I honestly don’t see Suzuki selling many of its all-new GSX-R600 sportbikes here in America this year. I don’t say this because I found any damning fault with the race-bred 599cc supersport’s engine or chassis performance while hot lapping the 2.38-mile, 17-turn road course at Barber Motorsports Park near Birmingham, Alabama. Or even because of its shocking $11,599 MSRP—upward of a $900 premium over middleweight class carryover models from Honda, Kawasaki and Yamaha. It really comes down to an intense sibling rivalry with the also all-new GSX-R750—now priced only $400 more than its little brother—that I believe is going to sway potential buyers away.
Having just returned from the U.S. press introduction staged at BMP, were I spent an entire day riding both 600 and 750 versions of the 2011 GSX-R, it’s apparent which of Suzuki’s supersport duo offers the most value, performance and practicality for all but those looking to race in sanctioned 600cc competition. While the new 600 is no slouch, having an exceptionally linear power delivery, ultra-slick-shifting gearbox and nimble handling, there’s no replacement for displacement as the old adage goes.
The 750 offers a notable performance boost throughout the entire rev range, while proving very controllable as well. Both bikes feature revised S-DMS (Suzuki Drive Mode Selector) allowing on-the-fly toggling between a pair of power modes (A and B) rather than last year’s tri-mode scheme. The 600’s B-mode seemed too sedate to be of much use even when the track was damp during the first morning session. While the 750’s low-power mode also takes the edge off throttle response, it delivers plenty of pep and acceleration to achieve a sporting pace. On the track, I liked using the 750’s B-mode when heading out on cold tires and foresee both modes serving a viable purpose on the street.
Bridgestone Battlax BT-016 tires are standard fitment on both GSX-R models and provided excellent grip in both damp and cool and dry conditions at the launch. Both models share the same chassis, although the 600 has a 0.2-inch shorter wheelbase due to lower final gearing while the 750 has slightly firmer suspension calibration. The 600 has a claimed curb weight of 412 pounds with the 750’s engine and exhaust accounting for an additional 7 pounds. As to be expected, side-to-side transitions are a bit easier on the 600, as felt working through Barber’s fast Turn 10 and 11 esses and the right-to-left flick into the final corner. But rest assured that the 750 is very agile, as well.
The way I see it is this; if you’re in for a penny you may as well be in for a pound. It will be the best $400 one could ever spend.
