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.
Words: Tor Sagen/Photography: Claire McHugh/C Ballester
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.Only excerpts of the full article. 600 WA
