Suzuki GSX-R750

High praise? Well, yes it is. But there's no getting around the fact that the 04-05 generation represents a pretty significant leap forward, for different reasons.

One thing that intrigued us is that the models now share what's effectively the same rolling chassis and bodywork. It's really only the paint schemes (the 600s run a colour down the whole fairing, while the 750s have a contrasting belly pan), or a close look under the fairing panels, which give the game away on engine capacity.

Okay, so what's been done? Just about everything you ca be imagine has been tweaked or changed, right down to frame rails in the 600's case. In fact the smaller bike cops the most upgrades, benefiting from sharing the 750's running gear - for example this is the first time a GSX-R600 has run with USD forks and braced rear swingarm.

Factory spin
Let's have a look at what the factory has to say about them, shall we? "First up, the 750: Suzuki's fifth generation GSX-R750 features a compact, lightweight design, sporting distinctive new bodywork with a narrower fairing and reduced frontal area, creating more effective aerodynamics.

"Dual, vertically stacked headlights allow the ram-air intake system to be repositioned nearer to the centre of the faring nose which is the highest point of pressure, giving maximum efficiency and performance.

"The latest GSX-R750 features a highly-developed Suzuki 749cc, four-cylinder, SDTV (Suzuki Dual Throttle Valve) fuel-injected, liquid-cooled powerplant.

"Incorporating sophisticated engine technology and numerous race-bred refinements the all-new, six-speed powerhouse delivers an astounding seven horsepower increase, producing a stunning 148hp, not including the boosting effect of ram-air.

"Innovations designed to reduce overall weight, enhance power delivery and performance see the GSX-R750 powerplant feature a more compact combustion chamber, further increasing the compression ratio.

"New lightweight titanium valves replace the steel valves of its predecessor, while lighter camshafts and shorter, lighter pistons with new piston ring surface treatment also contribute to the increased horsepower and torque reaching the rear wheel.

"An advanced 4-into-2-into-1 exhaust system comprises a new, lighter muffler with titanium internals and a stylish slash-cut muffler tip.

"Trimmed down to an incredible 163kg dry weight, - the same weight as many 250s - the latest GSX-R750 is an amazing three kilograms lighter than the previous model which further enhances its significant power increase.

"Sharing almost identical dimensions with the lithe, new GSX-R600, the all-new black chassis of the latest GSX-R750 features a narrower aluminium-alloy twin spar frame and swingarm with engineered vertical and horizontal bracing for added feel under hard braking and cornering.

"Suzuki's narrower airbox and fuel tank design further improve the handling of the GSX-R750 by allowing the rider to easily shift weight while cornering and tuck in behind the fairing to reduce wind drag."

And now for the 600: "Featuring aggressive new styling, the bodywork incorporates larger, more efficient ram-air intakes, vertically stacked headlights and narrower frame and fuel tank for an improved aerodynamic package.

"Possessing an even more impressive powerplant than previous models, the GSX-R600 is powered by a 599cc, liquid cooled, inline four-cylinder engine with DOHC, four valves per cylinder and Suzuki's innovative SDTV (Suzuki Dual Throttle Valve) digital fuel injection system.

"Advanced engine technology also sees the GSX-R600 feature a compact new cylinder head with lightweight titanium valves and a higher compression ratio, which combines to provide more power output than any supersport competitor.

Suzuki's newest addition to the GSX-R range boasts a remarkable 161kg dry weight and impressive 120ps power output, resulting in the greatest power-to-weight ratio in its class.

"The 2004 chassis has an all-new twin-spar aluminium-alloy frame which is 15mm narrower at its widest point, a straighter rear subframe that bolts directly to the frame, and extruded frame spars creating a simpler and more durable construction.

"Following related design principles, the aluminium-alloy swingarm combines extruded arms and pivot tube, a cast cross brace with integrated stamped deck plate, and cast axle carriers for significantly improved strength and durability.

"With race inspired suspension, the GSX-R600 now boasts inverted front forks with 43mm stanchion tubes and an all-new piggyback-reservoir rear shock; all of which are fully adjustable for spring preload, rebound damping and compression damping.

"Fitted with race-proven four-aluminium-piston radial-mount front brake calipers, a radial-piston front master cylinder and 300mm full floating dual discs, the GSX-R600 delivers stunningly powerful and responsive braking performance.

"Eliminating the conventional torque link, the 220mm rear disc operates with a dual-opposed-piston caliper that is indexed to the swingarm."

On the track
So much for the sizzle, let's try the steak, shall we? First up it's worth keeping in mind that we've yet to ride either bike on a public road - that will come later. We did however spend a reasonable amount of time getting to know the machines around Phillip Island race circuit, at times dodging the damp patches left the previous night by some feral weather.

We hopped on to the 600 first and came away more than a little shocked at the change in character from the previous model. Don't get me wrong - that's not a criticism. It's just that if I'd been blindfolded, I would not have picked this one as being related to its predecessor.

The change of character is quite dramatic. Where the older chap had a very GSX-R rough and raw feel to it, this one is a far more civilised mount. And before start bewailing that, you may be pleased to hear it has a very sexy howl once you start winding the powerplant towards its 15,000 (!) rpm redline.

Really, for moist of us mere mortals, this should be the weapon of choice for a track day, rather than the bigger capacity machines from the same series. Mainly because it's ridiculously easy to ride, despite claiming a more than respectable 120 horses.

Power delivery is very linear. It feels as though the rise in urge flattens a little around 7000-8000, though if this is in fact real it's very minor. Combine this with a slick transmission and you have something that fires you round a track very effectively without any unwelcome surprises.

The front brakes are a real highlight and are possibly the best I've ever come across, with bags of feel, good sensitivity at the lever and lots of power. Perfect.

Hop onto big brother and you can't help noticing that things start happening much, much, faster. To the point where you find yourself wondering why on earth anyone would want a litre bike. Hardly surprising really, as the 148 horsepower claim (without ram air effect) puts this machine firmly in serious performance territory - particularly when you take into consideration the weight claim of a near-absurd 163 kilos.

If I was occasionally wishing for a bit more urge in the 600, there was no risk of similar thoughts on the 750. It winds out of mid-range corners with more than ample conviction and gets to the hair-raising end of the scale in short order. Interestingly, the 750 on full song has a near-identical exhaust note to the 600.

With significantly higher corner approach speeds than the 600, the 750 keeps you a fair bit busier - though again the chassis composure is terrific. Both bikes were wearing Bridgestone Battlax 014 rubber which, despite the fact it was being comprehensively fried, seemed to last well and gave heaps of feedback.

You don't need to be psychic to work out that first impressions are very positive. Prices for the two machines are $16,690 for the 750 and $14,790 for the 600 - both plus ORC.