On the tight track, the 600 immediately started to make me feel more confident. Besides the power and the stable suspension, the electronically-controlled steering damper made riding at low speeds easy, and stiffened noticeably at higher speeds, where I could feel it keeping the front from wobbling around.

The somewhat convoluted graphics actually make the bike look even more compact that reality. Fits me just fine!

Jeez, that little motor does pull hard
The Suzuki Drive Mode Selector (SDMS) offers three different power settings: "A" for full power, "B" for smoother accelerations, and "C" for a 40-percent torque cut on slippery surfaces. I made full use of the mild C settings for early runs, then graduating to the B mode for full power and more relaxed throttle response. The A mode will have to wait until next year!

While this Suzuki is not as powerful as most direct rivals, it still has enough juice to scare you and even hurt you on the track, especially if you’re a beginner like me. That being said, the little mill loves to rev past 10,000 rpm, where the power comes on in a rush. Lap after lap, you must find the right gear ratio that keeps the engine in the productive rev range, for each one of the 20-odd changes of direction. Fortunately, the slipper clutch makes downshifting easier under heavy braking and contributes to rear-wheel stability in delicate moments.

Good, now let’s take on Calabogie!
As a recent graduate of the Calabogie Turn2 School, on their wonderful Kawasaki Ninja 250R school bikes. I was finally ready for an epic track day aboard my own speedster. To make things even sweeter, Calabogie is my favorite track for motorcycle riding, ahead than Shannonville, ICAR (Mirabel) and Mont-Tremblant.

Calabogie is intended for both hardcore and softcore riders. Track designers made the most of the existing hills and dips to create technical groups of two or three high-speed turns strung together, with a vertical component added to almost every group of corners. The 5-kilometre long, pool table-slick track features a pair of short straightaways and over 20 direction changes that challenge riders to learn and then follow the perfect trajectory, lap after lap.

While the GSX-R600 is one of the most comfortable rockets on the road, the seat-footpegs-handlebar geometry is just right for me on the track. As far as I’m concerned, the riding position is wonderful - the low handlebar and seat are just right for me, and the tapered fuel tank looks tailor-made -- great for sliding sideways off the bike in the corners.

Nice and high footpegs gave me plenty of clearance when cornering. I am hoping I will need higher rear-sets for 2010 as my corner speed builds up. Oh, and I could easily go to GP shifting (1 up and 5 down) if this really gets serious. And a race body, a shift kit, fork kit and rear shcck, and better exhaust can - Somebody stop me, please!