Suzuki T500

1 Фев 2015 | Author: | Комментарии к записи Suzuki T500 отключены

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1972 T500

Years produced:

Total production: N/A

Claimed 46hp @ 6,000rpm (1975)

Top 105mph

Engine type: air-cooled two … parallel

Weight (dry): 187kg

Price then: N/A

Price $500-$1,750

Cobras are quick, snakes, renowned for striking and for striking fear in the heart of unlucky enough to cross path. In Greek mythology, the were the children of Uranus and supreme rulers of the universe Zeus came along and over.

We’re not quite what Suzuki was reaching for they pulled the Cobra subsequently, Titan names their lineup, but if they aiming for a lethal strike at the or market supremacy, they short of the mark.

Largely overlooked today, the was a unique proposition when rolled it out to an increasingly power-hungry in 1968. Granted, 46hp exactly mind-bending, but as the largest two-… twin since England’s water-cooled Scott, the defied conventional wisdom by a different direction in motorcycle

In 1968, everyone knew the good parallel twins out of England. And four-… engines all of these. Two-strokes, the conventional went, were noisy, and high-strung.

With its big-bore Suzuki meant to change all

Originally marketed as the Cobra, the T500s garnered more for their extreme thirst for than for their obvious clean lines, good and, unlike most a smooth (at least at low rpms) engine.

At 412lb (187kg) weren’t exactly light, but that a comparably sized Tiger weighed a few pounds but put out a few horses less, they a tempting option to the British

Early Japanese bikes — and are — often faulted for their handling, but from the beginning the drew praise for its good manners, and was a winner on the track as as the street. A T500 won the 500cc at the Isle of Man in 1970 and 1972.

Even so, as much as the T500 was for its low-rpm pull, testers the engine’s performance at high As one tester noted: “To use the 500 to full rpm is an experience, as one’s foot can be but steadily shaken off the footrest.”

The front brake, a twin-leading affair, also drew prompting one tester to quip, “It is to be enthusiastic about it, as it simply

In 1969 the T500 Cobra way to the T500 Titan, with porting to help quench the thirsty nature. Period applauded the bike’s improved but its front brake — maintained to the end — drew criticism.

Engine aside, Suzuki changed little on the T500 during its year run. The gas tank and changed for 1969, but after changes were limited to options and minor upgrades in and hardware. When Suzuki selling the bike in 1975, it was to tell a new T500 from a model.

Living life to the “T” A newcomer to motorcycling, 24-year-old Adam bought his 1975 T500 a few ago. Last registered in it belonged to Adam’s roommate, taken it apart and lost the engine was in a box, but the bike was complete, save for missing signals and a bent triple

Getting it back together without its problems: Adam to putting the pistons in backwards his first go at the engine. “I pretty did everything wrong you could. And I had no at all with tuning carbs and timing.” But back together it and in short order. Within a the T500 was running, but getting the to the shape shown here has the better part of two years.

the red paint isn’t correct blue was the stock color for Adam simply likes Adam’s been slowly up the new-old-stock parts he needs to the bike 100 percent original. The original, and the T500’s only up a bit south of 6,000 miles, given the T500 engine’s for reliability, means it’s got more good miles to

While fuel economy the bike’s strong suit logs 30-35mpg), by Adam’s it’s otherwise a solid “I like it because it feels so to the road,” Adam says. can feel the engine. I like the of the exhaust and the intake howl — and more unique than you see on the road these days.”

In the the T500 failed to inflict damage on its competition, proving particularly venomous nor threatening. But it and is, a competent and reliable motorcycle, excellent road manners and of running two-up for miles on Prices are still reasonable, and the rate seems good, a to the T500’s high build “The bike is bullet-proof,” says. “It can take a lot of abuse, and very well engineered.”

alternatives to Suzuki’s T500

Yamaha RD400 — 35hp @

Suzuki GT 500

— Air-cooled, two-… parallel

— Five-speed

— Single disc front and rear

— 375lb

— 40-50 MPG

Coming in toward the end of the market for two-… road the RD400 was the evolution of the RD350, Yamaha introduced to much in 1973. Although it gained a few over the RD350, the 400 is still the of this trio.

Yes, it also carries the horsepower rating, but don’t the mistake of thinking this is anything but fast. While top may not compare to the T500 or the Mach the 400’s sub-six second time is nothing to sneeze at. and the RD400 is arguably the best bike of the bunch.

It even a comfortable long-range touring something you certainly can’t say for the III.

Contemporary testers the bike’s propensity for popping a cheap thrill that changed in the 30 years since the introduction. Like the Mach these were popular and Yamaha sold every one could make. The survival has been good, so it’s easy to find a nice

1969-1975 Kawasaki 500 H1 Mach III

@ 8,000rpm/


— Air-cooled, parallel triple

— Five-speed

brakes front and rear disc starting in 1972)


— 30-40 MPG

Introduced one year Suzuki’s T500, the Mach III was in-your-face response to the escalating wars of the late Sixties. 60hp on tap it was much faster the T500 — or anything else on the for that matter. Heralded as the production motorcycle ever the Mach III immediately established a as a racing machine for the street. As one noted upon the bike’s “Kawasaki … has thrown together the ground up one of the most devastating ever to happen on the scene.”

light, fast and thirsty, surprising how many Mach have survived. Prices are although parts can be expensive and to find.

Suzuki GT 500
Suzuki GT 500
Suzuki GT 500
Suzuki GT 500
Suzuki GT 500
Suzuki GT 500

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