Motorcycle specifications Suzuki600 GSX-R 1997 Small 750, but not by much

we've been waiting for it in the supersports war. Here, at last, is the GSX-R that's been missing: the 600. A little racer that will fool many people, so marked is its family spirit. Admit it, when you looked at it, you thought you saw the 750... And that's almost right. Because the new 600 GSX-R is actually derived from its big sister in many, many ways.

Frame, tank, fairing, intake, dashboard, riding position... Almost everything comes from the 750, which is hardly surprising given that the 2 machines were developed at the same time. In order to achieve a reasonable price, the 600 has dispensed with certain peripherals, or has been "lightened" in some respects. The fork is a classic model, not inverted, with adjustable preload and rebound damping, but not compression. The rims are the same, but the rear is a hair less wide. The same goes for the braking system, where the only difference comes from the calipers: 4-piston on the small one, 6-piston on the big one. The swingarm has been shortened by 10 mm and is not reinforced, the rear tire has been changed to 180, and the SRAD has been retained; things only start to change when we get to the carburetors.
Despite cubing 150 cm3 less, the GSX-R's carburetor is no small player. It all starts with fresh air fed through SRAD intake ducts to the same airbox as the 750, then through 36.5 mm carburetors (39 mm on the sister model). Then, stuffed with fuel, it enters combustion chambers with a slightly less super-square design. A good explosion to drive (via a piston-rod assembly lightened by
200 g) to the 1 kg lighter crankshaft, and 106 horsepower flow out of the gearbox. That's just 20 hp less than the 750, and for a 600, it's a hell of a lot!

Klong! First gear. Even the gearbox hasn't forgotten where it came from. Selection lacks a little smoothness, and the transmission also retains some play. Although the mill is supple, riding in built-up areas is not the GSX-R's favorite pastime. In any case, this teaser warned us from the outset: a very sporty rider, with little room to move and tickled by an irresistible urge to crank up the watts... So don't hesitate, let's wring it out!
And you need to appreciate high revs. The 600 GSX-R is a sportbike to be ridden, not an XJR 1200 to be wound up on torque. The 4-cylinder Suzuki starts its work at around 4,000 rpm, without really being enthusiastic. Then, at around 8,500 rpm, you start to get some good horsepower, but you really have to get past 10,000 rpm for the boiler to express itself. While it's quieter at low and mid-range than its Yamaha Thundercat and Honda 600 CBR rivals, it really comes into its own at high revs. Remarkable for this type of mill. The power surges through the air, but doesn't overwhelm the rider. There's none of the madness or bestiality you'd find on a 750 or a Kawa, but above all, the watts are efficient and usable. Let's be clear: the power is big, right up to 13,000 rpm. Thanks to the latest, tighter gear ratios, acceleration is worthy of a larger bike, with only a slight loss of top speed. As for the gearbox we criticized earlier, it is quick and easy to use in sporty conditions. The circuit is fascinating! The GSX-R is a pleasure to ride.
Were you thrilled by the 750's agility? You'll be stunned by the 600's agility. Weighing 5 kg less, with a narrower rear tire and a shorter wheelbase, the pistarde is particularly lively in curves and sequences. It's also the lightest machine in its segment. Its runner-up, the CBR, is a long way behind: 8 kg, a world! One move and the GSX-R swings; one look, one movement, and it swallows the virolo with a laugh. A true track machine. This prodigious agility in no way compromises the machine's stability or homogeneity. However, under hard use, the steering tends to react somewhat brutally. If you're planning to go hard on the throttle, think seriously about a steering damper. Serious is also the opinion of the bike's brakes. Prodigious in power and consistency, it only gives the 750 a (very) slightly reduced feel. A word of caution: the action of the brakes really influences the steering. It tends to lock up if you keep the brakes on as you enter the bend. Improvisation is not recommended.

suzuki's new little bombshell has not missed its Supersports debut. The company has come up with a tracker with an undisguised taste for competition. Hollow at the bottom but powerful at the top. Strong without being uncontrollable. Particularly lively and agile, and swimming around the track like a fish in a bowl, the Suzuki is a tool on the track that makes few concessions to the road. Nevertheless, its rivals have plenty to worry about. Heavier but less exclusive, they can boast a superior versatility that the GSX-R lacks. The GSX-R, on the other hand, has a particularly attractive racetrack flavour and price.

M.B
(inspired by Moto-journal - manufacturer's photos)