Buying a used Suzuki GS 500 E: The perfect A2 all-rounder

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Buying a used Suzuki GS 500 E: The perfect A2 all-rounder
Herzog, Schwab, Siemer

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Used purchase

Buying a used Suzuki GS 500 E: The perfect A2 all-rounder

Buy used Suzuki GS 500 E
The perfect A2 all-rounder

Child conceived, tree planted, house built? Great, but you may be missing something when it comes to the essential things in life: Buy a Suzuki GS 500 E.!


Klaus Herder

09/10/2020

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In this article:

  • Motor perfect for A2 driving license
  • Dethrott the Suzuki GS 500 E.
  • Technical data Suzuki GS 500 E
  • Callbacks
  • Model overview
  • Conclusion

Generations of MOTORRAD editors have focused on Suzuki GS 500 E the used-wolf written by already in the first paragraph the terms “beginner friendly”, “handy”, “Thrifty” and “Women motorcycle” had to accommodate. At the latest in the second paragraph it was important to set the wording “low seat height”, “reliable and suitable for everyday use” as well as the reference to “poor paint quality and rust problems” to place. Forget all of that. The most important reason why a GS 500 E (or something comparable like a Honda CB 500 or Kawasaki ER-5) belongs in every seasoned motorcyclist is: It is the perfect daily rocker! Owners of fine watches or expensive convertibles are familiar with it: In addition to the sweetheart, you absolutely need an everyday cucumber that doesn’t really matter.

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How many motorcycle (short) trips have you already given up because it was too difficult for you to maneuver the 250-kilo Zossen out of the garage? How often did you prefer to stay at home because it was raining and you didn’t feel like cleaning the chrome and paintwork for three hours afterwards? See, that’s exactly what it’s all about: Get a decent 500 Suzi for the equivalent of a mediocre discounter e-bike, have the oil changed and Bridgestone BT 45 installed – and you already have something (!) Planned for the garage, which rounds off your motorcycling life.

Motor perfect for A2 driving license

Do you need rocket technology to conjure up a fabulous 27 HP (34 HP from 1994) or a brutally open 46 HP that is now perfectly suited to the current A2 entry-level driver’s license from a half-liter displacement? Probably not, and that is precisely why the air-cooled two-valve engine, which in its basic structure is considered a close relative of the GS 400 from 1977, is so undemanding and economical in all areas – i.e. fuel consumption and maintenance costs. Do-it-yourselfers can do almost all maintenance work on their own with the support of easily and cheaply available screwdriver literature. Provided that the oil is changed regularly, the twin is good for very high five-digit mileage without the threat of open heart surgery.

Dethrott the Suzuki GS 500 E.

If you want to uncork one of the throttle versions, you have to replace the carburetor cover and nozzles. The parts required for this may differ from year to year. Good information on this (and on many other screwdriver topics) is available at www.gs-500.info found on the internet. As a potential GS owner, however, there is one thing that you should be clear about: The twin always (!) Needs high to very high speeds so that things can move forward with a certain amount of perk.

landing gear

30 years ago it was not a matter of course to find a successful combination of handiness, driving stability and braking performance in the middle class – yes, a 500 was considered to be a representative of this category at the time. The GS 500 E did everything right from the start in this regard. But it could never completely hide the fact that the red pencil played a major role in its development. If you let it fly properly in narrow, possibly uneven terrain – and the chassis geometry, which is designed for extreme maneuverability, tempts you to do so – you will quickly bring the rather simple knitted suspension elements to their limits. But the relevant parts dealers, thank God, offer good alternatives to get the whirlwind going. With the brakes, there should normally be little room for improvement: the stoppers are great, if necessary steel braided lines ran, and it is good.

Technical data Suzuki GS 500 E

(Type GM51B, model year 1989)

engine

  • Air-cooled two-cylinder four-stroke in-line engine, two valves per cylinder, wet sump lubrication, two carburettors, 33 mm diameter
  • mechanically operated multi-plate oil bath clutch
  • Six-speed gearbox
  • O-ring chain
  • Bore x stroke 74.0 x 56.6 mm displacement 487 cm³
  • Rated output: 34 kW (46 hp) at 9,200 rpm
  • Max. Torque: 39 Nm at 7,800 rpm

landing gear

  • Double loop frame made of steel profiles
  • Telescopic fork, diameter 37 mm
  • Two-sided swing arm made of steel
  • Central spring strut with lever system, adjustable spring base
  • Disc brake front and rear
  • Cast aluminum wheels 3.00 x 17; 3.50 x 17
  • 110/70 H 17 tires; 130/70 H 17

Dimensions + weights

  • Wheelbase 1410 mm
  • Steering head angle 64.5 degrees
  • Trail 95 mm
  • Suspension travel f / h 120/115 mm
  • Seat height * 760 mm
  • Weight with a full tank * 187 kg
  • Tank capacity 17 liters

Measurements (MOTORRAD 6/1989)

  • Maximum speed 173: km / h
  • Acceleration: 0–100 km / h * 6.1 sec
  • Pulling speed: 60–140 km / h * 19.2 sec
  • Consumption *: 5.1 l / 100 km (country road)
  • Manufacturer information; * MOTORCYCLE measurements

Callbacks

Nothing officially known, around 1990/91 timing chain tensioners and loosened cylinder liners were exchanged on goodwill.

Model overview

1989–2000: GS 500 E (GM51B)

Facelift? Rather little: i.a. 1990 handlebars higher and wider, handbrake lever adjustable; 1991 harder spring for the central spring strut; 1992 preload fork springs; 1994 muffler and ignition modified, narrower handlebars; 1996 Air filter, carburetor and ignition changed.

Mileage: 15,000 – 80,000 km Used prices: 500 – 1,500 euros


Buying a used Suzuki GS 500 E: The perfect A2 all-rounder


Herzog, Schwab, Siemer

1998: GS 500 Sport

The German importer imitated what many private customers demonstrated: to clad the GS 500 E with full fairing, mostly from Five Stars and under the special model name “GS 500 Sport Limited Edition”. Already in 1994, 1998 (pictured). Second-hand offer? Very limited.

Mileage: 15,000 – 50,000 km Used prices: 800 – 1,500 euros


Buying a used Suzuki GS 500 E: The perfect A2 all-rounder


Herzog, Schwab, Siemer

2001-2007: GS 500 (GM51A)

In the first and last major model revision in 2001, the GS 500 lost the E in the name, but got a. firmer suspension elements, a larger disc brake at the front, a 20-liter tank, new instruments, a new seat, a one-piece handlebar and a new rear. Mileage: 15,000 – 50,000 km Used prices: 800 – 1,500 euros

Mileage: 10,000 – 40,000 km Used prices: 1,000 – 2,300 euros


Buying a used Suzuki GS 500 E: The perfect A2 all-rounder


Herzog, Schwab, Siemer

2004-2007: GS 500 F (GM51A

The F in the model name stands for “Fairing” (Disguise). They were finally available ex works from 2004 (production in Spain instead of Japan) and in the style of the GSX-R models. In contrast to the bare GS 500, the F is equipped with an oil cooler. New price 2004: 4,780 euros.

Mileage: 10,000 – 25,000 km Used prices: 1,500 – 2,500 euros


Buying a used Suzuki GS 500 E: The perfect A2 all-rounder


Herzog, Schwab, Siemer

Conclusion

Forget the horror stories about the build quality. Admittedly: (Series) exhaust and weld seams like to rotten, the paint isn’t thick either, but are you looking for a show bike? Even! The basis is rock solid. But also forget the topic of pillion suitability. The GS is only suitable for single offenders!

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