Suzuki RG500

The Suzuki RG500 is a remarkable machine in the Japanese sense, shunning the numerous updates, re-vamps and model changes that are synonymous with oriental machines. Seemingly ageless, the RG500’s spec manages to remain up-to-date and it surely must be among one of the longer surviving models currently on the market, and one destined to become a classic. In my opinion the RG500 was a machine before its time, as only today do we have other mid-range sportsters with the speed, handling qualities and performance which could threaten the supremacy of this true race replica.

I first rode the RG500 in March 1986, an impressive machine, yes, but one that was not terribly well suited to road riding - oiling up quickly in heavy traffic and wheelie-ing away from junctions at the slightest provocation! However, after a diet of modern four stroke 600cc sportsters during this summer, I thought it would be interesting to return to the RG500 to see if it is still the ultimate race replica.

I was gratified to see that yet again the specification is generally unchanged - the familiar engine, a compact unit with oversquare bore and stroke of 56x50.6mm. Utilising separate cranks enables the engine to be shorter and mounted lower, reducing the centre of gravity and thus improving handling. The battery, a sealed for life unit, situated under the large 4.8 gallon tank, also helps weight distribution. Four flat slide carbs (that improve throttle pick up) sit either side of the engine and breathe through an airbox located inside the large cast steering head.

Suzuki still proudly proclaim AEC (Automatic Exhaust Control) on the side panels, a performance aid that basically diverts some of the exhaust gases into a torque- boosting chamber at low to mid-range speeds, but from 7500rpm an electric valve shuts, sending the gas straight into the pipes giving better top end power. With power output at 77.2bhp @ 9500rpm and a top speed of 149mph, the RG is still faster than the CBR/GPZ/FZ600s. Surprisingly, the RG peaks at lower revs than any of the new four stroke multis!

Unlike many modern machines, with their complex and inaccessible motors, the crankcases are split through the main bearings to actually ease engine dismantling/maintenance. The gearbox is mounted into the side of the engine; the motor can be stripped without disturbing the box, and vice versa.

It can also boast a true alloy frame, as opposed to lookalike painted steel, being a mixture of cast and extruded aluminium, multi-ribbed for extra strength with a smaller gauge aluminium sub-frame welded to the box section, twin down tube frame. All helping to keep the mass down to an incredible 340lbs. Changes to the model are really cosmetic, however one definite plus is the ignition mounted steering lock - the 1986 steering lock could be snapped off with ridiculous ease. Conversely, I’m none too enamoured with this year’s paint job, the patches of colour detracting from the natural lines of the machine.

I remember the trepidation with which I approached the 1986 RGS00; one of the few machines to reduce me to a cold sweat before testing. With the 1987 model, the magic has tarnished a touch. A trick of the memory? A surfeit of the latest superb little handlers? Maybe, but the newer bike didn’t seem to handle so sharply and the tyres (Metzelers instead of Michelins) proved a touch twitchy. Whilst the motor retained its impressive power characteristics, acceleration and surprising flexibility, the motor did not feel quite so crisp. It appeared slightly higher geared than the 1986 model, and lacked the punch at the 8000rpm power band.

In fact, the gearing was such that the machine ran out of speed before it ran out of revs. Prone to oiling up quickly, only after repeated efforts to clean out the system would the bike pull cleanly through the rev band, albeit leaving a blue smoke trail as dark as the paintwork. Stopping is just as impressive as ever, but the anti-dive system still has to be set on 4 (the hardest setting) to attain optimum front end stability.

Neither has the rather cramped racer riding position changed - acceptable for short distance work, though becoming tiresome on long journeys, but at least there is none of the vibration of many latter day fours. Similarly, the switchgear and white faced clocks, with the rev counter, er, starting at 3000rpm are previous issue.

Thankfully, it was always a first kick starter, as this proved a precarious operation - the high set kickstart necessitating standing on both footpegs to manage a good swing. Unfortunately, the spindly and highly over sprung side stand gave no confidence so an iron grip was needed on the front brake to prevent bike and rider toppling over.

At a price of £4000 new, the RG will probably lose sales to the cheaper, more up-to-date machinery, such as the CBR600 or GSX600F, but for some people there’s no substitute for ancestry and a race proven design, nor indeed the sheer charisma of riding a Gamma, the sound of that howling two stroke motor pure magic.

Rosemary Marston