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The magic begins before it’s even set in motion. Or rather drunkenness. As he approached, the pilot took no notice and the RG 500 immediately bit him. A few seconds and he can no longer see the headlight and the turn signals. All that’s left is the racing wheel. Gamma, superb, stuns us with admiration. Rarely has a motorcycle looked so much like a racetrack machine. A little turn of the owner and the venom sinks even deeper. The hand caresses the all-aluminum frame, a shiver shakes the vertebrae at the sight of the 4 exhausts … the visit ends by drooling on the finish. At Suzuki, they did a damn good job.
It’s time to line up on the starting grid. Lawson, Gardner, Spencer, Sarron … Everyone is waiting to see our hypnotized youngster do battle on the hot tarmac. It will bleed ! More than to start and the 4 cylinders 2 T will howl. Just the time to…
Shit, have to unfold the kicker first. The mind comes to its senses. And yes, the RG 500 really seems out of the paddock. But to launch it, a little knuckle reminds us that this is a production motorcycle. A small part of an over-the-counter dream that competes directly and bluntly with the Yamaha 500 RDLC and Honda NS 400 R. A one-way ticket and the mill meows. We can set off for a personal GP session.
Head in the handlebars and drool to the lips? Not immediately. The Suzuki starts by welcoming you before launching the attack. The driving position, although the legs are quite bent, is not drastic. Sporty but reasonable, just like the handling. The bike can be taken without effort but is less agile than its competitor from Honda. No importance; the mill of the RG monopolizes all the attention of the pilot. By its exclusive character? No, by his civility and his education. He hardly vibrates, spares his voice while leaving it melodious and shows willpower from low revs. This 4 square cylinders … in what? Oh yes, let me explain this mechanism to you a little:
The engine of the RG 500 Gamma is a 4-cylinder with a somewhat peculiar design, even marginal compared to the main architectures that are the in-line or V-blocks. However, it is the type of engine chosen by Suzuki for 10 years. for his 500 GP. In fact, it is about 2 banks of 2 cylinders coupled in parallel. Each bench drives its own crankshaft, which itself transmits motion to an intermediate shaft. The box, of very small size, can be extracted from the engine in a few minutes without having to take out the mill. There is a system of valves and additional expansion chambers called AEC which allows to gain breath at low and mid revs. A process not far removed from Yamaha’s YPVS. On the carburetion side, a trick allows you to force-feed the engine. The technique resembles the V-boost of the V-Max. The carburetors of the opposite cylinders are connected to each other – suddenly, in the suction phase, one recovers the gases that the other does not use. Double dose for the receiving cylinder. Everything to stir the pistons; and they like it !
Voluntary at low speeds, the boiler gradually sends the sauce. After 5,000 rpm, you have enough watts to have fun. But the best is yet to come. The needle shoots towards the red zone at the same time as the motorcycle takes you at full speed. Some expect the effort to weaken once past the number 10; That’s it, believe it! The Suz propellant finds its full force here. After 10,000 revs, the engine goes wild and injects pure adrenaline into the pistons. He screams with all his vigor and leaps even harder. The past 12,000 revs, his forces let go, but he continues for another 1,000 revs. Watts, and pride all the way !
The motorbike spins as fast as the wind. And while the 500 Gamma claims the same top speed as the new 750 GSX-R, it prides itself on much better handling at high speeds. However, the design of the chassis is not far removed from that of the 750. A beautiful double-cradle aluminum alloy frame houses the engine and maintains a fork design quite similar to that of the GSX-R. But the RG 500 has a Full-Floater system as the rear suspension and it weighs only 154 kg dry..
Faced with the NS 400 R, the Suzuki is a little less rigorous but its road behavior is very homogeneous and bends without constraint to the whims of the pilot. Braking to the limit (frankly average for a machine of this size – this is THE weak point of this bike), entry into a violent curve, exit in big potato, the bike accepts without complaint and it is barely if it pumps a little bit from the back. On large phases of acceleration or braking, the attitude of the motorcycle varies very little: nose-up or unwanted dive, the Suz does not know. Good suspensions, a PTO system on the fork replacing the anti-dive, well-distributed masses, an engine that goes wild and this is how a replica propels you into the world of Roberts and Mamola. Except GP machines don’t have such narrow tires. A 120 at the rear fitted as standard on a rim which “does not lead wide”, it is not very serious and it limits the dynamic possibilities. But you know what…
This bike is so great that it will seriously mark its generation. Faced with the 500 RDLC and the NS 400 R, it has very serious advantages. In fact, the fight is even uneven and the RG 500 Gamma is already on the path to success. At the end of the straight, the checkered flag, just after a little inside to Spencer … It’s just a dream; but ain’t it fantastic when he performs with his eyes open ?!?
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6,200 €
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Replaces
RG 500 GAMMA 1986
Model marketed in
1985
1986
1987
Performances
-
Max speed:
228 km / h
The technical aspect
Suzuki RG 500 GAMMA 1987
- Frame
- Frame: double beam in aluminum tubes
- Tank: 22 liters
- Seat height: 770 mm
- Length: 2,100 mm
- Width: 695 mm
- Height: 1,185 mm
- Wheelbase: 1,425 mm
- Dry weight: 154 kg
- Operating weight: 181 kg
- Train before
- Telehydraulic fork Ø nc, deb: 140 mm
- 2 discs Ø 260mm, 4 piston calipers
- Front wheel:
110/90
– 16
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock absorber, deb: 130 mm
- 1 disc Ø 210 mm, 2 piston caliper
- Rear wheel:
120/90
– 17
- Motor
- 4 Cylinders
in square
, 2 stroke - Cooling: Liquid cooling
- Supply by rotary valves
-
498 cc
(56 x 50.6 mm) -
95
ch
at 9,500 rpm -
7.30 mkg
at 9000 rpm - Weight ratio /
power
: 1.62
kg / hp - Compression: 7: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Honda CBR 600 F 1987
Gallery
Related articles
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The magic begins before it’s even set in motion. Or rather drunkenness. As he approached, the pilot took no notice and the RG 500 immediately bit him. A…
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The magic begins before it’s even set in motion. Or rather drunkenness. As he approached, the pilot took no notice and the RG 500 immediately bit him. A…
-
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