And the bike review winner is…

After sifting through the hundred of votes in our bike review competition we have a winner. It was by no means an easy victory, just 10 votes separated him from second place.

So congratulations to James Apps, his review of his 2001 Suzuki GSX-R600, beat off Peter Bullock’s 1997 FireBlade in second and Stephen Badham’s 1999 ER-5 in third place.

James wins a day road testing with MCN and we look forward to seeing him shortly. We’ve reprinted James’s poll-winning entry below, but to read all the other entries just click on the link on the right.

Don’t forget you can still win a dream job as a full-time road tester with MCN. To read the background to that story either click on the link on the right or pick up the latest issue of MCN.

Here’s James review of his 2001 GSX-R600:

” Own the racetrack ” was Suzuki’s marketing phrase for the new-for-2001 GSX-R600. It was clear that the machine was aimed squarely at the growing number of track day enthusiasts and also appeal to the existing ‘Gixer’ fans.

Having never owned a bike before, let alone been on a circuit, I was somewhat dubious about buying a 600cc Supersports- especially with only passing my direct access test 8 months previous. These reservations were soon dispersed when I rode the GSX-R for the first time back in March this year.

The running-in period of 1000 miles was useful for gaining confidence with the handling, whilst the rev-range was restricted (Suzuki state; 7000 rpm up to 500 miles, 10500 rpm up to 1000, then up to the red-line of 14,500 rpm).

Suzuki’s new fuel injection system works flawlessly, picking up from below 3000 rpm cleanly, without hesitation. The revised motor (utilising Suzuki Dual Throttle Valve to smooth things out) means a much greater spread of power is available – previous models are renowned for frantic top end rush, with lacking mid range punch.

Useful drive is available from as little as 5K. Of course, the only way to sample the full potential of a six hundred is to get up top and keep the tacho buried in double figures. There is a noticeable step up in performance from around nine grand, which keeps building all the way to peak power, a claimed 113 BHP, produced at a screaming 13,500 rpm.

At 163 kilos dry, the GSX-R600 is the lightest in its class, achieved by using a number of lighter components for the K1, such as the new Pirelli Dragon Evo Corsa’s- which the Italian firm claim save a combined 1.2 kilos.

For a six hundred, the tank is fairly wide and gives the impression of a larger machine. This is dispelled once on the move, as this bike is supremely flickable.

I tested a ZX-6R, and an R6 prior to buying my Gixer and found as many other testers have- the R6 and GSXR are very close in terms of outright performance and handling on the road, with the Kawasaki some way behind- however, the totally revised bike due for 2003 should put this to rights.

The only real way to test the handling and performance is on the track, which is exactly what I did at Brands Hatch four weeks ago. With the intention of pushing the bike as far as my (admittedly limited) skills would allow, I fitted a set of crash bungs to protect the fairings, should the worst happen, and took the trouble to remove the mirrors and indicators.

The first two sessions were unfortunately wet, however, the GSX-R remained planted and inspired confidence. Once a dry line appeared, it was time to push harder and even though we were only up to around 90 mph coming up Hailwood hill into Druids, the 320mm front discs shrugged off the speed without fuss, lap after lap.

Into the afternoon, the track temperature had risen, the Sun was now out, and there was no sign of the earlier rain… time to get serious!

Getting good drive out of Clearways, and pushing the braking markers back further along the start/finish straight saw the GSXR up to 138 mph, before hitting the brakes towards Paddock Hill- again, no problems with the 4 piston Tokico set up.

Dropping into Paddock Hill, the Suzuki’s ability to hold a tight line and maintain corner speed saw me closing on larger capacity bikes and showing them the front wheel. This jaw-dropping ability was also highlighted going into and around Clearways, when on a number of occasions the Suzuki allowed me to pass R1’s and SP2’s on the outside, knee down, before getting on the gas.

Obviously, these were not Supersport riders on their day off, but it just shows the amount of feedback available through the excellent suspension set-up, which made it easy for even a novice to determine how much grip is left.

I was running consistent 61-second laps during the last session, with a few breaking the minute barrier- not too shabby for a track virgin I’m told.

Looks-wise, some may argue that the GSX-R is looking slightly dated- and although I tend to disagree, the ferocious pace at which sports bikes are developing inevitably means that models are only at the forefront until the next competitor updates their range.

The bike has been fault-free so far during the 3700 miles, and will be due a service at 4500 miles, it continues to impress and instil confidence in the rider.

I opted for the classic Blue and White colours and I am still completely happy with the bike, even though the new 2002 Grey and Blue paint scheme does look good…