[cycleworld.com] - 2023 Suzuki GSX-R600 Review

[Ninjette Newsbot]

Testing the 2023 Suzuki GSX-R600 on the track and road.

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The 2023 Suzuki GSX-R600 is a holdout in the world of ever-increasing rider aids. (Jeff Allen/)Traditional 600cc inline-four sportbikes are a diminishing breed. They are now being displaced by models with half the cylinders that are less complex to produce. As Kevin Cameron once wrote, “Everybody’s doing it, and that now includes Suzuki.” In his article he discusses the new 776cc parallel twin used in its new GSX-8S naked bike and 800DE adventure bike. Now there’s the GSX-8R on the way. But, for now, its four-cylinder sportbike lineup has not yet disappeared.


The 2023 Suzuki GSX-R has been virtually unchanged since 2011. (Kevin Wing/)The middleweight sportbike category is being introduced to twin-cylinder engines that have been adapted to suit public roads more than twisty racetracks. Manufacturers—such as Yamaha with the YZF-R7—have followed the trend of adapting the already existing platform to fit their sportbike platform. With the introduction of Suzuki’s GSX-8R parallel twin and the waning popularity of supersport racing, does the GSXR-600 still make sense?


Suzuki’s GSX-R600 gives an analog experience at the track and on the road. (Jeff Allen/)In an era of overwhelming electronics, TFT displays, throttle-by-wire, intrusive ABS, and reworked geometry, Suzuki’s GSX-R600 manages to stay relevant without conforming to the new norm. The 2023 Suzuki GSX-R600 ($11,699) is the epitome of “if it ain’t broke, don’t fix it.” Utilizing the same platform since its major overhaul in 2011, the Japanese middleweight sportbike is a favorite among racers, stunt riders, and enthusiasts alike.

There is something charming about its raw nature. A crisp mechanical throttle, a simplistic dash, no electronic intervention, and a familiar 599cc inline-four—the GSX-R600 is only limited by its rider.


The contour of the tank and bodywork provides a flat surface area for the rider to grip the bike. (Jeff Allen/)A liquid-cooled 599cc DOHC four-cylinder engine is wrapped in a twin-spar aluminum alloy frame with fully adjustable suspension. Showa’s race-developed Big Piston Fork and single shock provide plenty of performance both on track and road. At the binders, shedding speed on the front end is achieved through radial-mounted four-piston Brembo Monoblock calipers with 310mm discs. The rear brake system utilizes a single-piston Nissin caliper. Suzuki Drive Mode Selector (S-DMS) is the only switchable electronic feature on the 600, providing the rider with the option between two maps for road or track conditions.


The 2023 Suzuki GSX-R600 weighs 419 pounds on our automotive scales. (Kevin Wing/)On CW’s Dynojet 250i dynamometer, the GSX-R600 produced 102.9 hp at 13,520 rpm and 44.0 lb.-ft. of torque at 11,580 rpm. Typical for middleweight inline-fours, this Gixxer engine produces its best power in the top-end. But its relatively lackluster bottom-end has benefits as well. During commuting miles its soft low-end torque provides a smooth and consistent linear pull that effortlessly carries the bike down the road with a delightful exhaust rumble.

To pick up the pace, keep the rpm high. On twisty canyon roads and mountain passes, the 2023 Suzuki GSX-R600 does its best work after 8,000 rpm and makes usable and direct power all the way up to its 15,000 rpm redline. Trying to keep up with torquey twins or triples? Work the six-speed gearbox hard and don’t be afraid to tickle the rev limiter.


Suzuki's GSX-R600 is fitted with a simple dash utilizing an analog tachometer and digital speedometer and gear position indicator. (Kevin Wing/)In tight, switchback sections staying in second gear and running the 599cc inline-four all the way up to its rev limiter before chopping the throttle and working the Brembo brakes yields the best results. Constantly keeping the revs on the boil gave the punchy acceleration needed to “get out of the hole.”


On twisty backroads, the Suzuki prefers to be revved out from one corner to the next. (Kevin Wing/)When the road has enough of a stretch where a shift was required, the tight and crisp six-speed gearbox provides a direct change that is easily accomplished without the clutch, just a quick chop of the throttle. The lack of a quickshifter added to the Suzuki’s raw charm. Similarly, its predictable power delivery off the apex eliminated any reservations stemming from the lack of traction control.


Despite the lack of modern electronic rider aids, Suzuki’s GSX-R600 is stable and confidence inspiring when on the side of the tires. (Jeff Allen/)On the racetrack, it’s no different. The 599cc inline-four will punish the rider’s lap times if the revs drop into the lower half of the tachometer. Former AMA Superbike racer and CW test rider Chris Siebenhaar noted, “The GSX-R600 does start finding its legs and has a smooth steady pull in the upper rpm.”

The dyno graph may be the best explanation of all. Below 8,000 rpm, the GSX-R600 produces little power and torque. The curve is linear, offering a smooth engine character when pulling away from a light, but once the bike surpasses the midrange, this middleweight sportbike really comes alive. At 102.9 peak horsepower, the GSX-R600 is by no means a monster, but its high-revving character and linear powerband give the rider a large rpm window in the upper range to work with when connecting corners in the canyons or on the racetrack.


2023 Suzuki GSX-R600 Dyno Chart. (Robert Martin/)Another clear indication of this bike’s purpose, other than the engine, is the ergonomics. Being a traditional sportbike, the ergonomics are heavily influenced by track performance. And, of course, the street comfort is sacrificed. Rider triangle is tight and places the rider over the front of the motorcycle. Spending time commuting on the bike, one inevitably has to sit up and back on the bike and take your left hand off the bar to alleviate any discomfort.


The top-end has enough power to lift the front wheel over a crest. (Jeff Allen/)In the twisties, where the road is constantly transitioning from left to right, those aggressive ergonomics create more work, requiring the rider to transition from one side of the bike to the other. At street speeds, it’s easy to covet the wide bars and upright seating position enjoyed by naked-bike riders. On long sweeping corners that were not quickly followed by a direction change, the Gixxer 600?s ergonomics reward the rider when hanging off the side of the bike. But on quick transitions, the clip-on handlebars do generate more work.


Off the racetrack, the rider triangle feels cramped and less comfortable than a standard motorcycle. (Kevin Wing/)On mountain roads, the Suzuki GSX-R600?s suspension settings are busy and jostled the rider. Every bump in the road is amplified. After reducing compression damping, the GSX-R instantly gained more confidence at the front end. This adjustment allows the front wheel to follow the ground more smoothly and not transfer so much feedback into the chassis. In the hard braking zones off a fast straight, the fork drops further into the stroke and puts more weight on the front end, generating more front tire grip which maximizes the braking potential without the aid of ABS. The racetrack provided similar results; Siebs said: “Suspension on the GSX-R600 is firm and supportive from the time you clamp on the binders, all the way through the corner.”


The Brembo Monoblock calipers and 310mm rotors provide consistent braking performance. (Kevin Wing/)The Suzuki requires some work from the rider to set up for a corner, but once it is on the side of the tire, it stays planted and is stable until the exit. Siebenhaar explained, “It is planted, stable, and settles some of the rider’s movements. Around the fast bends the Suzuki tracks straight as an arrow; it bends into corners with a very smooth and linear manner.”


On the side of the tire, the GSX-R600 is very composed. (Jeff Allen/)Although the Suzuki GSX-R600 may be long in the tooth compared to bikes such as the newly updated 2024 Kawasaki Ninja ZX-6R, its raw charisma is its appeal. Advancements in motorcycle technology are a good thing. Safety equipment keeps the rubber side down more often than not and having gadgets to play with allows the rider to make a bike their own. But with so many interferences and safety nets, motorcycling is losing some of its analog experiences.


Shows Big Piston Front Fork is fully adjustable with rebound (Ten) on the left and compression (Com) on the right. (Kevin Wing/)“My favorite thing about the Suzuki is the raw feeling of the riding experience, starting with the motor it feels like there is more connection from the throttle to the rear wheel,” Siebenhaar said.

As the automotive manual transmission was edged out by the automatic, it was clear the general public preferred the car doing the work for them. However, today car enthusiasts fret at the possibility of never rowing through another manual transmission. In a way, the Suzuki GSX-R600 is the same. Its lack of updates and innovative technology are exactly what make it so much fun to ride.


The ergonomics of the GSX-R600 are more suitable for racetracks than parkways. (Jeff Allen/)Jumping from a bike with cutting-edge technology to a bike that is basically unchanged from 2011 reintroduces the connection between rider and machine without IMUs and wheel sensors intervening. Switching gears, managing traction, and rolling on the throttle with precision creates an engaging and satisfying experience on the 2023 Suzuki GSX-R600.


The flat seat provides a large platform to move around the cockpit of the GSX-R600. (Kevin Wing/)
The Suzuki GSX-R600 gas tank holds 4.5 gallons of fuel. (Kevin Wing/)2023 Suzuki GSX-R600 Specs

MSRP:$11,699Engine:DOHC, liquid-cooled, 4-stroke inline-4Displacement:599ccBore x Stroke:67.0 x 42.5mmCompression Ratio:12.9:1Transmission/Final Drive:6-speed constant mesh/sealed chainCycle World Measured Horsepower:102.9 hp @ 13,520Cycle World Measured Torque:44.0 lb-ft @ 11,580Fuel System:Fuel injection w/ SDTVClutch:Wet, multiplateEngine Management/Ignition:Electronic ignition (transistorized)Frame:Twin-spar aluminumFront Suspension:Inverted telescopic fork, fully adjustableRear Suspension:Link-type, single shock, fully adjustableFront Brake:4-piston radial-mount Brembo calipers, floating 310mm discsRear Brake:Nissin 1-piston caliper, discWheels, Front/Rear:Cast aluminum; 17 in./17 in.Tires, Front/Rear:120/70-17 / 180/55-17Wheelbase:54.5 in.Ground Clearance:5.1 in.Seat Height:31.9 in.Fuel Capacity:4.5 gal. / 4.2 gal. (CA model)Cycle World Measured Weight:419 lb.Contact:suzukicycles.com