Help us:
|
|
|
| | | Road Test: K6 Suzuki GSX-R 600 (GSX-R750 comparison comments included) - Speed for the people |  Written: 21/09/2006 : 13:08. Read 58319 times (30/day). | Since the very first launch of the GSX-R600 in 1992 many advances has been made. From a 106bhp, 208kg lump of metal (well, it was fast enough for its time) it has now become a 124bhp, 161kg lean sportsbike bred for racing. Bred directly from the legendary GSX-R750 that has been developed side by side with the 600 ever since.
   3 votes | |
| |
After testing the 2006 Yamaha R6 and Triumph Daytona 675 the smallest GSX-R was the last of the new 600’s I slung a foot over this year. I was going to look at the midrange, handling and the general feel of the new bike.
First impression is of a very light easy manageable bike. In 2001 I remember coming straight of a TL1000R and on to the then brand new K1 GSX-R600 and I almost fell off at standstill as there was no grunt available at the throttle I gave it. So relatively big throttle openings are necessary in first gear compared to litre bikes even on the K6. First gear is really high so there is no doubt that no unnecessary compromise has been made to sacrifice the track prowess. As usual I have a motorway to tackle as one of the first things I do on a bike. GSX-R600 felt incredibly stable and neutral straight away. No doubt that the new way of mass centralising with the under belly exhausts of the Buell’s, R6 and GSX-R600 is the way forward in my mind. The balance of the weight leaning from left to right is difficult to measure on the roads, but it was easy to determine the ultra stable feel both ways. It ticks the same boxes as Yamaha R6 in the handling department; small, nimble, light, very flickable and with fully adjustable suspension. You can’t say fully adjustable these days if the bike has not got high speed/low speed compression damping. On the GSX-R600 that option is only featured on the rear shock as opposed to the R6’s front/back option. But the K6 is as close as you can get to fully adjustable if you like to play around with the set up. GSX-R600 has a much softer standard set up than R6 and allows more feedback on the road especially from the front. The radial brakes are easy to apply gradually and are very powerful when braking hard. The Bridgestone Battlax BT014 tyres are just as grippy and neutral as ever and suit the GSX-R.
The new engine is powerful at the top revs, but need more than 8000rpm before things start happening. When rolling off and on the throttle (for instance in town) there is a slight glitch just around 8000. When fully on the throttle this is not noticeable at all. The Ram-air induction noise gives the GSX-R600 more character than Yamaha R6. Noise is available already at the lower revs where you can say it has more show than go. I choose to call it character as I quite like the noise that adds something extra to the day to day riding. Whether GSX-R600 has got a better midrange than Yamaha R6 is difficult to say, but it sure feels like it has. GSX-R600 has got plenty of power above 12.000rpm and it quickly becomes addictive to stay above 10k. The K6 600 has got both wheels solidly planted on the tarmac unless really provoked. It is no problems pulling some wheelies, but the lack of midrange, tall first gear and the sublime chassis makes sure it never happens when it is not intended. That should be reassuring for people choosing Suzuki GSX-R600 as their first sportsbike or even first motorcycle.
The slipper clutch adds security both on the roadracing track and road as it is very difficult to lock up the rear wheel if not impossible when gearing down. The clutch allows for some very aggressive double gear downshifts which again allow you to concentrate on the braking. The gearbox is very, very good and the action is light and smooth. Due to the nature of the bike and the power band the ratios are best suited for full utilization of the engine rather than short-shifting. That gearbox needs to be good on a 600 as well as it is in use much more often than on a litre bike. On the motorway it can be useful to go from sixth to fourth gear when overtaking. Fuel consumption showed that GSX-R600 is not more economic than the 750 despite the smaller engine size. This is due to staying at higher revs and lower gears more often.
Compared to GSX-R750 there is less of everything in the engine department, but the rest is the same. Here in the UK the retail price difference between the two is less than £800. You barely get a decent aftermarket replacement can for that! So £800 extra for 30bhp extra is worth it on paper. The insurance question is the only obstacle, as far as I see it on the financial bit. Looking at sales figures for 2006 plenty of you have understood all this already. Both the 600 and 750 sell like newly baked bread where the 750 has outsold the 600 in certain markets such as in the UK. But then again if you look at it from another point of view, the 600 riders, you can see that you could get top spec leathers and a new lid for the price difference when considering insurance as well. I am in favour of this point of view for recommendations. GSX-R750 is only a better bike because it has got a better midrange and more power on max rpm. Everything else is just as good. Suzuki’s GSX-R range is extremely strong with the 750 in the middle confusing the hell out of potential Honda Fireblade, Kawasaki ZX-10R and Yamaha R1 buyers. GSX-R750 is the sensible choice at the same time as it features no compromises at being a full on race bike for the roads. When it comes to owning the racetrack Suzuki has never been closer to telling us the truth with the GSX-R road bikes. As I already own a pair of top spec leathers and lid I’d go for the 750.
K6 GSX-R600
+
Handling
Brakes
Ram-air induction noise
-
Consumes the same amount of fuel as the 750
The lack of drive in the midrange
K6 GSX-R750 (only related to this comparison with the 600)
+
Handling
Brakes
Engine
-
Looks the same as the 600
There is a top spec one-piece leather suit and a lid separating the 750 from the 600 in price
Words: Tor Sagen/Photography: Claire McHugh
|
Please register if you want to write a comment:
Clic here |
|
|
| | |
(not translated yet) Les DL 650 V Strom, noire et bleue
