Suzuki T500 Road Test

15 Июн 2015 | Author: | Комментарии к записи Suzuki T500 Road Test отключены
Suzuki T 500

Article borrowed from Sport July 1974

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It wasn’t long ago that the Suzuki 500cc two … twin was brandished by Suzuki as the hottest on two wheels. By one of those ironies of they are currently running a of advertisements on the latest version cool even in Death just as we have the latest model on test as an example of a cool, middleweight machine.

funny how a few years and a single can transform a common view: the 750-4 completely changed the of motorcycling with the coming of the masterpiece with civilised Now one looks beyond a Honda 4 and on the latest Italian nine-days the Four is a part of every day

The Suzuki T500 arrived in a that regarded a big twin two with great reserve, mirth. Yet after the horrific consumption of the first Cobras had the reliability moan vanishes, and now the T500 is quiet economical and to ride, it is almost a standard solid, reliable, good and big enough to do most jobs motorcycle — much to satisfaction, as well they on wheeling them out in their

But the T500 has been completely by the tide of big and shiny motorcycles, and takes a back seat to the 750 or the 550 three twin with fancy four pipes. take a look at the production results: TT wins and 500 Miler have left their on the sales figures, and after the TT the sales gave a mighty thereby directly influencing the to form the Suzuki GP racing At club and national race up and down the country the Suzuki 500 is a runner in the PR classes, and in the absence of Hondas they tend to too. and in very standard indeed.

The people T500’s all seem to be happy with them, and cretinaly kept them far than one would have Why is this?

The Suzuki is a big small it does not have the height, the the width or the weight of the modern or even 500s like the 550 The handling of the machine about the is of a small machine, and the slim helps to retain this when on board. Once the 500 has a quite remarkable ability to high gears at low r.p.m.

is really a big bike feature and is not adequately present in the R75/5, and immeasurably to give a relaxed and feeling to the machine on the move. The and portingalteration introduced as an almost reaction to the reception of the Cobra given the Suzuki a delightful of torque: 2000rpm in top gear is acceptable to the motor and the engine sweetly up to about 3500rpm or before vibration set in.

When the does start it is severe and quite remarkably uncomfortable 5000. To use the 500 to full rpm limits is an experience as ones foot can be but steadily shaken off the footrest, as hands go to sleep under the

The front brake is a twin shoe affair that adequately, but it is difficult to be enthusiastic it as it simply works, fading a bit as used, and always stopping, the with a faintly tired The tyres front and back to fit the vintage Japanese theme of the They grip well in the dry, although the squeals at brake pressure discourage one pressing the front too hard.

The rear tyre is fine in the dry for the distinct tendency to track the lines of the road, but then the wet weather arrives. I had two unnerving under very mild low braking in the wet, and felt wary from then on. On the track the T500 has proved over and over, once the advantage of a good set of tyres and

1974 Suzuki T500. The from a Suzuki brochure. more images on the T500 page!

The front mudguard is and works well, keeping of the water from the rider of ading it in it’s progress the riders knees as is done so by certain other makes. The at one time might have regarded as excellent but the presence of 12V on even Italian machines has now the Suzuki of any distinction in this The main beam was adequate for the and the dip suffered from a strange that did not seem to be very

The handlebar controls for the lighting very neat and easy to and the well lit ans well marked and speedometer are equally well The handlebars are high wide and They are rubber mounted in a attempt to hold vibration at and to rub in the hopeless attitude of the designers the handlebar mirrors have isolation in the stem to make the usable.

The depressed engineer who decided to go to length might take heart from the fact both handlebar and mirror work well over a range of rpm, and it is hardly to carp when the vibration gets through outside the cruising range of rpm.

The looks a lot bigger than it is in spite of the great improvement in consumption over the Cobra about six years ago, the 2.8 that went in only between 38 42 mpg in mixed town and use. The cruising speed of an 85 on motorways for 30 miles at a time full throttle and was in fact the top under these conditions on occasions, although once an 95 — 100 crept up under conditions.

The overall performance was similar to the old Yamaha 350cc R5 up to 80 mph, and rather worse the 380 Suzuki subsequently. Two up the T500 hold an indicated 80 with if any to come, translating to about 75 mph. Not too different to any other 500 or 350, really, and probably a bit economical than any 350 could at that sort of speed.

On 80 two up sounds so slow: the degree or of modern speedometers is such one hears complaints that won’t hold 80 two up on wide which, when converted straight bars and a solo equates to around 100mph in for bikes of a styleof

The Suzuki shows its strength and really eats up the distance wind and two-up. With the behind, the Suzuki was flogged up to an 90-93 mph and the attendant vibrations so severe that the passenger her grip on a sweater that she was when shifting around to try to the tooth grinding tingle. Let the drop back down to 60 and it is mild and smooth enough for

The rate of oil consumption is remarkably the level barely shifted several hundred miles. The positive feed system is more efficient in its use of lubricant the Yamaha or Kawasaki variants. The oil assemblage is fitted to the top at the rear of the and the feed pipes can be seen their way to the crankshaft bearings.

Suzuki T 500
Suzuki T 500

The has five speeds and a very action. Switching from a BMW to the gave it a pretty easy to beat, but the comparison with a RD250 gearbox placed the firmly as a good gearbox by the a few years ago.

Positive, but with a long action, it was to miss a gear and engagement was quiet. The wet clutch dragged a and made neutral selection at a halt. Once on the move the selection was precise and easy to

A dated feature was the lack of a gear kickstart engagement one must find neutral to the Suzuki, and had it been easier to neutral it would have less of a fault.

The seating was good, and a 40-mile trip led to discomfort nor to fatigue on the part of or rider. This was perhaps the feature of the Suzuki: it could be as hard as the rider could it, and not wilt. The Suzuki really its own back on anyone who treats it so and the discomfort at 6,500 r.p.m. is only by the 650 c.c parallel twins are now nearly defunct.

The Suzuki was very much at in congested traffic; the immediate to the throttle, the wide spread of and the crisp gearbox provided the right set of characteristics for decisive manoeuvring. The Suzuki is lighter most medium-sized machines now and weighs about 420lb or so. is enough to sustain strong motorway winds with stability, and yet light enough to about with fair when the opportunity arises.

The was one of the nicest machines to use to travel 40 each way each day to London on, and one of the fatiguing to drive in the heaviest

On back roads the Suzuki’s showed up rather better it did on main roads. On smooth the odd bump seemed to produce a jar, but once the suspension was on undulating and bumpy lanes the was far more comfortable to ride, and a capacity for soaking up really holes without passing the to the rider.

The 500 Suzuki has remained unchanged for most of its six-year and probably owes its present solely to the American AMA racing It has a very fine reputation for and strength, and a string of major race successes.

All this proven product is worth a look: the enviable stability of the has ensured that all the results of the sorting out have been for years, and the customer can purchase a well proven all round without the blandishments of instant every year.

Unfortunately six years is a long and the new round of 350 machines have the taped. Suzuki’s own 380 undersells. out and out handles the T500. Yamaha’s RD 350 do the same, and Suzuki’s 550 three only too much weight to the twin.

Yet all these comparisons can do to disguise the fact that the twin will do almost that one would want a motorcycle, and has been really proved and not subjected to yearly like so many others Japan. The simplicity of the two … is a real advantage. Now that the has sat back on it’s laurels it be shortly replaced by a far more and expensive beast that require far longer to deal when something goes

The T500 may well be a visitor over from the 60’s but it a real slot in the market. now, but with a friendly character, the T500 is likely to to appeal to a sizeable group of for quite a while yet.

Suzuki T 500
Suzuki T 500
Suzuki T 500
Suzuki T 500
Suzuki T 500
Suzuki T 500


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