MEANWHILE, BACK AT THE RANCH
The improved power and racetrack abilities of the new GSX-R certainly incur a penalty when it comes time to tool around town. The shortened fuel tank closes up the riding position slightly compared to the old 600, but the raised seat height effectively lowers the clip-ons, and the reach to the bars feels almost more of a stretch than previously. Below 8000 rpm the powerband has more peaks and valleys than the Swiss Alps. Pull away from a light with the revs at one of those dead spots and you'll have trouble getting out of traffic's way. And at low revs the fuel injection's fluffiness exaggerates a little bit of driveline lash into quite sloppy shifting that no amount of care can remedy. The brakes need some heat in them to work effectively, heat you can't generate around town, and every tester's initial impression was that the pads weren't broken in, with the brakes numb and requiring a bit of extra pressure. All other aspects of city riding are quite acceptable; the GSX-R starts immediately on cold mornings (and fast idle is now automatic) and can be ridden away without waiting. The mirrors are large and spaced far enough apart that you can easily see traffic directly behind. And while the seat is high, the bike's thinner midsection means medium-height riders can still touch the ground with both feet flat.
On the highway, it's not long before the Suzuki has you squirming to relieve pressure points on both your butt and hands. Gone is the plush seat of the earlier models, replaced with a narrower, firmer cushion, and the relatively lower clip-ons feel more angled back, placing extra pressure on the center of your palms. There's a bit more wind buffeting from the slimmer windscreen and fairing, which somewhat helps to take the weight off your hands, but still, overall it's a less comfortable ride than previously.
Get to the twisties, though, and it's all worthwhile--the GSX-R is more of a package, making quick work of canyon runs with graceful ease. The riding position and shorter, thinner tank make sense when you get aggressive, and in a hunkered down stance your arms are automatically unweighted. Taller riders will appreciate the GSX-R's revised ergos more than shorter riders, as they can better cope with the reach to the bars. The fluffy bottom end turns into seamless throttle response at lower rpm, almost making up for the lack of midrange power--almost. And getting some heat into the brakes makes all the difference, as they are one-finger strong and easily modulated.
After every run on the little Gixxer our testers were left shaking their heads--try as we might, it's hard to find fault with the Suzuki's prowess. The traditional GSX-R stability is there in the faster, bumpy turns despite the quicker steering, and the suspension's quality feels a large notch up on the previous model. Damping in general is stiff, while spring rates seem a bit soft--the rear suspension has no free sag with the standard preload setting, and heavier riders will find the rear squatting a bit much, while lighter pilots will feel it topping out. Still, aside from a bit of harshness over smaller bumps the suspension works great with that combination, soaking up larger hits with little fanfare and providing a planted feeling that fuels your confidence. Just as on the racetrack, the 600 drives straight if you happen to get a bit aggressive with the throttle and spin the tire--and you have to be pretty rambunctious to get to that point, as the standard U.S.-spec Dunlop D218s offer excellent grip. A version of the company's D208, the Dunlops suit the GSX-R well, with quite neutral steering no matter the lean angle.
Suzuki's work inside the engine to reduce pumping losses and friction has paid off in more than just increased power. Whereas the old bike had excessive engine braking, the '04 model has very little, which goes a long way toward easing the off/on throttle transition and helping to keep your speed up. Even in turns where you drop below the magical 8000-rpm mark, if you manage the throttle to effectively navigate the lumps in the power curve, you won't lose too much time to a bike with more midrange. Up the pace to the point where you approach racetrack aggression and speeds, and the same characteristics come into play--the throttle is a bit abrupt at high revs and little load, and the brakes develop that unpredictability when you release them entering a turn. That the Suzuki gives you the confidence to even get to that point on the street is the amazing part.
It's easy to see that the GSX-R600 is a big improvement over its predecessor. Suzuki has kept most of the characteristics that we liked so much about the previous version, and handily addressed its shortcomings. We can't wait to toss it in the ring with the other incredible middleweights--stay tuned.-SR