2004 Suzukis

The new GSX-R750 takes cues from its big brother the GSX-R1000; it receives many of the updates that the big bike received in 2003. The GSX-R750 has been put on a diet and loses 5.7 pounds from its claimed dry weight.

The motor is significantly changed for 2004, with a new and more compact combustion chamber, lighter reshaped pistons, and a higher compression ratio, up from 12:1 to 12.3:1. The valves are not only reshaped, they are now made out of titanium to help the bike rev more. The hollow camshafts have thinner walls, which are significantly lighter to help reduce mechanical and frictional losses.

The fuel-injection system is all-new and features twin double-barreled throttle bodies instead of having four-individually linked units. This helps to save weight while also simplifying the linkages between the units. To further improve the motors efficiency the bike features a lighter more powerful 32-bit CPU.

The bike also features a new frame that is painted black for styling, and features the same 23.6-degrees of rake as its predecessor, but has three-more millimeters of trail, up to 96 from 93mm. Another significant upgrade is that the 750 like the 1000 before it, has new Tokico four-piston radial-mount calipers with 300mm discs and a radial piston master cylinder.

The GSX-R750 has been completely restyled and features new stacked headlights (like the 1000), which allows the upper fairing to be narrower, more aerodynamic, and also allows the Ram-Air ducts to be moved closer to the centerline for better efficiency.

Despite all of the significant upgrades to the bike the new GSX-R750 will only see a $50 price increase for 2004 at $9499 MSRP.

GSX-R600

Like the 750, the GSX-R600 is completely new for 2004. The bike has been redesigned to be lighter and more powerful, dropping 4.1 pounds to weigh in at a claimed 354.9 pounds.

The motor has been extensively changed for 2004. The crankshaft has smaller journals, and carries lighter, shorter, shot-peened, chromemoly connecting rods.

The cylinder head is much more compact than the previous bike's, with the included-valve angle reduced from 28 to 22 degrees, resulting in a more compact combustion chamber. The intake ports are much straighter, adding to a much more efficient design. The brand new forged pistons are much lighter and feature shorter, thinner skirts, and flat tops. The compression ratio has been increased from 12.2:1 to 12.5:1. The valve train includes titanium valves - which are much lighter - combined with the new lighter hollow camshafts and smaller lighter bucket tappets. It all adds up to a motor that can rev 1350 rpm higher than the old mill.

The fuel-injection system like on the 750, features new twin throttle bodies, with two barrels each reducing weight and simplifying the linkages significantly. The CPU has been upgraded to a new lighter 32-bit processor, to more efficiently process the injection and ignition information.

The exhaust system features new four-into-two-into-one headers and runs into a canister with an all titanium inner core and an aluminum outer sleeve.

The chassis is all-new as well, and features a black twin-spar frame, a new externally-braced swingarm, and a redesigned subframe. The rake angle has been changed to a steeper 23.6 degrees, while trail has been reduced from 96 to 93.1mm. Just like the bigger GSX-Rs, the 600 receives new radial-mount Tokiko calipers with 300mm discs up front and a new radial-piston master cylinder.

The GSX-R600 will retail for exactly the same price as it did last year at $7,999.

DL650 V-Strom

The middleweight V-Strom has all of the versatility of its big brother the DL1000, but in a lighter, more nimble 650cc-powered package.

The motor in the DL650 is a DOHC 90-degree, 650cc liquid-cooled V-twin borrowed from the SV650. Bore and stroke measures an oversquare 81 x 62.6mm. The DL650 features Suzuki's Dual Throttle Valve (SDTV) fuel-injection system, combined with a 16-bit CPU for accurate injection and ignition.

The DL650 is tuned for low to mid-range performance. It has short-duration camshaft timing, and increased crankshaft inertia all in an effort to put the power where it is most usable.

The frame is a twin-spar aluminum design with 26.5-degrees of rake and 110mm of trail and a 1540mm wheelbase for plenty of stability. The rear shock is preload and rebound adjustable, while the 43mm forks have provisions for preload only. Three-spoke cast-alloy wheels, twin 310mm discs with twin-piston calipers, a 260mm disc with single-piston caliper out back are other chassis highlights. The upper fairing is designed to offer plenty of wind protection with its adjustable windscreen. The 5.8-gallon fuel tank should offer a lot of range for those long rides. The baby DL will retail for $6599.