Suzuki's first real attempt at a modern supersports 600-class machine, the GSX-R600 was an instant success when it first appeared in 1997. It looked virtually identical to the firm's long-running GSX-R750, and had the performance figures to match its radical race-replica styling.

The GSX-R600's engine and chassis were largely conventional - a 16-valve, liquid-cooled inline-four, mounted in an aluminium twin-spar chassis with a full race-style fairing. The 600 had conventional telescopic forks, the easiest way to tell it from its 750cc sibling.

This first GSX-R600 had very focused, sporting performance. The engine produced strong top-end power, but had to be revved constantly to make the best progress. And the sharp steering chassis was at its best on the track, its high pegs and cramped riding position ruling long-distance trips out for most riders

By 2001, the GSX-R had fallen behind its competitors, especially Yamaha's R6, so an all-new model raised the middleweight Suzuki's game once more. The GSX-R600K had numerous updates over the previous model, although it was, again, visually identical to the GSX-R750, with the exception of the front forks. The 599cc engine is redesigned, with lightweight forged pistons and ceramic coated bores. A new SDTV fuel-injection system, like that on the GSX-R750 and 100 models, provides smooth, flawless power delivery.

SDTV stands for Suzuki Dual Throttle Valve, and refers to the two butterfly valves in each throttle body. One valve is connected to the throttle twistgrip while the other valve is controlled via an electric motor by the ECU module. This setup allows the ECU to optimize airflow into the engine for precise fuelling and power delivery. So if the rider slams his throttle control open, the secondary valve opens at a slower rate to maintain a higher airflow velocity, preventing stuttering and poor running.

The 2001 update once more put the lightweight GSX-R600 at the top of the 600cc sportsbike class, especially in terms of racetrack performance.