2004 gsxr 600 cruise control

• Suzuki Manuals
• 2004 GSX-R600
• Service manual

Suzuki 2004 GSX-R600 Service Manual

• page of 467 Go / 467

Table of Contents

Troubleshooting.

• Group Index
• How to Use this Manual
• Abbreviations Used in this Manual
• General Information
• General Precautions
• Vehicle View
• Serial Number Location
• Fuel, Oil and Engine Coolant Recommendations
• Brake Fluid
• Break-In Procedures
• Cylinder Identification
• Information Labels
• Specifications
• Periodic Maintenance
• Lubrication Points
• Maintenance and Tune-Up Procedures
• Air Cleaner
• Carbon Deposits
• Spark Plug Gap
• Electrode's Condition
• Spark Plug and Ignition Coil/Plug Cap Installation
• Valve Clearance
• Valve Clearance Adjustment
• Tappet Shim Selection Table
• Engine Oil and Oil Filter
• Engine Oil Replacement
• Oil Filter Replacement
• Necessary Amount of Engine Oil
• Engine Idle Speed
• Throttle Valve Synchronization
• Evaporative Emission Control System
• Pair (Air Supply) System
• Throttle Cable Play
• Cooling System
• Engine Coolant Change
• Air Bleeding the Cooling Circuit
• Radiator Hoses
• Drive Chain
• Brake Inspection
• Brake Fluid Level Check
• Brake Pedal Height
• Brake Light Switch
• Air Bleeding from Brake Fluid Circuit
• Tire Tread Condition
• Tire Pressure
• Rear Suspension
• Exhaust Pipe Bolt and Muffler Bolt and Nut
• Chassis Bolts and Nuts
• Compression Pressure Check
• Compression Test Procedure
• Oil Pressure Check
• Oil Pressure Test Procedure
• Engine Components Removable with Engine in Place
• Engine Removal
• Engine Installation
• Engine Disassembly
• Engine Components Inspection and Service
• Cylinder Head Cover Check
• CMP Sensor Check
• Pair Reed Valve Check
• PCV Hose Check
• Camshaft Check
• Cam Chain Tension Adjuster Check
• Cam Chain Tensioner
• Cam Chain Guide
• Cylinder Head and Valve
• Cylinder Head Distortion
• Valve Stem Runout
• Valve Head Radial Runout
• Valve Stem and Valve Face Wear Condition
• Valve Stem Deflection
• Valve Stem Wear
• Valve Guide Servicing
• Valve Seat Width Inspection
• Valve Seat Servicing
• Initial Seat Cut
• Top Narrowing Cut
• Bottom Narrowing Cut
• Final Seat Cut
• Valve Spring
• Valve and Valve Spring Reassembly
• Intake Pipe
• Clutch Drive Plates Inspection
• Water Bypass Union
• Oil Pump Inspection
• Clutch Driven Plates Inspection
• Clutch Bearing Inspection
• Clutch Sleeve Hub/Primary Driven Gear Assembly
• Starter Clutch Inspection
• Generator Inspection
• Gearshift System Inspection
• Oil Pressure Regulator Inspection
• Oil Strainer Check
• Transmission Inspection
• Transmission Parts Location
• Cylinder Check
• Piston and Piston Ring Check
• Piston Diameter
• Piston-To-Cylinder Clearance
• Piston Pin and Pin Bore
• Piston Ring-To-Groove Clearance
• Piston Ring Free End Gap and Piston Ring End Gap
• Crankcase Inspection
• Gearshift Fork and Gearshift Cam
• Gearshift Fork-To-Groove Clearance
• Gearshift Fork Groove Width
• Gearshift Fork Thickness
• Gearshift Cam Bearing and Gearshift Shaft Bearing
• Oil Jet Removal, Inspection and Cleaning
• Oil Jet Installation
• Plug Removal
• Conrod Big End Side Clearance
• Conrod Big End Bearing Inspection
• Conrod Big End Bearing Selection
• Crankshaft and Conrod
• Crankshaft Runout
• Conrod Small End ID
• Crankshaft Journal Bearing Inspection
• Crankshaft Thrust Bearing
• Crankshaft Thrust Clearance Adjustment
• Thrust Bearing Selection Table
• Engine Reassembly
• FI System Diagnosis
• Electrical Parts
• Connector/Coupler
• Ecm/Various Sensors
• Electrical Circuit Inspection
• Open Circuit Check
• Continuity Check
• Voltage Check
• Short Circuit Check (Wire Harness to Ground)
• Using the Multi-Circuit Tester
• FI System Technical Features
• Injection Time (Injection Volume)
• Compensation of Injection Time (Volume)
• Injection Stop Control
• Injection Timing
• FI System Parts Location
• FI System Wiring Diagram
• Self-Diagnosis Function
• Dealer Mode
• TPS Adjustment
• Fail-Safe Function
• FI System Troubleshooting
• Customer Complaint Analysis
• Self-Diagnostic Procedures
• Self-Diagnosis Reset Procedure
• Malfunction Code and Defective Condition
• "C11" CMP Sensor Circuit Malfunction
• "C12" CKP Sensor Circuit Malfunction
• "C13" IAP Sensor Circuit Malfunction
• "C14" TP Sensor Circuit Malfunction
• "C15" ECT Sensor Circuit Malfunction
• "C21" IAT Sensor Circuit Malfunction
• "C22" AP Sensor Circuit Malfunction
• "C23" to Sensor Circuit Malfunction
• "C28" STV Actuator Circuit Malfunction
• "C29" STP Sensor Circuit Malfunction
• "C31" GP Switch Circuit Malfunction
• "C32","C33", "C34" or "C35" Fuel Injector Circuit Malfunction
• "C41" FP Relay Circuit Malfunction
• "C42" IG Switch Circuit Malfunction
• "C49" Pair Control Solenoid Valve Circuit Malfunction
• Fuel System and Throttle Body
• Fuel Delivery System
• Fuel System
• Fuel Tank Lift-Up
• Fuel Tank Removal
• Fuel Tank Installation
• Fuel Pressure Inspection
• Fuel Pump Inspection
• Fuel Discharge Amount Inspection
• Fuel Pump Relay Inspection
• Fuel Pump and Fuel Filter Removal
• Fuel Mesh Filter Inspection and Cleaning
• Fuel Pump and Fuel Mesh Filter Installation
• Throttle Body Construction
• Air Cleaner Box Removal
• Throttle Body Removal
• Throttle Body Disassembly
• Throttle Body Cleaning
• Throttle Body Inspection
• Throttle Body Reassembly
• Throttle Body Installation
• Air Cleaner Box Installation
• STP Sensor Adjustment
• Fuel Injector Removal
• Fuel Injector Inspection
• Fuel Injector Installation
• Fast Idle Adjustment
• Throttle Position Sensor (TPS) Setting
• Exhaust System
• Precautions for Exhaust System
• Exhaust System Components
• Exhaust Pipe and Muffler Removal
• Exhaust Pipe and Muffler Installation
• Exhaust Pipe and Muffler Inspection
• Cooling and Lubrication System
• Engine Coolant
• Cooling Circuit
• Cooling Circuit Inspection
• Radiator and Water Hoses
• Radiator Removal
• Radiator Cap Inspection
• Radiator Inspection and Cleaning
• Radiator Installation
• Water Hose Inspection
• Cooling Fan Removal
• Cooling Fan Inspection
• Cooling Fan Installation
• Cooling Fan Thermo-Switch Removal
• Cooling Fan Thermo-Switch Inspection
• Cooling Fan Thermo-Switch Installation
• ECT Sensor Removal and Inspection
• ECT Sensor Installation
• Thermostat Removal
• Thermostat Inspection
• Thermostat Installation
• Water Pump Removal and Disassembly
• Water Pump Inspection
• Water Pump Reassembly and Installation
• Lubrication System
• Oil Cooler Inspection, Removal and Installation
• Engine Lubrication System Chart
• Engine Lubrication System Diagram
• Exterior Parts
• Fastener Removal and Reinstallation
• Screen Removal and Installation
• Body Cowling Cover and Lower Bracket Cover
• Right and Left under Cowlings
• Body Cowling
• Right and Left Air Intake Pipes
• Cowling Brace
• Front Seat Removal and Installation
• Rear Seat and Seat Tail Cover
• Frame Cover
• Front Wheel Construction
• Front Wheel Removal
• Front Wheel Inspection and Disassembly
• Wheel Bearing
• Reassembly and Installation
• Brake Caliper
• Front Fork Construction
• Front Fork Removal
• Front Fork Disassembly
• Front Fork Inspection
• Front Fork Reassembly
• Damper Rod Bolt
• Fork Spring
• Front Fork Cap Bolt
• Front Fork Installation
• Suspension Setting
• Spring Pre-Load Adjustment
• Damping Force Adjustment
• Steering Damper Construction
• Steering Damper Removal
• Steering Damper Inspection
• Steering Damper Installation
• Steering Construction
• Steering Removal
• Steering Inspection
• Steering Disassembly
• Steering Reassembly
• Steering Installation
• Front Fork and Steering Stem Upper Bracket
• Steering Tension Adjustment
• Handlebars Construction
• Handlebars Removal
• Handlebars Installation
• Rear Wheel Construction
• Rear Wheel Removal
• Rear Wheel Inspection and Disassembly
• Rear Wheel Reassembly and Installation
• Rear Shock Absorber Construction
• Rear Shock Absorber Removal
• Rear Shock Absorber Inspection
• Rear Shock Absorber Scrapping
• Rear Shock Absorber Installation
• Rear Suspension Construction

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Quick Links

• FI system troubleshooting 179
• Charging system troubleshooting 369
• Starter system and side-stand/ignition interlock system diagram 373
• Ignition system troubleshooting 381
• Troubleshooting 402
• Radiator (cooling system) troubleshooting 410
• Chassis troubleshooting 411
• Brakes troubleshooting 412
• Electrical troubleshooting 413
• Battery troubleshooting 415

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Summary of Contents for Suzuki 2004 GSX-R600

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2004 Suzuki GSX-R600 Review

You are here: TMW — 2004 Motorcycle Models — Suzuki — 2004 Suzuki GSX-R600 Review

2004 Suzuki GSX-R600 Back to 2004 Suzuki Motorcycle Model Review Page

Click photos to enlarge. Our big, clean bike pics make great desktop wallpaper.

2004 Suzuki GSX-R600

Ground up engineering…

The 2004 Suzuki GSX-R600 was completely redesigned from the ground up. Featuring titanium valves, 32 bit ECU, an all-new 15 mm narrower twin-spar black-coated frame, a 20mm narrower fuel tank, 100mm closer together foot pegs, new rear shock and fully adjustable inverted 43mm front forks and new 4-piston radial-mounted front brake calipers operated by a radial-piston master cylinder.

Introducing the all-new 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.

2004 Suzuki GSX-R600 Key Features

2004 Suzuki GSX-R600 – Specifications/Technical Details USA MSRP Price: $8,099 USD Canadian MSRP Price: See dealer for pricing in CDN

DIMENSIONS Overall Length: 2,075 mm (81.7 in.)

Overall Width: 715 mm (28.1 in.)

Overall Height: 1,145 mm (45.1 in.)

Seat Height: 825 mm (32.5 in.)

Ground Clearance: 128 mm (5.0 in.)

Wheelbase: 1,390 mm (54.7 in.)

Dry Weight: 161 kg (354.9 lbs.)

ENGINE Engine: 599cc,4-stroke,four-cylinder, liquid-cooled, DOHC, 16-valve

Max power: 125 bhp @13,500 rpm

Max Torque: 67.7Nm @11,500 rpm

Bore Stroke: 67.0 x 42.5mm

Compression Ratio: 12.5:1

Fuel System: Fuel Injection

Lubrication: Wet Sump Displacement 599cc Ignition Digital/Transisterized

DRIVETRAIN Transmission: 6-speed, constant mesh Final Drive: #525 chain BRAKES/WHEELS/TIRES Suspension Front: Cartridge-type, coil spring, fully adjustable spring preload, rebound and compression damping

Suspension Rear: Link-type, gas/oil damped, fully adjustable spring preload, compression and rebound damping

Brakes Front: Dual hydraulic disc

Brakes Rear: Single hydraulic disc Tires Front: 120/70-ZR-17 Tires Rear: 180/55-ZR-17

OPERATIONAL Suspension Front: Cartridge-type, coil spring, fully adjustable spring preload, compression & rebound damping Rear: Link-type, gas/oil damped, fully adjustable spring preload, compression and rebound damping Fuel Tank Capacity: 17 liter (4.5 gal.)

OTHER Colors: Black/Red, Blue/White, Yellow.

Suggested Starting Price shown does not include tax, title, or destination charge. Dealer prices may vary.

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SUZUKI GSX-R600 (2004 - 2005) Review

At a glance

Overall rating.

It was never the fastest or the most powerful in the supersports class of '04 and '05, but the Suzuki GSX-R600 was easily the most fun, especially on the track.

Boasting the lightest weight of all its contenders, the most track-focused chassis and the most evil sounding engine note, the Suzuki GSX-R600 is the 600 for dedicated hardcore riders.

• Related :  2011-2018 Suzuki GSX-R600 review

Ride quality & brakes

Such is the impeccable set-up of the Suzuki GSX-R600's chassis straight from the crate it’s very simple to jump on and go fast straight away.

The fully adjustable suspension is compliant enough to glide over B-road bumps at speed with complete composure; bit still keeps things in control when you’re hooning around the track. An extreme riding position means long distances aren’t the Suzuki GSX-R600's forte.

Although it was the only supersports tool at the time that never quite broke the magic 100bhp mark at the rear wheel, none of that mattered in the real world where the Suzuki GSX-R600 was every bit as fast as the competition.

What it lost in ultimate top-end power (which is why it never really succeeded in race guise) the Suzuki GSX-R600 gained in usable mid-range grunt (for a 600), ably assisted by its low all-up weight. 

Reliability & build quality

Mechanically Suzuki GSX-R600s can take all the abuse you can through at them, so even if they’ve had a hard life, they’re still a good buy provided they’ve been serviced and looked after properly. The paint finish on the Suzuki GSX-R600's bodywork and engine isn’t the best though and can mark/chip a little too easily.  

Value vs rivals

Even though there’s a new generation Suzuki GSX-R600 now, not to mention new a new Honda CBR600RR , Kawasaki ZX-6R , Yamaha R6 and a Triumph Daytona 675 , the old K4/K5 Suzuki GSX-R600 would run them all very close on the road and track.

They’re so close it’s the rider that’s going to make the difference; and that makes the Suzuki GSX-R600 excellent value for money.

The Suzuki GSX-R600 is a thinly veiled race bike, so all you get for your money are the bare essentials to make it as fast and handle well as possible, oh and just about legal. Aside from the Suzuki GSX-R600'shuge beam frame and rev-hungry short-stroke engine you get radially-mounted four-piston front brakes, fully-adjustable suspension and somewhere to sit.

Model history & versions

Model history.

2004: Suzuki GSX-R600 K4 launched. 2006: Suzuki GSX-R600 replaced.

Other versions

Owners' reviews for the suzuki gsx-r600 (2004 - 2005).

8 owners have reviewed their SUZUKI GSX-R600 (2004 - 2005) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your SUZUKI GSX-R600 (2004 - 2005)

Version: Yellow Beauty

Ludicrously fast for it's stated power output; a tad uncomfortable, but you don't ride one of these beasts for comfort - you ride it for sheer pleasure! I've owned two Kawasaki 636s (2006) in the past and they were mental - smoked a Murcielago in a 1/4 mile race. Yet, this GSXR 600 feels just as fast, and the torque is neck-snapping. You often read reviews where riders say their 636 is faster than a GSXR 600, but now I'm wondering whether they could be the same, and it's just down to the rider's aptitude. Your wrists shouldn't hurt because you're supposed to hold yourself using your legs and back, but the aggressive riding position is a pain in the back and shoulder (I'm 5'6"), but as I said you ride this type of missile for the thrill and not for practicality/comfort. I can barely get out of 2nd gear in London and I'm not even reaching 8000 RPMs and still hitting over 40mph - there are 4 more gears to be used! Mistakes / road errors can be forgiven by this machine (wet drain covers, cornering at high speeds) - a 1000cc would high-side, catapulting you to the moon; this 600cc sucks it up and keeps you upright as you burn tar-mac. Last but by no means least, the design is beautiful -last of the manly looking bikes before they all got curvier and smalled; and the headlight unit/design is gorgeous and unique to other GSXR years. You'll have a lot of fun.

I've not tried the new S1000RRs and Panigales, but for this bike's age and spec it's far beyond my riding ability, and I've done track days, owned GSXR 1000, and Kawasaki 636s.

Bulletproof

OEM parts and labour are as cheap/expensive as any OEM Japanese bike.

Buying experience: Private - £2500

Annual servicing cost: £130

Use it and abuse it - I have gone through pretty much every 600 of the same "era" and this one is the most pleasant, but unspectacular one of them. As always with Suzuki - you will love the engine and gearbox, however handling is way behind the Ninjas and CBRs. For some reason Suzuki decided to give the gixxer a huge seat height, which makes it awkward in the corners. Overall, the gixxer is good but not spectacular and whatever you are after ( track, city riding, comfort, etc.) you should be able to find a better equivalent 600, but if you want a bike that will do it all reasonably well - go for gixxer.

Brakes have always been Suzuki's weak point

I found the stock fuelling very top-heavy. Injection management gizmo sorted it out very well...

Awesome, never had any issues with Suzuki

Depends if you service yourself or outsource

for the age, the bike had a fair bit of gadgets on it - it even had a rev warning light.

Buying experience: Go privately and look to pay around £2600 for a good [stock] one

Lovely bike for short distance... if you are not in a busy inner city trying to move and park around parked vehicles in bad weather and poor visibility. The aggressive riding position can mean shoulder checks are restricted and obviously long distance riding can be painful especially due to cramped leg position..... but, its a sports bike. Lovely sounding engine, nice precise handling, not bad on fuel for what it is. Fun to ride most of the time. If you want a sports bike this is great. If you think you might want a sports bike as your main bike then be prepared to sacrifice some real world practicality for the joys of having a real sports bike. Im not looking to sell it soon. My last bike was the gsxf650, which I was forced to let go when it was written off by a white van.

had one for two years, brill bike can not fault it. top speed needs to be changed on here though will do 182. max ha ha

My first bike after Direct Access I was warned off this bike as a first, The bike is fast yes but only if you want it to be. I was suprised how easy it was to drive easy to drive slowly and smooth at a much faster speed on a bumpy country lane aswell. Handles well alot easier to do manovers than the GS500 i did my test on.

Owned since Feb 2006 Problems Only that has let me down was the alarm, kept immobilising the bike and giving lots of false alarms. Have had this replaced and has been fine since. Wont be using Acumen alarms in the future, will stick to Meta systems. Review Moved on to this from a SRAD600, in my opinion the 2 bikes couldn't be more different even though they're from the same stable. Where as the SRAD is a short lardy ar*e bike the K4 is quite supermodel like in comparision. It's slightly taller so shortar*e's may struggle to get a leg over but it's lighter and thinner so once you're on its a lot easier to throw around. Saying that though it is still a comfy bike, the seat is nicely padded, the pegs at the right height (for me anyway, 5' 11") and a decent reach to the bars, racy but not extreme. The original screen had to go in exchange for a DB, on my first ride home my head was getting ripped off with the wind blast!!!! As with any bike get some crash bungs as well. Suspension wise - it's there and fully adjustable, mine is on the factory settings which you may find too soft for hard riding. I don't understand all this compression and rebound malarky but I know it's too soft for the track so will get it adjusted on my next trackday. Brakes - You pull the lever, the bike stops. You pull it too hard, you'll go over the bars!!! Do radial brakes really make a difference to the everyday rider??? Not to me but they look good!! Engine - It's always started first time and never let me down, pulls strongly from 3-4k rpm right to the redline. Good for a indicated 160mph (on a private test track of course). Decent amount of midrange as well allowing you to be lazy with the 'box. Gearbox - It's a Gixxer, best gearboxes on the planet!!! Final Word I love my bike!!! Plan to keep it for another year but only because I'll want more power, even then I plan to stay in the GSXR family with poss a K6 750. Its done whatever I've asked of it, whether thrapping round a track, bimbling round country roads or got me home in torrential rain. It's never let me down apart from the alarm which is an aftermarket thing, it's got the power when you need it, the brakes are fantastic, it doesn't cripple you each time you get on it. It's built my confidence up a lot and when it goes it will be missed!

Just bought a gixer 6 k4, i've had a few bikes but this is by far the best, handles well and has a good wrist to mph reaction. gets a wee tad sore on the wrists after about 20-30 miles but apart from that there is nowt wrong with it. just changed my TL1000R for this GSXR 600.........great move

I owned a Gixer K4 last year and did 3000 miles on it. I loved the bike (apart from the comfort) and foolishly traded it in for a new Yamaha Fazer FZ6 because I thought my wife would prefer it for riding pillion. Well she came out on the Fazer twice and decided it wasn't for her. So I've regretted selling the GSXR ever since. The Fazer may have more comfort but in terms of looks and excitement it's like comparing a Ford Mondeo with a Porche 911. Get a GSXR. Period. Strengths: Looks, engine, sound, wind protection, lightness, agility, brilliant acceleration. And it's a GSXR. The best 600 in my opinion. Weaknesses: A bit heavy on the wrists, and no hugger as standard - thats about it. But I'm going to get another one. A K4 or K5. So that says a lot for it !

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2004 Suzuki GSX-R 600

Identification

Transmission, wheels & tires, technical specifications, instrumentation, paint & finish, user reviews, 2004 gsx-r 600 blue and white.

This is a great bike with plenty of power. The seat tends to get rough after 3 hours but again its not a tour bike its a sport bike. The bike sounds great after one would replace the stock muffler I prefer a yoshimura. wouldn't recommend this bike for a beginner but from intermediate to pro. I only ... say this because the bike is supper powerful. Great bike overall. Love it wouldn't trade for the world.

Rating breakdown

Amazing bike 04 gixxer.

The 2004 suzuki gsxr 600 is very fast bike compared to most other stock 600's. with great take off speed, to the excellent cornering ability, this light weight bike makes a awesome bike for beginners to experienced motorcycle enthusiasts.

Great bike,awesome stepup from the previous model...

My 2004 GSXR 600 replaced my 2K GSXR 600 and boy did it NOT disappoint. The K4 was ALOT lighter and felt more powerful. The handling is great,the bike makes me feel very confident going into turns and at high speeds.The power band feels ok,of course thier is always room for improvement(hence aftermarket) ... but the bike in stock form is definately no slouch.As far as mechanical,the only problem I have had is my secondary butterflies(code 28) are not opening up properly,supposedly this is a common GSXR problem. Bike had 22500 miles when this started to happen.Other than that the bike has been bulletproof.Two gripes I have is that stock headlights do not illuminate enough at night and I feel that Suzuki could have put alittle more power into it.Im my opinion the 04 05 model is the best one yet,reason I say so is because all of the newer bikes have too much of the engine showing and this model does not. If I want an SV I will buy one(no offense to the SV owners).The appearance of the bike is VERY appealing,they had nice color schemes both years.Overall the bike is great for a beginner and a track star.

Find your Motorcycle

Specs classifieds, similar motorcycles, you may also be interested in.

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2004 Suzuki Katana 750 $7,299 MSRP

2004 Suzuki Hayabusa 1300R $10,899 MSRP

2004 Suzuki GSX-R 750 $9,699 MSRP

2004 Suzuki GSX-R 1000 $10,599 MSRP

2004 Suzuki RM-Z 250 $5,599 MSRP

2004 Suzuki Intruder® Volusia Limited $6,899 MSRP

2004 Suzuki SV 650 $5,899 MSRP

2004 Suzuki SV 650S $6,299 MSRP

2004 Suzuki SV 1000S $8,599 MSRP

2004 Suzuki DR-Z 400S $5,499 MSRP

2004 Suzuki Bandit 1200S $7,399 MSRP

2004 Suzuki V-Strom 650 $6,599 MSRP

2004 Suzuki V-Strom 1000 $8,999 MSRP

2004 Suzuki Burgman 400 $5,599 MSRP

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2004 GSX-R600 K4 review

While the engine is flexible, strong and useful, the 2004 GSX-R600 K4 will appeal to a certain type of rider; one that likes to make engines scream, change gear at every corner and work the bike hard.

THE INSTANT I set eyes on Suzuki 's first GSX-R600 at the 1996 NEC show I was smitten. Seven years and three major upgrades later, the 2004 GSX-R600 K4 is a sophisticated beast, with a fuel injected 599cc titanium-valved motor, radial brakes, brand new chassis and upside down forks.

I remember the GSX-R600 V (that I sold my first born to Black Horse Finance in January 1997 for) as a raw, howling two-stroke-alike, minus the smell of Castrol oil and ring-ding-ding. The handling was awesome, but you might as well have got off to push if you didn't keep the four-stroke, carburetted motor in its 10,000rpm sweet spot. 

August 2004

This 600cc now has acres of midrange and is much more forgiving and easy to ride than its predecessor, the 1997 GSX-R600 . The K4 flatters clumsy riding where the V would punish it - on the V, get in too high a gear and you'd be greeted by sweet nothing as you open the throttle. Instead, the K4 continues to pull, bailing you out with a sexy midrange snarl from the airbox.

I already know all this because I spent four days riding a GSX-R600 K4 at Jerez with 100% Bikes ( www.100pc.co.uk ), before taking delivery of my longtermer. Confidence in my new bike is sky high. It doesn't take me long to run it in: 600 miles of fairly restrained riding, a quick first service and I head straight to Brands Hatch for a track day. But it all goes horribly wrong after a fantastic first few sessions - I lose it coming out of Clearways. Oops!

Back in the pits, I remove gravel from the fairing, give it a good clean and inspect the damage. To my amazement, the GSX-R got away with gravel rash on the fairing, bar end and lever - the bendy indicators folded in nicely!

I love foreign track days. You get plenty of time to take it easy and learn where you're going, and the atmosphere is so chilled compared to UK events. I've been touring French and Spanish tracks with Byrne-Up for years now - they were the first people to organise European track day tours - and I know this is the best way to restore my lost confidence.

And it works. I finally bond with my new bike. Valencia is a twisty circuit and the GSX-R loves it: it turns sharp, holds a tight line and feels planted. I was a bit disappointed to see an unadjustable steering damper hidden under the top fairing, but the bike is so agile I soon forget it's there. I remember experiencing my first tankslappers on the old V model!

More recent years of riding the R6 and its clunky gearbox made me forget how sweet the GSX-R's gearbox is. I learned clutchless upshifts on my V and it's just as smooth and seamless on the K4.

But the K4's brakes are from a different planet. The V's weedy four-pot regular calipers were never really up to standard. Instead, the K4 has state-of-the-art radial stoppers that let you brake later than Bertie's Slimmer Of The Week award is in coming. But this did provoke front wheel patter - probably down to the soft front forks bottoming out.

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• 06-07 GSX-R600/750

Need a Throttle Lock/Cruise control

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Hello, I am taking a longer trip with my bike and figured I should look at getting a throttle lock, so my hand doesn't go numb while I am riding. You guys have any recommendations on a throttle lock/cruise control thing that works well with the new bike? Also, don't know much about them so if you any additional info on them (how to use, installing one, etc.) that would definitely help, Thanks.  

havn't seen any more out bikes yet  

this is what I use with great results. www.throttlerocker.com  

Sorry to bring back a dead thread, but I didn't want people to say "SEARCH!" So my question, are these like a cruise control where you twist the bar end and it locks in place, and you can over-ride by twisting the throttle? Easy to install? Thanks.  

Get a fat ass o-ring from a hardware store and put it between your bar end and grip.  

I drove 550 miles 2 times already been riding month and half. I didn't want a throttle lock i dont go same speed enough. Only thing hurt my ears was ringing a little like i had trouble hearing. I would do it again alot of people are like yoru crazy i just stop every hour or 2.  

markgsxr600 said: I drove 550 miles 2 times already been riding month and half. I didn't want a throttle lock i dont go same speed enough. Only thing hurt my ears was ringing a little like i had trouble hearing. I would do it again alot of people are like yoru crazy i just stop every hour or 2. Click to expand...

My dealer suggested one of these to me I have one and it works great also is heavy so it works to stop vibration of handlebars good luck http://www.throttlemeister.com  

myko said: this is what I use with great results. www.throttlerocker.com Click to expand...

natedawg84 said: My dealer suggested one of these to me I have one and it works great also is heavy so it works to stop vibration of handlebars good luck http://www.throttlemeister.com Click to expand...

McWook said: +1 on throttlemeister unk I have several friends with cruisers that have them so I got me a set for my 750. Fast shipping and they work great. I was planning on getting bar end weights anyways so this killed 2 birds with one stone! Click to expand...

definately throttlemeister....there worth every dollar  

CaSHMeRe said: u definately killed 2 birds with one stone, especially at a price close to $150 !!!!! Click to expand...

McWook said: I got the black milled set so it was a little more than that, but its just so damn SEXY! Click to expand...

any one try the pro grip scs(speed control system) grips. you change tube its alot cheaper just another option if you dont want to spend 150 they go for like 35 bucks  

tg750 said: any one try the pro grip scs(speed control system) grips. you change tube its alot cheaper just another option if you dont want to spend 150 they go for like 35 bucks Click to expand...

ironman23109 said: Where did you get this? I just ordered the throttlerocker right now. i mostly got it cuz it is like $10 so even if i dont like it, i can just huck it at a bum on the side of the road. Click to expand...

http://www.solomotoparts.com/product.php?productid=19480 after reading the discription i realize their just grips on a tube so you have no slip on the tube. i guese "speed control sytem" doesnt mean cruise control my bad:hammer thought i was helping you guys out  

CSiJason said: Foam earplugs. Or, if I ever decided to take a long trip, I would load up the MP3 player and use my Ultimate Ears super.fi 5 Pro earphones which block out about 80% of background noise. Except I would end up in a riding trance and probably not hear any traffic noise at all which would be slightly dangerous. Click to expand...

Arent you the Daredevil.  

I have a 2008 HJC CL-15 Helmet with speaker pockets. I put my standard white IPOD speakers in them and turn the IPOD up to about 80-90% volume (depending on what you want to listen to). I can still hear the road noises, exhaust, etc. and can listen to some music or podcasts in the background. This way you don't get run over by a speeding ambulance or cop car because you didn't hear the sirens. Sticking the noise reduction head phones in your ears is simply asking for a deathmatch.  

Duct tape.  

Very easy to install, and you can still twist the throttle with a little force  

So they are like a cruise control? Just twist the bar end and it locks in place? It looks like it also reduces the vibrations?  

Yes to both. Very heavy, reduces vibration (never realized how much until I loaned mine out and put the stockers back in) and twist it backward to lock (a bushing slides out and pushes up against a little rubber gromet that you slide under the grip)  

Awesome, I think i'm going to go with these. I bought the cheap NEP one, but it didn't even work.  

I had a sick cheap plastic throttle lock on my old gixxer and i loved it. One of the best things I've ever boughten i've been searching for another one.  

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FEIG ELECTRONIC: Moscow-City Skyscrapers Streamline Parking Access and Control with Secure RFID

Feig electronic partners with isbc group to deploy ucode dna rfid security and parking access control solution in moscow business district.

Weilburg, Germany  — December 3,  2019  —  FEIG ELECTRONIC , a leading global supplier of radio frequency identification (RFID) readers and antennas with fifty years of industry experience, announces deployment of the UCODE DNA RFID security and parking contactless identification solution in the Moscow International Business Center, known as Moscow-City, one of the world’s largest business district projects.

The management of Moscow-City not only selected long-range, passive UHF RFID to implement in its controlled parking areas, it also chose to implement UCODE DNA , the highest form of secure RAIN RFID technology, developed by NXP Semiconductors.

Panoramic view of Moscow city and Moskva River at sunset. New modern futuristic skyscrapers of Moscow-City – International Business Center, toned

“Underscoring NXP’s innovation and leadership in developing advanced RAIN RFID technologies, our UCODE DNA was chosen to be incorporated with the FEIG and ISBC implementation of the contactless identification system in the prestigious Moscow-City,” said Mahdi Mekic, marketing director for RAIN RFID with NXP Semiconductors. “This exciting project represents yet another successful deployment of NXP’s contactless portfolio, and showcases our continued ability to meet the high-security requirements of highly demanding applications without compromising user convenience.”

“UCODE DNA is considered the only identification technology to match the physical protection of a barrier with the cybersecurity necessary to truly protect entrances from unauthorized access,” said Manuel Haertlé, senior product manager for FEIG Electronic. “As a respected contactless payment technology company, FEIG applies security know-how from its payment terminals, which are fully certified according to the latest high-class security standards, into our RFID systems. FEIG vehicle access control RFID readers incorporate advanced secure key storage elements, supporting various methods for secure key injection.”

FEIG’s partner ISBC Group provided the knowledge and support for this successful implementation using  FEIG’s long-range UHF RFID . The resulting system enables authorized vehicle entry into areas reserved for private residential use or corporate tenants, while also allowing availability of temporary, fee-based visitor parking. Thanks to the cryptographic authentication of UCODE DNA, both the tag and reader must go through an authentication procedure before the reader will validate the data from the tag, which is transmitted wirelessly. This level of authentication is typically used in the most secure data communication networks.

“The system’s two-step authentication means that only authorized equipment can handle the secure protocol and the data exchange with the UCODE DNA based tag. Without the required cryptographic secrets, other readers would query the tag in vain, because the tag’s response cannot be interpreted or understood,” said Andrey Krasovskiy, director of the RFID department at ISBC Group. “On top of this, each data exchange in the authentication process is unique, so even if a malicious actor were to intercept the communication, the transmission is only good for a single exchange and the tag’s unique identity is protected from cloning.”

Established in 1992 and still growing, Moscow-City is the revitalization and transformation of an industrial riverfront into a new, modern, vibrant and upscale business and residential district. A mix of residential, hotel, office, retail and entertainment facilities, it is located about four kilometers west of Red Square along the Moscow River. Twelve of the twenty-three planned facilities have already been completed, with seven currently under construction. Six skyscrapers in Moscow-City reach a height of at least 300 meters, including Europe’s tallest building, Federation Tower, which rises more than 100 stories.

Partnering with ISBC and deploying FEIG Electronic RFID solutions, the Moscow International Business Center is delivering security and access control to its city center today, as it grows into the city of tomorrow.

About FEIG ELECTRONIC

FEIG ELECTRONIC GmbH, a leading global supplier of RFID readers and antennas is one of the few suppliers worldwide offering RFID readers and antennas for all standard operating frequencies: LF (125 kHz), HF (13.56 MHz), UHF (860-960 MHz). A trusted pioneer in RFID with more than 50 years of industry experience, FEIG ELECTRONIC delivers unrivaled data collection, authentication, and identification solutions, as well as secure contactless payment systems. Readers from FEIG ELECTRONIC, which are available for plug-in, desktop, and handheld applications, support next-generation contactless credit cards, debit cards, smart cards, NFC and access control credentials to enable fast, accurate, reliable and secure transactions. For more information, visit:  www.feig.de/en

Founded in Moscow in 2002, ISBC Group provides knowledge and support to integrators for their successful implementation of RFID and smart card-based solutions. The company specializes in the distribution of smart card equipment, contact and contactless card manufacturing, smart card and RFID personalization services, and information security.  Its Research and Design Center is focused specifically on RFID, primarily HF and UHF solutions with NXP tags, and software development for the smart card industry. For more information visit:  https://isbc-cards.com/

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Fuel Injection??

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Hi everyone i just bought a 2003 gsxr 600 ive been trying to find out if it is fuel injected i keep getting mixed answers. i was also curious about the little FI on my instrument cluster does that stand for fuel injection or something else?? Thanks  

pretty simple...if its your bike, look and see for your self :hmmm: FI= Fault Indicater, not Fuel Injection pretty sure your bike is fuel injected.......  

that makes since to:lol:  

I'm not sure when they started injection but my 01 750 is fuel injected. the sure fire way is to listen for the fuel pump when you turn the key on. and yeah I would think that the FI should stand for Fuel Injection:thumbup:  

FYI Mine is carburated and I think I can hear a fuel pump when I go to start it. It's located under/on my tank and has a power and a ground going into it. I found it when I was draining the carb's for storage. just my 0.02:headscrat  

Yes your bike is fuel injected. No it's not a choke on the left bar, it's a fast idle lever. 01 + 600's are FI 01+ 1000's are FI 98 (or so) + 750's are FI  

+1 to this.  

watch using that fast idle lever if you dont use it properly youll faul your plugs very easy, use only when the bike is cold  

What? It simply holds the butterfly valve open slightly more than normal idle. Has nothing to do increased fueling besides the normal mapping at that certain rpm and throttle position. You can use it as a poor mans cruise control if you really wanted to. Top speed is about 50 if you're lucky:lol:  

Yeah, it's fuel injection.  

FYI the buzzing sound you hear on startup is the secondary butterflies cycling, not the fuel pump.  

I can see this thread coming: "My riderless bike took off on me and smashed in to a parked police cruiser. Where can I get a cheap set of forks, a frame, and new bodywork? And by the way I need some legal advice too..."  

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