1 to 12.5:1.
The GSX-R600 also receives a new lightweight flat-top piston for more complete and efficient combustion.
Straighter and steeper downdraft angle (49 degrees from the cylinder head gasket surface) is another benefit of the narrow valve angle. These straighter, steeper intake ports reduce intake flow resistance, improve cylinder charging and combustion efficiency as well as allowing the cylinder block to be 8mm shorter front to rear and 80 grams lighter. The cylinder head bolts are shorter and lighter by 3.5 grams each, while exhaust ports are larger (32mm as opposed to 30mm) to reduce exhaust-flow resistance.
"normal">Lightweight titanium valves previously only seen only on factory race bikes are at home in the new GSX-R600 powerplant. Each 27.2mm intake valve weighs in at 5.6 grams lighter than traditional valves for a combined weight savings of 44.8 grams. Exhaust valves measure 22.0mm each and are 4.4 grams less than previous valves for a combined weight loss of 35.2 grams. These titanium valves are operated by smaller and lighter bucket tappets, and give the steel-alloy springs 10 percent lighter spring rate. The result is a 1350rpm increase in maximum engine speed. Valve spring retainers are aluminum.
Valves are opened by hollow camshafts with thinner walls and inner diameters of 16.5mm. The intake camshaft is 45 grams lighter and the exhaust camshaft is 35 grams lighter. New internal passageways carry oil to the automatic, hydraulic cam chain tensioner, saving an additional 50 grams. The radiator is 40mm narrower, 2mm thinner but 10mm taller, resulting in the same cooling capacity with a weight savings of 30 grams. The electric fan features a new one-piece design that saves 106 grams. The oil-to-coolant oil cooler is thicker, with eight layers instead of six for increased oil cooling capacity.
Like other GSX-R models, the '04 GSX-R600 uses the innovative Suzuki Dual Throttle Valve (SDTV) digital fuel-injection system. The new GSX-R600's double-barrel throttle bodies are 370 grams lighter than the previous bank of four individual throttle bodies and use lighter-weight fuel delivery pipes. Each throttle body is now larger on the intake side (growing from 41mm to 46mm) and tapers down to an unchanged 38mm at the cylinder head. Fuel injectors are positioned at a steep 60- degree angle and now have multi-hole tips for better fuel atomization and increased combustion efficiency.
The center-to-center spacing between each throttle body has been reduced to 75mm, making the assembly more compact and creating a narrower air box and fuel tank at the rider's knees. Also new for the GSX-R600 is an Auto Fast Idle System, which improves cold starts by monitoring coolant temperature and automatically adjusting idle quality.
Controlling the advanced fuel-injection system is a smaller and lighter ECM with a more powerful 32-bit CPU and increased ROM from 98 kilobytes to 256 kilobytes. The crankshaft position sensor is also improved with a 22-pole (as opposed to eight-) trigger for a more precise fuel-injection volume calculation.
A four-two-one stainless-steel exhaust system features a larger titanium core muffler with an aluminum sleeve with slash-cut tip. The titanium/aluminum muffler combo is about 700 grams lighter than a steel-core muffler and 300 grams lighter than an all-titanium set-up. The GSX-R600 uses Suzuki's reed-valve-controlled Pulsed-AIR (PAIR) injection system with larger PAIR passageways (8mm from 6.7 mm), which increase the volume of fresh air reaching the exhaust ports.
Anchoring the GSX-R600 is an all-new black-painted twin-spar aluminum-alloy frame and swingarm. The combo features a 54.7-inch (1390mm) wheelbase, 23.6 degrees of rake and 93.1 mm (3.66 inches) of trail. Each frame spar is made from an extrusion divided into two internal sections by a single internal rib. This new type of spar is slightly taller and thinner than the previous GSX-R600 frame spars and allows Suzuki engineers to adjust vertical and horizontal rigidity, which provides better feel under hard braking and cornering. The new frame is 15mm narrower at its widest point and 5mm narrower at the swingarm pivot.
The new frame also incorporates a revised rear subframe that bolts directly to the main frame for improved durability. Other refinements for the GSX-R600 include a more compact fuel tank and repositioned footpegs for increased rider mobility and banking angle. The seat-to-handlebar measurement was reduced and seat height was lowered by 5 millimeters.
The 43mm inverted Showa cartridge forks offer adjustable spring preload, and rebound and compression damping settings. A matching Showa three-way-adjustable, piggyback-reservoir shock with larger diameter is fitted at the rear. The black-painted aluminum-alloy, externally braced swingarm comprises extruded main arms, an extruded pivot tube, a stamped deck integrated with a cast cross brace, and cast axle carriers. The GSX-R600 rolls on 3.50 x 17-inch front and 5.50 x 17-rear wheels with radial tires.
Brakes for the new GSX-R600 are heavily upgraded for '04. All-new race-proven, radial-mount, four-piston Tokico calipers are mated to a Tokico radial piston master cylinder for improved lever feel and performance. Two 300mm floating discs complete the race-ready front brake package. The rear disc measures 220mm and works with a dual-opposed-piston caliper mounted directly to the swingarm, eliminating the conventional torque link rod.
Distinctive bodywork is as aggressive as ever and incorporates improved aerodynamics and a more effective ram-air system. Thanks to the slim frame and sleek bodywork, the overall package is now even narrower than before. All-new vertically stacked headlights allow ram-air intakes to be positioned 10mm closer to the centerline where air pressure is highest. This significantly increases airbox pressure for improved cylinder charging and engine performance.
The upper headlight is a multi-reflector unit housing a 60/55-watt H4 halogen bulb positioned above a 55-watt H7 projector low beam. Taillight treatment is a compact, maintenance-free LED set-up that complements the redesigned tail section and smaller turn signals.
The instrument cluster features a black-faced analog tachometer powered by a stepping motor, an LCD digital speedometer with a combined odometer/tripmeter, and clock display. LED turn signal, high-beam, neutral, fuel-level warning, FI warning, coolant temperature warning and oil pressure warning indicators are also used. Lastly, a programmable built-in rpm indicator light can be used as a shift light, triggering at a pre-selected engine speed.
:YEAH
06-25-2004, 05:41 AM
#24
Registered User
Join Date: Dec 2002
Location: Mesa, Az
Age: 42
Posts: 2,126
Re: Best bike in 600 class
I like the Gixxers myself. Honda's are good stunt bikes, but I can't sit on that damn 2x4 for a seat for more than ten minutes on the freeway. Yamaha's get headshake like hookers get aids. And Kawasaki....well now, pretty bikes, but I wouldn't want one.
I rode every 600 before settling on the Gixxer. It was the most comfortable, and I just seemed to handle it better.
I rode every 600 before settling on the Gixxer. It was the most comfortable, and I just seemed to handle it better.
06-25-2004, 12:01 PM
#25
Registered User
Join Date: Feb 2004
Location: DAYTON,OHIO
Age: 50
Posts: 82
Re: Best bike in 600 class
evel knievel???? what the f*** are you writeing a book or what no one wants to read all that......do you look for theads about gsxr so you can write your book............just say i like gsxr like a good little boy.......but honda is the best all around bike......honda rider-4-life have a nice day bro
06-25-2004, 02:28 PM
#27
Registered User
Thread Starter
Join Date: Apr 2004
Location: Las Vegas, Nevada
Age: 42
Posts: 26
Re: Best bike in 600 class
I agree with tevans......If the GSXR600 is the best bike then why is the RR DOMINATING the 600 class "on the track". I agree that the seat is uncomfortable, and the bike is shitty for stunting but I'm just sure about the GXSR being better.....they might be close to comparable but I would definitly not say the GXSR is better.....But just like I said...I am bias to Hondas and that's why I'm not sure, I just know what I have been told, not just by Honda riders but others as well. 
Who gives a **** as long as your on two wheels 
Who gives a **** as long as your on two wheels 
06-27-2004, 06:24 AM
#30
Registered User
Join Date: Oct 2003
Location: ALBANY,GA
Age: 53
Posts: 14
Re: Best bike in 600 class
Originally Posted by LVARCHRACER
I agree with tevans......If the GSXR600 is the best bike then why is the RR DOMINATING the 600 class "on the track". I agree that the seat is uncomfortable, and the bike is shitty for stunting but I'm just sure about the GXSR being better.....they might be close to comparable but I would definitly not say the GXSR is better.....But just like I said...I am bias to Hondas and that's why I'm not sure, I just know what I have been told, not just by Honda riders but others as well. Who gives a **** as long as your on two wheels
Who gives a **** as long as your on two wheels 
06-30-2004, 11:18 PM
#33
Registered User
Join Date: Oct 2003
Location: torrance,ca
Posts: 105
Re: Best bike in 600 class
Originally Posted by LVARCHRACER
I agree with tevans......If the GSXR600 is the best bike then why is the RR DOMINATING the 600 class "on the track".
Not exactly.
But I will agree that you can't go wrong with any of the 600's today. They are all good. It comes down to personal preference for street application. The track is a different story.
The facts are that Honda pulled out of AMA SuperSport racing and entered the Formula Extreme class. Duhumals CBR600RR is not even close to what any of us can get. It is basically a 600CC superbike. Each one of these bikes has over $60,000 in them. They are the only factory team in the FX class. Why? Because they new that they would get dominated in the SS class by Yamaha, Suzuki and Kawasaki.
You see Honda is extremely good at marketing as well as being famous for making “platform” bikes. Then HRC takes them and throws mad money at them to get them to perform at a level that a GSXR or an R6 does for half the cost.
Do yourself a favor and see how many AMA privateers, Formula USA, WERA National, or any club racers are racing CBR600RR’s and get back to us with your findings.
Here is a sample of what you will find with every single racing organization in the USA. First Honda in 25th place.
1 Tommy Hayden
Kawasaki ZX-6RR
2 Roger Lee Hayden
Kawasaki ZX-6RR
3 Jason Disalvo
Yamaha YZF-R6
4 Jamie A Hacking
Yamaha YZF-R6
5 Aaron Gobert
Yamaha YZF-R6
6 Ben Spies
Suzuki GSX-R600
7 Steve Rapp
Suzuki GSX-R600
8 Aaron W Yates
Suzuki GSX-R600
9 Michael F Barnes
Yamaha YZF-R6
10 Jason Perez
Yamaha YZF-R6
11 Chris Peris
Suzuki GSX-R600
12 Nicky Moore
Suzuki GSX-R600
13 Danny C Eslick
Suzuki GSX-R600
14 Darren Luck
Suzuki GSX-R600
15 Blake R Young
Suzuki GSX-R600
16 Jason J Farrell
Kawasaki ZX-6RR
17 Heath A Small
Yamaha YZF-R6
18 Giovanni Rojas
Yamaha YZF-R6
19 Shane Fletcher
Yamaha YZF-R6
20 Adam M Dolney
Yamaha YZF-R6
21 Nathan Hester
Yamaha YZF-R6
22 Pedro F Valiente
Yamaha YZF-R6
23 John Bowman
Yamaha YZF-R6
24 Darin Eli Edwards
Suzuki GSX-R600
25 Chad Klock
Honda CBR600RR
26 Daniel Doty
Yamaha YZF-R6
27 Peter A Bohlig
Honda CBR600RR
28 Christopher Flores
Honda CBR600RR
29 Jessica Zalusky
Yamaha YZF-R6
30 Montez Stewart
Yamaha YZF-R6
31 Ben Attard
Suzuki GSX-R600
32 Tim L Mitchell
Yamaha YZF-R6
33 James L Davis
Yamaha YZF-R6
34 Tony Meiring
Kawasaki ZX-6RR
35 Ryan L Andrews
Triumph Daytona 600
36 Matt Prentice
Yamaha YZF-R6
07-01-2004, 05:30 PM
#34
Registered User
Join Date: Dec 2003
Location: H.B.
Posts: 358
Re: Best bike in 600 class
Originally Posted by aNskY
im pretty sure he just copy/pasted that from the writer for the suzuki website 
, hell yeah he did, I would go with the gixxer though, its a good bike, has some size to it,
07-01-2004, 06:04 PM
#35
I Chose to No Longer Post
Join Date: Nov 2003
Location: people get shot here
Age: 37
Posts: 3,284
Re: Best bike in 600 class
When you're looking at TRUE 600cc bikes, as in 599 and not 636 (you may be excluded if you ever want to race if you own a 636 keep that in mind) and replacing the 636 with the 6RR the GSXR has the best power to weight, has the best comfort / race ready ratio, and the new black and orange is just hot.
07-01-2004, 11:32 PM
#36
Registered User
Join Date: Feb 2004
Location: DAYTON,OHIO
Age: 50
Posts: 82
Re: Best bike in 600 class
G97???????????take it easy on the guy , he obviously does not have a 100%grasp on what hes talking about.......................but why wouldn't honda race in fx (and WIN it hands down) their engineers are the best in the business and honda is not afraid to spend the money, unlike kawasaki, yamaha and suzuki. For example, kawasaki and yamaha would not spend the money to race in superbike and none of them would spend the money to race in fx. Scared I guess. Fx is the premier 600 class because it shows what can be done with a 600, if the other brands don't want to race in fx then obviously they can't engineer a bike as good as the honda................getting back to the thread...the honda 600RR is the most solid all around bike in the class. Hondas will always be the most solid and reliable bikes made...have a nice day bro!!!
07-02-2004, 07:16 AM
#37
Registered User
Join Date: Oct 2003
Location: ALBANY,GA
Age: 53
Posts: 14
Re: Best bike in 600 class
Tevans then why is it that the winning Honda times in FX are slower than the winning Kawaski and Yamaha times in Supersport? FHL if that's true I wonder what was wrong with the GSXR I repeatedly beat in 2nd gear rollons a few weeks ago.
07-02-2004, 11:50 AM
#40
I Chose to No Longer Post
Join Date: Nov 2003
Location: people get shot here
Age: 37
Posts: 3,284
Re: Best bike in 600 class
Originally Posted by FHL
He was probably heavier than you. The GSXR has the best power to weight.
Sport rider did a 1/4 mile test and the GSXR came out .13 seconds faster. It was the fastest by .03 seconds beides the 636 which ran .20 seconds faster.The ZX-6R is probably a better track bike because of how the engine is built.
