Second hand advice Suzuki GS 500 E

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Second hand advice Suzuki GS 500 E
Holzwarth

counselor

Used purchase

Second hand advice Suzuki GS 500 E

Second hand advice Suzuki GS 500 E
Price plunge

The Suzuki GS 500 E has been one of the cheapest new motorcycles for years. The entry-level twin can also be got hold of quite cheaply on the second-hand market. Especially after involuntary contact with the ground, as with this specimen.

Uli Holzwarth

12/13/2003

The owner of the Suzuki is at the agreed viewing appointment GS 500 E still strong on the Viennese. “Was a bit dusty from standing in the garage,” he says, a little embarrassed,
while he unwaveringly removes the last remains of dirt. However, the Suzuki, which was registered in 1999, cannot have acquired a lot of patina, because the small twin makes a very good impression at first glance, at least when viewed from the left.
Rust, which is almost normal in a much-driven GS 500 E, is hardly to be found on this neat specimen with 17,800 kilometers on the speedometer. However, the unmistakable fall marks on the right side dampen the interest in buying. Both the muffler and the engine side cover, the lamp ring and the tachometer housing have ugly scratches that ?? the
Judging by traces ?? probably from
result from a rather harmless fall over on loose ground at low speed. Unfortunately, the tank also got a small dent.
These “slight visual defects” were already there when the then freshly baked driver’s license holder bought the Suzuki in April 2000 from a dealer. At the time he hadn’t bothered about it. Nevertheless, the owner is aware that he can only get rid of his 500 if he makes concessions on the price. With the basis for negotiation shown in the advertisement, the student has therefore “oriented himself to the price level of comparable GS 500 E on the Internet and deducted 400 euros from it”.
But in this case even the required 1990 euros are too high. After all, the range of used GS 500 E is immense. And among them there are well-kept, crash-free models with comparable mileage, which are often older, but because of the economical model maintenance on the part of Suzuki compared to this one, for much less money
GS represent the better offer. An argument that also makes sense to the seller. With a heavy heart, he reduced the price to 1,800 euros, which is still 200 euros too expensive for us.

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Model history – Suzuki GS 500 E

Suzuki’s marketing strategists seem to have been on the trail of the current stinginess is cool mentality as early as 1988 when they presented the GS 500 E at the IFMA trade fair in Cologne. Even then, the graceful twin for 6540 marks was considered a bargain. However, this price was only feasible because Suzuki relied on tried and tested technology for development. The pedigree of the air-cooled two-cylinder engine, which has been built almost unchanged to this day, goes back to the GS 400 from 1977. In addition, the red pen acrobats had a say in the development of the 500 series. In particular, the simple, far too softly tuned fork and the tough, but at the same time underdamped shock absorber were already criticized in the first tests. And these points of criticism are still valid today, even the thorough revision in 2001 did not bring any noticeable improvement. A lot of rust damage due to poor paint quality can also be attributed to production-related saving measures. The weld seams of the frame and the black, one-piece exhaust system are particularly affected. With negligent care, many specimens age in fast motion. Nevertheless, the GS 500 went like a slice of bread and became one of the best-selling motorcycles in Germany. The mid-range machine gained this popularity not only with an extremely durable engine, but also with its playful handling, great brakes and economical fuel consumption. Thanks to its low weight and low seat height, beginners get along well with the 500cc Suzuki, right from the start an was available as a throttle variant with 27 or 34 hp (from 1994) instead of 46 hp in the open version. If you are looking for an inexpensive entry-level, everyday or second motorcycle, you will not go wrong with a well-maintained GS 500 E, as long as you are ready to help the flexible suspension elements on their own. Then the little Suzuki is transformed into a pure country road runabout, with which even more mature people can have a lot of fun. Market situationBy September 2003, the GS 500 E had sold exactly 48,379 times ?? a proud record. After all, according to the Federal Motor Transport Authority (KBA), around 42,600 copies are still registered (as of January 1, 2003). Despite the still satisfactory demand, the huge inventory is sometimes problematic for sellers. If you advertise your immaculately preserved machine at a slightly higher price that corresponds to its condition, you run the risk of getting stuck on it, because there are so many cheaper offers on offer. To make matters worse, only a few model maintenance measures were carried out over the entire construction period, so even ten-year-old and therefore cheaply offered GS 500s are an alternative for younger generations, provided that the maintenance condition and the mileage are comparable. Even with an attractive price, providers must be prepared for potential buyers to haggle vigorously. In addition to the huge range, the competition, which has grown up since the mid-1990s, also ensures a relatively low used price level for the small Suzuki. Especially the more modern and more powerful models such as a Honda CB 500 and Kawasaki ER-5 with their water-cooled four-valve twins are increasingly digging the Suzuki. Therefore, especially in the case of the GS 500 E, the quotations determined by Schwacke should be treated with caution and no more than a rough guide. Experience has shown that the actually achievable price is usually well below these quotations, which, for example, put the dealer selling price for a GS 500 from 1999 at 2,400 euros (40,000 kilometers) and a 94 model (82,000 kilometers) still a proud 1,400 euros Even less experienced used buyers can dare to inspect a GS 500 without having to consult a specialist. The mechanics are considered to be durable and robust. With regular maintenance, the air-cooled two-cylinder should easily enable mileage of over 50,000 kilometers without revision. Caution is advised, however, if the previous owner often required long, full-throttle stages from the engine, which is already 25 years old, since in such cases the air-cooled unit can reach its thermal limits. The initial difficulties with occasionally broken timing chain tensioners and loosened cylinder liners should long since have been resolved in most of the specimens. The same applies to the malaise from the early days with eating bearings on the balance shaft, for which the Suzuki specialist Rainer Vater (phone 07457/2070) blames a clogged oil channel, caused by a shrinking seal on the clutch cover. A test drive should take place on quiet back roads in order to track down defective gears, which are noticeable with a howl in the corresponding gear. Otherwise you can deal with the maintenance condition of the Suzuki in detail. Because of the poor quality of the paintwork, especially in the first few years, corrosion in all possible and impossible places on the GS 500 E is an annoying constant issue that does not stop at the tank. So watch out for rust inside and on the folds! Leaking sealing rings on the fork and shock absorber are also quite common. Optimization It doesn’t take much to improve a GS 500. Progressive fork springs from the accessories with matching damper oil are always useful, as is a high-quality retrofit strut for sporty driving and pillion rides. Otherwise, we recommend installing a fork stabilizer, which helps the somewhat unstable front wheel position to noticeably improve steering precision. The optimization measures are rounded off by changing the tires to modern rubber, for example Bridgestone BT 45 or Metzeler ME 330/550.

Facelift – Suzuki GS 500 E

1988 presentation at the IFMA trade fair in Cologne 1989 market launch with 27 or 46 hp at a price of 6540 marks (model GM 51 B) 1990 frame reinforced in the steering head area; higher and wider handlebar halves; adjustable handbrake lever1992 fork with adjustable spring base1994 changes to timing, carburettor equipment, silencer and ignition system; Throttle version with 34 hp; narrower handlebars 1996 air filter, carburetor and ignition box modified due to stricter noise regulations; Maximum power 45 HP 2000 Delivery only with 34 HP (conversion to 45 HP for a surcharge) 2001 Thorough revision with minor changes to the frame geometry and tighter spring elements. Also new: larger front disc brake, tank with 20 liter capacity, rear fairing, seat, instruments, one-piece tubular handlebar (new model code WVBK) Tests in MOTORRAD * 6/1989 (T); 9/1989 (VT); 22/1989 (VT); 21/1990 (LT); 22/1991 (T); 1/1992 (VT); 8/1992 (VT); 14/1993 (T with 34 hp); 24/1993 (VT); 13/1994 (VT); 8/1996 (VT); 22/1996 (VT); 19/2000 (VT); 6/2001 (VT); 6/2002 (VT)

MOTORCYCLE Checkpoint – Suzuki GS 500 E.

Air-cooled two-cylinder four-stroke in-line engine, one balance shaft, two overhead, chain-driven camshafts, two valves per cylinder actuated via bucket tappets, wet sump lubrication, two Mikuni constant pressure carburetors, Ø 33 mm, contactless transistor ignition, no exhaust gas cleaning, electric starter, 230 watt alternator, battery 12 V / 11 Ah, bore x stroke 74 x 56.6 mm, displacement 487 cm3, compression ratio 9.0: 1, rated output 33 kW (45 hp) at 9000 rpm, max. Torque 78 Nm (7.9 kpm) at 8300 rpm Power transmission Primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Chassis Double loop frame made of square steel profiles, telescopic fork with adjustable spring base, standpipe diameter 37 mm, two-arm swing arm made of steel profiles, over Lever system articulated central spring strut with adjustable spring base, front disc brake, Ø 310 mm, double piston caliper, rear disc brake, Ø 250 mm, double piston caliper, tire size front 110/70 H 17, rear 130/70 H 17.Dimensions and weights, wheelbase 1410 mm, steering head angle 64.5 Degree, caster 95 mm, spring travel f / h 120/115 mm, seat height 740 mm, tank capacity 17 liters, weight with a full tank 189 kg, permissible total weight 380 kg. km / h Acceleration solo (with pillion passenger) 0-100 km / h 5.4 (6.9) sec Pull-through solo (with pillion passenger) 60 ?? 140 km / h 17.4 (25.6) sec Consumption 4.4 l / 100 km, normal gasoline

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