Suzuki’s 2011 update of the GSX-R600 and 750 is very much like a MotoGP team’s midseason adjustment: minor in that it’s not a total redesign but moves steadily in a desirable direction. In the case of the 600, the 67.0 x 42.5mm inline-Four is rotated backward slightly, enough to allow it and the swingarm pivot to be moved forward. This shortens the wheelbase from its former 55.1 inches to 54.5. Shorter is better for quick handling, because when you turn the front, the wheelbase is the “lever” by which the steered motion of the front end steers the rear wheel.

In the outdated language of 40 years ago, the heavy-steering bikes admired back then “cornered as if on rails.” Locomotives actually are on rails; just try steering one. Today’s quick-responding bikes allow us to make midcourse corrections and quickly evade road hazards.

A similar set of changes to the GSX-R750 takes its wheelbase from 55.3 inches down to 54.7. Claimed curb weight of the 600 decreases by 20 pounds—from 432 to 412. The 750’s 2011 diet trims it from 437 lb. to 419.

Both the 600 and 750 receive the Showa Big Piston Fork (BPF) that was so much discussed during the final racing season of Suzuki’s many-time AMA Superbike Champion, Mat Mladin. As tire grip and speed of maneuver increase, chassis and component stiffness must do so as well. On this fork’s radial mounts are new Brembo calipers. As racing-minded readers know, Brembo has come to dominate Superbike and MotoGP starting grids with calipers designed for smooth, reliable operation and structural stiffness that translates to a firm lever. Brake discs are 310mm diameter.

Small details in the specification indicate the importance of racing to sportbike sales. Compression ratio for the 600 is up a tenth of a point, from 12.8:1 to 12.9:1. Compression ratio is fundamental to engine torque because peak combustion pressure is roughly 100 times the compression ratio. The greater the pressure acting on the pistons, the greater the torque at the crankshaft. But push the compression too high and you get destructive combustion knock. Engineers play a sophisticated game, subtly changing combustion chamber shape to give combustion the speed to “outrun” the chemical changes that lead to knock, even at higher compression ratios.

The ’11 600 spec also tells us this model’s forged pistons have been designed with the aid of FEI and fatigue analysis. FEI is Finite Element Analysis, a computer technique that can predict the stresses in parts. The aim here is to make pistons light enough to reach very high rpm but without creating within them any stress they can’t survive. This is why today’s very low “ashtray” pistons have such gracefully shaped undersides. That grace is the shape of design for low stress.

How would you like to have your scooter resprayed for free this winter? Read on and you could win a custom spray job worth £1400 in our fantastic competition.

We’ve teamed up with our friends at Raptor Superpaint and STG Graphix to bring you this terrific prize, which includes prepping and spraying a scooter in the design of your choice. You can go for a race replica, standard colour scheme, or something completely different if you prefer (up to the value of £1400). The prize includes all the prep work (but please don’t send a knackered, rusty old frame), but doesn’t include the stripping and rebuilding of your scooter though – and you’ll have to get it to Raptor, either by courier, or if you prefer, you can drop it off.

Steve Wilson from Raptor and Rob Gibson at STG Graphix would like to see what designs our readers can come up with, so we’ve printed line drawings of a Vespa and Lambretta for you to work your magic on (you can also print a copy off our website if you don’t want to cut your favourite magazine up). Don’t worry if you have the painting and design skills of a five-year-old because it doesn’t have to win any colouring competitions, but do put some thought into the colours you’d like to use and any logos or graphics. We’re looking for a basic idea, not something to hang in the Tate Modern!

The lads aren’t expecting to see a masterpiece and will work with our winner to adapt the design to suit the classic lines of the scooter, be it Vespa, Lambretta or auto. It could just be a simple one colour design with a stripe down the middle, a race replica, street racer or something unique – you decide! The only limit is your imagination and the competition’s £1400 budget.