Suzuki GSX-R600 K1-K3 (2001-2003) - Review & Buying Guide

Suzuki’s second generation GSX-R600 arrived in showrooms and on race grids the world over in 2001. Like its SRAD forerunner the K1 model drew heavily from the existing 750 (in this case the 2000 750Y). In spec and also through its ride, the updated 600 made no bones about its intention: to be the quickest, sharpest middleweight on the road and track – quite the boast to make against competition like Yamaha’s no-holds-barred YZF-R6, Kawasaki’s rapidly improving ZX-6R, and Honda’s almost ready to race CBR600F-S.

The K1 could walk the walk though; fuel injection gave its reworked engine crisp intent, a claimed power figure of 115bhp put the bike right where it needed to be in class, and a massive nine kilos saving from the previous SRAD model – as well as a refined and much improved chassis – handed the 2001 GSX-R the tools to face its rivals head on.

The game moved on again by 2004, as it always does, with an even more honed GSX-R600 taking the K3’s place, but for those three years between 2001 and 2003 the second-gen Gixer 6 was any self-respecting Suzuki fanatic’s must-have middleweight. Two decades on you’ve got the choice of later, even more powerful GSX-R600s to choose from, but they lack the purity of the K1-3 design, colours, and ride. No modes, no ABS, no fussy fun-spoiling intervention – just pure high-revving race-rep excitement. And now, for less than £3000. Why saddle yourself with a monthly PCP payment towards a bike you’ll never own, when you could have 160mph thrills for less than the price of an average deposit?

Pros & Cons

2001 Suzuki GSX-R600 K1-K3 - Price

Early Ks were only on sale for three years, between 2001-2003, so spec changes were minimal – fresh colours and graphics being the only notable difference between years. As with many older machines, condition and originality matter more than model year.

2001-2003 Suzuki GSX-R600K1-K3 values:
Rough £1100-£1500; Tidy £1650-£2400; Mint £2650-£3000

First fuel injected GSX-R600, based on the chassis and styling of the GSX-R750K1. Conventional 45mm forks, unbraced swingarm. 2001 model has brushed aluminium end can; 2002 polished end can and graphics changes. Claimed 115bhp, 163kg.

Colours:
2001 – blue/white, yellow/black, blue/black, Movistar replica
2002 – red/black, blue/white, blue/silver
2003 – blue/white, black/silver, Alstare replica

2001 Suzuki GSX-R600 K1-K3 - Engine & Performance

The 2001 GSX-R600K1 owes more to the 2000 GSX-R750Y than its previous SRAD incarnation. Indeed, the K1 600 was designed by the same team responsible for the 750Y. The 600K1’s engine is narrower and shorter (in both height and length) than the previous SRAD unit; lighter and more powerful, too. Unsurprisingly, the motor’s architecture borrows heavily from the 750 – it’s a 16v, DOHC, inline-four, with a right-side cam chain, lightweight hollow camshafts, and featuring Suzuki’s Twin Swirl Combustion Chamber (TSCC) cylinder head design.

Many components are unique to the 600, however. These include the crank, rods, pistons, clutch assembly and gearbox (a cassette type for easy removal). Suzuki reworked the engine’s internal dimensions, opting to for a wider bore and shorter stroke  - 67 x 42.5mm compared to 65.5 x 44.5mm of previous. This was, Suzuki claimed, to reduce mechanical loses at high rpm and gain extra revs for greater power. The cylinder block was cast as a one-piece unit, and the bores were plated with a race-developed nickel-phosphorus-silicon-carbide coating, known as Suzuki Composite Electrochemical Material (SCEM), again to reduce friction and improve reliability.

The cylinder head was completely reworked with larger valves positioned at narrower angles to increase flow yet reduce the overall size of the head; compression was increased from 12.0:1 to 12.2:1. Slimmer valve stems saved weight, as did shaved conrods and smaller diameter big end and main bearings. In short, more power from less space and mass.

Most significant, however, was Suzuki’s embrace of fuel-injection, a move already successfully executed with the 750 back in 1998. Suzuki dubbed the 600’s system ‘Suzuki Dual Throttle Valve’ (SDTV) on account of – yes, you guessed it – twin throttle valves in each injector to mimic the smooth low to high response of CV carbs while retaining the advantage of precise high rpm fuelling. Combined with the bike’s updated SRAD forced induction system, the GSX-R600K1-K3 models can potter cleanly around town on part throttle while delivering strong high rpm drive when required.

Claimed power – 115bhp at 13,000pm – was right where it needed to be in the then fiercely competitive Supersport class and, although peaky, the delivery is strong, easy to access, and thrilling to tap into, as it should be on any bike wearing the GSX-R badge. Used GSX-R engines pose few problems. It’s a strong unit provided it’s been serviced to schedule. If you’re swapping from an R6, ZX-6R, CBR600 of similar vintage you won’t feel short changed.

2001 Suzuki GSX-R600 K1-K3 - Handling & Suspension (inc. Weight)

Like its engine, the GSX-R600K1 chassis is more compact than the one it replaced. It’s also 2kg lighter and, Suzuki claim, has a torsional rigidity to weight ratio 10% better than the old SRAD. Stability is better too, with a slightly longer wheelbase (1400mm compared to 1390mm) thanks to a 20mm longer swingarm. Rake and trail remain the same at 24°/96mm.

Suzuki went through the whole chassis, improving, lightening, and upgrading pretty much everything. The fully-adjustable shock, for example, is 25mm shorter than that of the SRAD, with a 6mm wider body. Made from aluminium rather than steel it’s also 500 grams lighter and dissipates heat more efficiently than before. With racing in mind, the engineers even incorporated a ride-height adjuster within the shock’s top mount.

Up front the conventional right-way-up telescopic forks deliver 5mm extra wheel travel and cartridge style internals. Weight was also shaved from the yokes by positioning the wheels 7mm closer together – thus also reducing the bike’s frontal area and improving aerodynamics and steering feel – while new, shorter, aluminium pinch bolts saved further grammes from the bike’s overall weight (reduced by an impressive 9 kilos).

Handling is accurate, and sure-footed, lighter three-spoke wheels making turn-in and cornering even easier. The suspension, although fully adjustable and improved over the old model, lacks the finesse and quality of the 750’s upside front end and braced rear, but Suzuki had to build the 600 down to a price.

2001 Suzuki GSX-R600 K1-K3 - What to look for

Previous owners/bolt on extras:
GSX-Rs can attract certain ‘types’ of owner. Some invest in useful upgrades to improve performance – uprated suspension, brakes, quality exhaust systems, power commanders, and lightweight wheels are all extras worth having. Some owners, however, ‘upgrade’ their GSX-Rs with parts that make the bike worse rather than better – cheap ‘one-size-fits-all’ aftermarket end cans, poorly made undertrays, anodised bolts, coloured screens; you get the picture. If the seller is more latter than former, find a bike that’s original and cared for, or boasting quality extras.

Service history:
GSX-R600 engines are well engineered and generally strong but, with 14,500rpm on tap, regular servicing is essential. Suzuki recommend fresh oil yearly or every 3500 miles and a new filter every  7000 miles, but it’s better practice to replace the filter every time and reduce the oil schedule to every 3000 miles – especially if you ride hard and/or do trackdays. Valve clearance inspection (and adjustment if needed) should be on the list every 14,500 miles.

Cam chain tensioner:
If the automatic cam chain tensioner is on its way out it’ll struggle to keep the chain at optimum tension. Eventually the chain will start to slap – you’ll hear the noise. It’s an easy fix, however. A manual tensioner can be had for around £50.

Gearbox:
Not as much of an issue as with the more powerful 750 and 1000, but second gear can let go on bikes that have been subject to ham-fisted wheelies. The engagement dogs wear, allowing the bike to jump out of gear – particularly under load. Selector forks can bend, too; bikes might not even select gear if this happens. Get a test ride before buying and test all ratios under hard acceleration. If it pops out of any gear, suspect there’s an issue.

Originality:
An original GSX-R is always going to be worth more than one that’s dripping with suspect quality aftermarket add-ons. So even if a bike’s wearing a different end can or mini winkers, ask the seller if they’ve got the original parts and get them to throw them in with the price – buying parts after the fact can be expensive.

Fuelling:
If the fuelling isn’t adjusted to suit a freer breathing pipe – an easy enough job with a power commander or an ECU reflash – the engine won’t perform to its best and will likely lose drive from the bottom end and midrange.

Finish:
GSX-R600s can become tatty very quickly if not looked after properly. The thin paint scratches easily, metal finishes (frame, swingarm, fork legs, footrest hangers etc) can pit, and wheel paint chips off far too readily. Go for a minter rather than something that needs tidying, because rescuing an old race rep can be an expensive and tedious process.

2001 Suzuki GSX-R600 K1-K3 - Rivals

2001 Honda CBR600FS - The sporty, track ready version of Honda’s excellent first gen fuel injected CBR600F. Rarer than the GSX-R and more likely to have enjoyed a pampered life than an equivalent Suzuki, but doesn’t quite possess the GSX-R’s thrilling all-action nature. Down on power compared to the opposition too, but still an excellent sports bike and well worth a look in this category.

2001 Kawasaki ZX-6R - Packs a great engine with decent midrange, and makes a superb road bike too, in supersport terms. Later 636cc variants enjoy even more midrange. A solid alternative to the CBR600F-S, but doesn’t possess the Honda’s race-ready glamour. Can be dog-eared after 20 years of use, so check before you buy.

2001 Yamaha YZF-R6 - Yamaha’s mini R1 sat at the top of the supersport race rep class in 2001. Sharper, punchier and more exciting than its rivals (just – as ever, there wasn’t much in it…). A favourite with racers and track day enthusiasts. More demanding to ride than the Honda, but for greater reward, although used F-Ss have often enjoyed an easier life than R6s of a similar vintage, so the choice is even harder now than when new.

Honda CBR600F-S, 2001 | Approx Price: £1500-£3000

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Power/Torque

108bhp / 48lb-ft

Weight

169kg

Kawasaki ZX-6R, 2001 | Approx Price: £1500-£2650

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Power/Torque

111bhp / 48.7lb-ft

Weight

171kg

Yamaha YZF-R6, 2001 | Approx Price: £1700-£3000

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Power/Torque

120bhp / 50.5lb-ft

Weight

167.5kg

2001 Suzuki GSX-R600 K1-K3 - Verdict

The K1-K3 GSX-R600s are a big improvement over the previous SRAD offerings. Buying one today requires a keen eye, however. Two decades of hard use can leave its mark – baggy suspension, sloppy gearboxes, tatty presentation – so, if a GSX-R lights your fire, it’s important to buy the very best example you can find. Preferably in standard spec with a full service history. Find one of those and you’re guaranteed a high-octane, high-rpm blast that’ll have you counting off the days until the next trackday season starts.

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2001 Suzuki GSX-R600 K1-K3 - Technical Specification