There's a reason why supersport grids the world over are bereft of current Suzuki GSX-R600s. There's also a reason why Relentless Suzuki by TAS continued to run the GSX-R600 K7 supersport Suzuki at the TT and other big ball exhibitions until mid-2011. And these are the same reasons why you should be whacking your hard-earned money on this generation's of Suzuki's GSX-R600.
2007 prised the last gram of any hardcore from Suzuki, winning supersport titles around the world. Since then, the Suzuki GSX-R family, originators of the hooligan dynasty, has gone all sensible and user-friendly under us. Surely we not alone if we say we miss the Suzuki GSX-R600 K7.
There's nowt nutty about the chassis. Anymore can jump on a Suzuki GSX-R600 K7 and go quickly with confidence. It flatters anyone, on any tires, with beautifully neutral steering that's pacy enough to hustle its rivals in any environment. Yet it remains utterly stable at speed. You get this assurance with every degree of lean that no other rival can offer, and a bonkers front-end that you can really take the piss with. Mechanical grip? The Suzuki GSX-R600 K7 spells it out on the Tarmac.
The springs offer a perfect equilibrium for both road and track for wannabe racers. They're well controlled, if a little harsh at the end of the stroke, and you'll struggle to pick faults unless you're gone past 100%. It's not as clinical as the Yamaha YZF-R6 or as predictable as the Honda CBR600R, but the Suzuki GSX-R600 K7 has the widest pilot parameters of all of the motorcycles in its class and nothing feels as good mid-corner as the GSX-R600. Even though the brakes get flappy after 15 minutes on track, aided by a decent slipper clutch that still rocks the party, and you'll get battered on corner exit by the others, you have to experience its excellent apex poise.
Starting a used Suzuki GSX-R600 K7 can be off-putting. No, that's not the pistons slapping the head or the valves tapping. That's just a Suzuki GSX-R600 K7. Rough, raw and raucous. You have to expect the engine rattles, and the induction growl sounds like standing on a tigers tail. Our secondhand Suzuki GSX-R600 K7 had near 25,000km on the clock and although slightly rough around the edges, it didn't show any signs of performance degradation. It still fueled with the best of them, but it also had that slight hesitation from closed to open throttle that frustrated us way back then. The missing peak power that was lost on the launch has yet to be found, too...
Every little horsepower is like gold dust to a 600cc, and 103 horsepower just ain't enough, especially when you've just jumped off a Kawasaki ZX10R. Although there's a linear delivery throughout, itś still best to keep it above 10,000rpm as the revs spin more freely. Dyno figures aside, it'll hang with most when you're changing the exhaust system, and muller an Yamaha R6 lower in the rev range.