If you've watched the Isle of Man TT races on television, you've probably noticed the majority of top-place finishing bikes were Suzuki GSX models of one size or another -- 600, 750 or 1000s.
Senior TT winner Adrian Archibald was aboard a GSX-R1000 and podium-finisher Bruce Anstey was riding a GSX-R600. When it comes to high-speed road racing, the "Gixxer" is a perennial front-runner.
Not hard to see why. Even the 600 is a high-revving, lightweight screamer. In stock form, its 599-cc, four-cylinder engine red-lines at 15,500 rpm. That's right: Fifteen thousand, five hundred rpm. And it gets up there in a furious burst of power that stiffens you up in the seat and extends the front forks.
This is no low-revving cruiser. The GSX-R600 is a highly-engineered sport bike that is really a racing motorcycle in street livery. Right out of the box, you could take it racing and probably acquit yourself well.
When I picked my test bike up and got over to the nearest freeway, I cranked the throttle just a titch and burst out laughing. At 130 km/h or thereabouts in fifth gear, which the bike reaches in no time at all, the engine was ripping along at 7,000 rpm, not even halfway to its limit.
Quite frankly, you'd need access to a track to fully explore the limits of the GSX-R series, not to mention a few hours of racing instruction. Anyone who claims to be able to ride this bike to its maximum potential on the street is either a liar or has racing experience or has a death wish.
Some technical highlights: The engine of the GSX-R600 has dual overhead camshafts, four valves per cylinder with electronic fuel injection, a wet sump oiling system, titanium valves and is mated to a six-speed transmission with a chain final drive.
For 2004, Suzuki has fitted a new cylinder head, giving the engine greater compression, plus lighter innards, a bigger and faster engine management system, new exhaust system and slightly larger oil cooler. The result: About 105 horsepower at the back wheel, which in a bike that weighs barely over 160 kilograms, translates into neck-snapping acceleration.
One of the things that brought a smile to my face testing the GSX-R600 is that it's not even the biggest model in this line-up -- the new-for-2004 750 has about another 20 hp.
The front suspension of the 600 has inverted 43-mm forks with fully adjustable preload and damping settings and a hydraulic steering damper. Brakes are dual, four-piston discs up front and a single disc in the back. To use a well-worn but accurate phrase, it stops on a dime.
The spar-type frame is very similar to that on its bigger brother, the 1000, and the 600 has a new aluminum rear swing arm and a 17-litre fuel tank. Seat height is 825 mm and ground clearance is 128 mm.
Behind the seat is a lockable compartment that contains a small tool kit and locking helmet holders. There is room for your paperwork and maybe a wallet, but that's it. Stock, the GSX-R600 is a single-seater, but you can buy an aftermarket pillion pad.
The GSX-R600 is not commuter transport. It doesn't like heavy traffic and seems to chafe when restrained.
This is a bike that wants to run and charge through corners, not idle in bumper-to-bumper gridlock. I found it intensely uncomfortable around town because of the low handlebar/bulbous fuel tank/high saddle set-up, but much more tolerable once you get some speed up.
There is only one way to sit on the Gixxer: Stretched out over it with your head tucked in behind the windscreen. In short, it's a rack.
But once the road opens up, it's fun city. Because your head is virtually located over the front wheel, you're right on top of all the action. Needless to say, you can lean the bike over until you're almost parallel with the ground.
The only limit to the GSX-R600's handling and performance is the driver's courage and ability.
But it won't let you ride casually -- you couldn't let your mind wander even if you wanted to. This bike demands your full attention.
If you want to rubberneck and take in the sights, buy a cruiser -- this bike is all business and costs $11,499.
