Since the dawn of the GSX-R, Suzuki has constantly developed the lineup by mixing and matching designs and components among the two or three models. New elements one year are used to update the other models the next year in an ongoing leapfrog of updates, with the majority of new tech showing up on the bigger bikes first, then trickling down to the 600. Continuing this tradition, the 2004 GSX-R600 incorporates many of the design features and updates of the '03 GSX-R1000 plus a few new tricks shared with the similarly changed GSX-R750.
While the long list of features is outlined in the technical sidebar, the essential theme of the '04 600 is evolution through a host of detail changes that Suzuki has developed from past experience. Practically every new item on the '03 GSX-R1000 finds its way onto the 600, including styling, chassis and electrical updates. But whereas the 1000's engine was little changed last year, the 600's mill gets a fairly major makeover to lighten internal components and reduce friction, steps that allow the motor to spin 1350 rpm higher than before and make additional much-needed horsepower.
The year 2003 was incredible for the middleweight class, one that saw the market somewhat shaken by the introduction of Kawasaki's 636cc ZX-6R. While the 6R didn't win our shootout ("Weapons of Mass Deduction," June '03), it certainly raised our expectations of middleweight power outputs. And the '03 Yamaha YZF-R6 used its incredible lightness--and litheness--to win that comparison test and go on to almost steal BOTY honors. And where was the GSX-R600 in all this? The only unchanged model of the foursome, the Suzuki was let down to a certain extent by braking and suspension performance, but mostly by its lackluster engine.
INTRODUCING...
Our first experience with the '04 GSX-R600 showed that Suzuki has indeed addressed the power issue, as the new bike exhibited serious steam at its introduction in Misano, Italy. Whereas the old mill made good peak horsepower, the spread was such that you really had to work to keep it spinning if you wanted to go anywhere. Incredibly, the new mill winds happily from 8000 rpm all the way to 16,000, pulling hard right to the rev limiter. The irony of it all is that the new bike's sound--the intake and exhaust combine in a wonderful symphony near redline--makes you want to rev the crap out of it, even when you don't have to.
It's the sound and power that leave a lasting impression after a racetrack session on the GSX-R, but other aspects of the package are equally stellar. The new radial-mount brakes provide incredible stopping power with excellent feedback--the Tokico calipers have two pads each, and the reduction in bite compared to the four-pad versions makes them much less touchy. The compacted riding position and narrower tank make the whole bike feel smaller, and the more aggressive geometry lightens steering substantially. Turn-in is not R6 quick by any means--and the GSX-R is still 14 pounds up on the flyweight Yamaha--but it is a huge step in the R6's direction compared to the old bike.
While we like the GSX-R's radial-mount master cylinder and that it incorporates a bleed screw, the interference you see here makes adjusting the lever angle almost impossible. Adjustment is further limited by the banjo fitting underneath contacting the fork leg.
The beefier inverted front fork makes for more precise feedback as you arc into turns hard on the brakes, and both ends are nicely compliant over wavy pavement. Use the newfound power to spin the rear Euro-spec Bridgestone BT-014 on corner exits and the GSX-R tracks straight, simply digging in and pushing you forward. The little mill makes enough jam now that squat and wheelies come into play, and if you're not careful--or if you just want to have fun--the front wheel will come off the ground exiting second-gear turns. Just make sure to set it down straight, because that sharpened steering makes things a bit more twitchy now--whereas the old bike didn't really need a steering damper (and we ditched the too-stiff unit on last year's test bike), this one does.
It's all incredible fun around a racetrack, as the little Suzuki's cacophony of sounds eggs you on, begging you to use more and more revs each lap. There are, however, a couple of chinks in the Suzuki's on-track armor. One is in the front brakes--flawless otherwise, they are unpredictable when you release the lever entering a turn and sometimes hang up, slowing you more than you want. It's more the unpredictability rather than the fact that they act that way that's unnerving. Second, the light throttle-return spring and the free-revving motor's nature means getting on the throttle requires care, as the off/on transition is a bit abrupt in the fun part of the powerband.