Suzuki GSX-R600

Light Sabre

Not too many years ago power bands and flat spots were part and parcel of discussing engine characteristics, but these days - unless you're talking about two-strokes - the terms are increasingly irrelevant. Why? Because engine technology (in particular EFI) and manufacturing techniques have largely rendered the terms obsolete. Today, "linear" power delivery and "flat" torque curves are the norm. The modern motorcyclist is truly spoiled.

Suzuki's GSX-R600K8 is a perfect example. Smaller capacity machines once used to be more susceptible to flat spots than bigger bikes, because they simply didn't have the cubes to effectively mask any power dips. But throw a leg over Suzuki's latest middleweight blaster and wind it on, and you'll revel in useable low-down and mid-range power that just keeps on coming as the revs rise, with only a little tail off before the 599cc, liquid-cooled, DOHC, 16-valve engine slams into its revlimiter, somewhere in the vicinity of its 16,000rpm redline.

REFINED PACKAGE
The super-smooth engine now features an improved twin injector system with redesigned throttle bodies, plus refined intake ports and intake cam profiles, a revised piston shape and updated exhaust system. The engine's compression ratio has risen from 12.5:1 to 12.8:1, and Suzuki says it now offers increased torque in the low-to-mid rev range, while preserving top-end power.

The K8 features the electronically controlled steering damper also found on the GSX-R1000, where the ECM modulates the damping resistance depending on the bike's speed, while the settings of the both the Showa 41mm inverted front fork and the Showa rear monoshock have been refined.

The Tokico four-piston radial-mount brakes have been massaged - discs now sit on 12 pins instead of eight for increased heat tolerance, while the master cylinder has been revised.

The refinement fairy has also waved its wand over the back-torque limiter - Suzuki says this will deliver an even better "operating feel" when downshifting - while the model also incorporates Suzuki's Drive Mode Selector (S-DMS). This allows you to choose from one of three different fuelling maps, even while on the fly, from the aggressive fangs-out map to a beginner-friendly map, where a good portion of the go is removed from the equation.

CORNER CARVER
You'd really have to ride the bike back to back with a K7 to fully appreciate the claimed boost in low-down and mid-range torque, but after getting around Melbourne and a foray into its surrounds, it was plain to see there's enough mumbo here to keep you smiling, even when you're not exploring the stratospheric upper end of the bike's rev range.

Still, it loves to be revved, and the reward is an ever-increasing urge that will see you laughing like a loon on a twisty road. It would be a top track day tool, and one less likely to highside you into next week too, when compared with the litre-class sports machines.

The mirrors blur a bit and our test bike's screen had an annoying buzz between 5500rpm and 6500rpm - no doubt easily remedied if you had the time and inclination.

All the controls are wonderfully responsive. The fuel-injection is crisp, the clutch is light and the brakes provide awesome stopping power for little effort at the lever or pedal. I played around with the S-DMS for a bit, and while it certainly does what it's meant to, I suspect owners will fiddle with it for five minutes before leaving it in the 'full noise' position for the rest of the bike's life.

FEATHERWEIGHT
The bike's handling is sublime. The stock suspenders are fully adjustable, as you'd expect. Combined with a first-rate chassis, they deliver a bike that will thrill you through each and every corner.

At a claimed 165kg dry this thing is nimble with a capital 'N'. Suzuki doesn't quote horsepower or torque stats for the bike here in Australia, but we're talking well in excess of 100 rear wheel horsepower, and that power to weight ratio is more than enough to fry your licence in a moment's indulgence - even in first gear, if you're getting about town.

Shifting gears is the usual slick Suzuki affair, while the redesigned front brakes instill a high degree of confidence. The aural factor also plays a role, with an intoxicating induction howl and a stirring note from that stubby exhaust only adding to the adrenalin rush.

The bike's ergonomics are good too, although taller sorts will undoubtedly feel it in the knees, wrists and neck on longer rides, but it's good to see the bike's adjustable footpegs, which can be shifted through a range of 14mm both horizontally and vertically, have been carried over from the last model.

The bodywork and graphics, I think, add up to a stunning overall look. Subtle changes have been incorporated across the new model's front, side and tail sections to sharpen the model's appearance still further.

On the practical front, the tank's capacity has been boosted by 0.5lt to 17lt. The bike returned an average of 16km/lt while in my care, which represents a mix of both city and country riding. Given its increase in capacity, you're looking at an effective range of around 240km - not bad for a sports scalpel.

The GSX-R's comprehensive instrument display is clear and easy to read, and the usual idiot lights are bright, even in full sunlight.

As a total package, the GSX-R600K8 is bloody brilliant. It offers scintillating performance, but the truly addictive aspect is how the average rider can harness so much more of its potential, when compared to bigger capacity sportsbikes.

With all the popular supersport category offerings only separated by a poofteenth in terms of price and performance, unless you're a top flight racer your buying decision is going to come down to brand loyalty and the colour scheme that tickles your fancy the most. And if that sees your dollars heading the Suzuki's way, well - take a ride and see for yourself. How could you not love it?