Such is the impeccable set-up of the Suzuki GSX-R600's chassis straight from the crate it’s very simple to jump on and go fast straight away.
The fully adjustable suspension is compliant enough to glide over B-road bumps at speed with complete composure; bit still keeps things in control when you’re hooning around the track. An extreme riding position means long distances aren’t the Suzuki GSX-R600's forte.
Although it was the only supersports tool at the time that never quite broke the magic 100bhp mark at the rear wheel, none of that mattered in the real world where the Suzuki GSX-R600 was every bit as fast as the competition.
What it lost in ultimate top-end power (which is why it never really succeeded in race guise) the Suzuki GSX-R600 gained in usable mid-range grunt (for a 600), ably assisted by its low all-up weight.
Mechanically Suzuki GSX-R600s can take all the abuse you can through at them, so even if they’ve had a hard life, they’re still a good buy provided they’ve been serviced and looked after properly. The paint finish on the Suzuki GSX-R600's bodywork and engine isn’t the best though and can mark/chip a little too easily.
Even though there’s a new generation Suzuki GSX-R600 now, not to mention new a new Honda CBR600RR, Kawasaki ZX-6R, Yamaha R6 and a Triumph Daytona 675, the old K4/K5 Suzuki GSX-R600 would run them all very close on the road and track.
They’re so close it’s the rider that’s going to make the difference; and that makes the Suzuki GSX-R600 excellent value for money.
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The Suzuki GSX-R600 is a thinly veiled race bike, so all you get for your money are the bare essentials to make it as fast and handle well as possible, oh and just about legal. Aside from the Suzuki GSX-R600'shuge beam frame and rev-hungry short-stroke engine you get radially-mounted four-piston front brakes, fully-adjustable suspension and somewhere to sit.