On the move: comparison of the Honda CB 500 Four and Suzuki GT 550

Posted on by admin

Menus

On the move: comparison of the Honda CB 500 Four and Suzuki GT 550
Jahn

Comparison test classics

On the move: Honda CB 500 Four and Suzuki GT 550

Content of

The Honda CB 500 Four and the Suzuki GT 550 share a fate: They have a lot of qualities to offer, but have always been overshadowed by the larger models.

Honda CB 500 Four, Suzuki GT 550

In the late 1960s and early 1970s, motorcycles such as the Honda CB 750 or the Suzuki 750 GT revolutionized the motorcycle world, each in its own way. The Honda set standards in terms of performance and smoothness with the transversely installed inline four-cylinder, while the Suzuki, with its water-cooled three-cylinder two-stroke engine, set new standards in terms of torque and touring suitability.

The CB 750 and the water buffalo established a nimbus that continues to this day. And as in real family life, the smaller siblings were always overshadowed by the big ones, even if they certainly had qualities to offer. Although the CB 500 Four and GT 550 played in the same league for a long time, they never faced each other in a comparison test.


Jahn

In contrast to its big sister, the CB 750, the cylinders of the 500 are upright.

Technically, they had little less to offer than their larger counterparts. The Honda inline four-cylinder engine was constructed similarly to the larger engine, but in contrast to this, it was designed with a short stroke and had wet instead of dry sump lubrication. The primary drive with an inverted tooth chain was much more advanced.

The technically similarly designed chassis was correspondingly more compact due to the significantly smaller engine. Honda offered the CB 500 Four in this form until 1978, modified from 1977 onwards, with a new tank decor.


Jahn

The side cover of the Honda CB 500 Four.

The three-cylinder Suzuki already visually stood out from that of its bigger sister. The “Ram Air” system was characteristic of the GT 550. A hood above the engine fed additional cooling air to the engine. The designers had also put additional effort into the separate lubrication of the two-stroke engine.

The system called CCI supplied the crankshaft and the cylinders directly with oil via separate lines. In order to minimize vibrations, the motor was completely encased in rubber. The unusual three-in-four exhaust system was based heavily on the top model. It didn’t make much technical sense, but it did provide optical symmetry.

The same goes for the chassis with the double duplex brake of the first GT 750 J. But in the second year of construction a disc brake replaced the drum brake. In further model maintenance measures, the look and technical details changed several times. The engine and gearbox had to endure profound interventions step by step. In 1977 the 550 series ended with the B model.


Jahn

Everything under control: the individual instruments and the console with the indicator lights.

The 48 hp Honda CB 500 Four appeared at the end of 1971 and received praise right from its first driving report in DAS MOTORRAD 15/1971: “The driving impression was really good. The humming engine is a boon. Only the rev counter shows that an engine is still running. ”

And Klacks also stated about the chassis: “It is noticeable that the center of gravity is lower than that of the 750 and that the machine makes a very handy and light impression in curves.” In 1972, MOTORRAD put the CB 500 Four through its paces and came back again a highly positive result: “The handiness and the good road holding together with the powerful and cultivated engine can be a reason to prefer it to the 750.”

In fact, compared to its bigger sister, it was undoubtedly the more homogeneous motorcycle that, although not boasting the power of the 750 engine, represented the more harmonious synthesis of chassis and engine. But the German customers only partially rewarded their qualities. It never reached the sales figures of the CB 750, certainly also because the price of 5600 Marks was too close to its 6600 Mark expensive bigger sister.


Jahn

Typically Honda: clear, simple lines, compact arrangement.

The same thing happened with the mid-range counterpart from Suzuki, the 48 hp GT 550, which appeared a year later. Klacks also gave her good grades in DAS MOTORRAD 19/1972. “The engine revs up to 7500 rpm perfectly – without any vibration, by the way. He not only has a wonderfully balanced and wide power range, but also a precisely stepped five-speed transmission. It characterizes the GT 550 J as a well-designed, very sporty motorcycle. The wide range of performance and closely spaced aisles offer the ideal. You can even score more powerful engines with it. ”Apart from a few minor restrictions, the chassis also earned praise:“ The lane keeping is first class, the steering behavior a bit tough. The double tubular frame is stiff, there are no noticeable twists. ”Accordingly, the conclusion spoke to the touring potential:“ This machine is not a short-distance weekend motorcycle, but rather a fast vehicle for long distances due to its possible continuous performance. If a 750 is too big and too heavy for you, you should take a look at the Suzuki GT 550 J. “


Jahn

Unusual: An air scoop ensures better cooling. The middle cylinder exhaust splits under the engine.

She also shared the fate of the Honda CB 500 Four. In terms of its reputation and sales figures, it could not hold a candle to the GT 750, but this was not due to the air cooling. At 5200 euros, it was also just over 1000 euros below the larger model.

Another handicap was the insurance tariff at the time. The customer had to pay exorbitant premiums for over 475 cm³, regardless of whether for 500, 550 or 750 cm³. The extensive costs deterred many customers from buying and moved them to buy the smaller models such as the CB 350 Four or GT 380.

Comparison of the concepts


Jahn

The side cover of the Suzuki GT 550.

But these facts are history. The comparison of two completely different concepts with very similar key data is still obvious today. As in May, their paintwork sparkles, the Honda in Candy Mint Green, the Suzuki in Candy Gipsy Red, in contrast to the numerous chrome parts in the late summer sun. The Honda that Garage48 made available to us is in absolutely original condition.

The Suzuki, model B, i.e. the last variant, from GT 550 specialist Dieter Brenner is even in mint condition. A few small modifications, such as the second disc brake in the front wheel, including steel-coated brake lines, benefit the function, the shorter rear fender of the US version of the optics. Both motorcycles are not only blessed with low mileage, but also functionally perfectly in line with their times.


Jahn

Modern times: a gear display informs the driver. Nice gimmick, but dispensable.

Shortly after starting with the electric starter, they go into stable idling. The inline four-cylinder of the CB 500 Four purrs discreetly, mechanically extremely quiet, while the GT 550-Drilling is somewhat more uneven, clearly more distinctive two-stroke. So it’s time to measure up. Once a Honda, always a Honda, is something that the connoisseur already sees during the seat rehearsal.

A compact sitting position, with the upper body slightly bent forward towards the narrow, ergonomically comfortable cranked handlebars, the driver immediately makes familiar contact. With the easy-to-use clutch pulled, first gear can be neatly engaged with little effort, typically Honda. The four-cylinder revs up uniformly and goes to work in an extremely cultivated manner.

He keeps his muscles in check in the lower speed range and wants to be turned, if things have to move forward quickly, even to the red area, which the engine can take without complaint. Only at speeds above 5000 / min does the Honda really work. The smoothness of the four-cylinder engine underlines the subjective impression. In the upper speed range alone, minimal vibrations penetrate into the handlebar ends. The engine also holds back acoustically. The hard, pressed sound from the four megaphone-shaped mufflers known from the 750s is present in the 500s, but not nearly as pronounced.


Jahn

Well-known size: The Suzuki is more expansive than the Honda in all dimensions.

Switching to the Suzuki quickly reveals clear differences. Behind the wider and higher handlebars, the rider sits more upright, more touring, although the footrests are arranged further back. Even when standing still, you get the feeling of sitting on a larger motorcycle.

The ergonomics appear far less compact. The clutch also requires more manual force and the slightly jagged shifting requires considerably more force, the shift travel is longer. Then the three-cylinder sets itself in the limelight, sustainably. It pulls through vigorously from 3000 rpm and increases it again from 5000 rpm. The GT 550 does not confirm the myth of the nervous two-stroke engine.

In contrast to the abrupt use of power by a 500cc Kawasaki H1, the GT 550 inspires with its powerful torque over the entire speed range. Supported by a sound that is simply enthusiastic: a muffled howl from the intake tract turns into bright singing as the engine speed increases, not obtrusively loud, but haunting.

With every acceleration process, the ambitious two-stroke fan gets a pleasant shiver down the spine. However, from 5000 rpm the three-cylinder reports significant vibrations that are not typical of the species. In fact, other GT 550 behave almost vibration-free.


Jahn

Specialist: Dieter Brenner built his GT 550 perfectly.

Over the entire speed range, the perceived performance of the Suzuki is well above that of the Honda. But the hard numbers speak a different language, subjective misjudgment? According to the homologation measurements of the TÜV, the Honda is even ahead in terms of power and torque – subjectively difficult to understand – only then does the GT 550 clearly outperform the CB.

The performance zenith of 48 hp is already at 7500 rpm for the Suzuki, the Honda needs 1500 revolutions more. Accordingly, the performance is on a similar level. The Suzuki sprints to 100 km / h in 5.4 seconds and to 140 km / h in 11.2 seconds, the Honda in 5.7 and 13.4 seconds. The top speed is even tied at 178 km / h. Once again amazed at how acoustic impressions can influence perception.


Jahn

Suzuki GT 550 versus Honda CB 500 Four.

The chassis also leave very different impressions. The Honda shines with both driving stability and handiness. It moves steadily up to higher speeds and circles both narrow and wide arcs in a pleasantly neutral way. The fork sensitively absorbs uneven floors; the struts offer comfort. The damping alone has evaporated over the years.

But even with the tail bobbing, the Honda remains stable on undulating corners despite the old original tires. It is impossible to imagine what could be done with the CB 500 Four with new spring struts and current tires. Even today, the enthusiasm of our ancestors about the chassis is understandable.

The single disc brake in the front wheel corresponds to the standard of the time and demonstrates how the technology has developed. It requires a lot of hand strength and then provides mediocre deceleration, support from the rear drum brake is advisable.


Jahn

Clearly visible: the Suzuki not only looks bigger overall, its engine is also significantly wider.

As with the engine, the Suzuki also leaves a completely different impression on the chassis. Despite the wider handlebar, it does not offer the handiness of the Honda and even looks slightly top-heavy in comparison. Greater steering forces in curves are required. 12 kilograms more weight, 90 millimeters more wheelbase and a steering geometry geared more towards driving stability take their toll.

The coordination of the spring elements seems less balanced. The fork and the shock absorber are not equally sensitive. On an uneven road, it performs much more powerful movements. But the driving stability gives little cause for complaint, at least with the current BT 45 tires. Even at higher speeds, it causes few problems.

The chassis, which was heavily modified from the A model, achieved a clear improvement. The strong pendulum movements complained about by drivers of the first models were almost eliminated. With the retrofitted double disc in the front wheel, the GT 550 can logically score, but in the original version the two competitors are roughly on the same level.


Jahn

Four pipes for a hallelujah: once in two-stroke, once in four-stroke, once from three, once from four cylinders.

At the end of an enlightening day, there remains a flood of impressions, some of a similar nature, some totally contrary: On the one hand, the Suzuki with an acoustically and subjectively strong engine that inspires, and a chassis that is satisfactory but less euphoric.

On the other hand, the Honda, whose engine is acoustically and vibrationally more restrained, but convinces with its harmonious, balanced chassis. With almost balanced driving performance, there is no clear winner even from a rational point of view.

Personal taste alone would have shaped the purchase decision in the 1970s, depending on the type of buyer. Two or four-stroke, three or four-cylinder, the more emotional part is undoubtedly played by the Suzuki, the more rational part by the Honda.

Technical specifications

 TECHNICAL SPECIFICATIONS
   Honda CB 500 Four  Suzuki GT 550 (B)
ENGINE
design type Air-cooled four-cylinder-
Four-stroke in-line engine,
two valves per cylinder,
an overhead camshaft,
rocker arm		 Air-cooled three-cylinder-
Two-stroke in-line engine,
slot-controlled, separate lubrication
drilling 56 mm 61 mm
Hub 50.6 mm 62 mm
Displacement 499 cm3 544 cm3
compression 9.0: 1 6.8: 1
power 48 hp at 9000 rpm 48 hp at 7500 rpm
Mixture preparation 4 round slide carburetors,
Keihin, Ø 22 mm		 3 round slide carburetors,
Mikuni, Ø 28 mm
ELECTRICAL SYSTEM
starter E-starter, kick starter E-starter, kick starter
battery 12 V / 12 Ah 12 V / 11 Ah
ignition Battery coil ignition,
contact controlled		 Electronic ignition
alternator Alternator,
150 W		 Alternator,
280 W
POWER TRANSFER    
coupling Multi-disc oil bath Multi-disc oil bath
transmission Five-speed, claw shift Five-speed, claw shift
Primary drive Toothed chain, gears Gears
Secondary drive Chain Chain
LANDING GEAR    
Frame type Double loop frame
made of tubular steel		 Double loop frame
made of tubular steel
Front wheel guide Telescopic fork Telescopic fork
Rear wheel guide Two-arm swing arm out
Steel pipe, two
Struts		 Two-arm swing arm out
Steel pipe, two
Struts
bikes Wire spoke wheels Wire spoke wheels
Front tires 3.25 H 19 3.25 H 19
Rear tire 3.50 H 18 4.00 H 18
Front brake Disc brake, Ø 276
mm, single piston-
Swivel saddle		 Disc brake, Ø 290
mm, two-piston-
Fixed saddle
rear brake Simplex drum brake,
Ø 180 mm		 Disc brake, Ø 290
mm, two-piston fixed caliper
MASS AND WEIGHT    
wheelbase 1440 mm 1530 mm
Weight 202 kg 214 kg
Tank capacity 14 liters 15 liters
Performance    
Top speed 178 km / h 178 km / h
PRICE 5998 Mark (1976) 5420 Mark (1977)
MANUFACTURER Honda Motor Co., Ltd.,
Tokyo, Japan		 Suzuki Motor Co., Ltd.,
Hamamatsu, Japan

Opinion on Honda CB 500 Four


Jahn

Honda CB 500 Four.

You can’t have everything: the Suzuki engine is amazing. He marches out of the speed cellar like a turbine, the Honda can’t keep up. Only their vacuum cleaner-like sound is not mine. The upright seating position on the GT 550, which invites you to relaxed touring, is pleasant. If it weren’t for their top-heaviness. On the other hand, the ergonomics on the more delicate CB 500 Four are sportier and more maneuverable.

I would have loved to combine both: the chassis and sound of the Honda, but the engine characteristics and the relaxed seating position of the Suzuki. Visually, with all the chrome-plated parts, their 70s paintwork and the unclad engines, they are a feast for the eyes anyway. Thomas Stutz

Opinion about Suzuki GT 550


Jahn

Suzuki GT 550.

Visually, a question of personal taste, the petite Honda is more on my line. The Suzuki looks more expansive, which is also reflected in the seating position. On the chassis side, the Honda is clearly ahead. The Suzuki shows minimal weaknesses in this discipline. But the three-cylinder scores points across the board. Sure, you have to like two-strokes, but this power delivery – even if it is rather unusual for two-stroke – inspires.

How the Suzuki bites at low engine speeds is always in a class of its own. Especially the sound: Regardless of whether the pilot or passers-by is listening to their expressions of life, their sound is simply beguiling, grandiose. My choice: the Suzuki, modifications not excluded. Waldemar Schwarz

Leave a Reply

Your email address will not be published. Required fields are marked *