Top test Suzuki GS 500 F

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Top test Suzuki GS 500 F

Top test Suzuki GS 500 F
Half, please

Half the displacement, half the number of cylinders and far less than half the price. In the shrill GSX-R-1000 fashion, the entry-level class has a real top dog with the GS 500 F. The top test clarifies what else the two-cylinder can do.

Werner Koch


The Yamaha R1 driver raises his hand in greeting from afar, the splayed Victory-V in the carbon gloves casually signals the conviction: We are winners. R1 or GSX-R, it doesn’t matter,
we belong Together. Playing in the
first division. But whoosh is the hand back on the handlebars, the view behind the visor goes far into the distance. How annoying:
Presumption of office. Looked at the first moment
the Suzuki looks like a real GSX-R,
and then that: spindly slippers, sail-bar handlebars.
Even if the martial appearance smells a bit like Monaco-Franze, the newly designed Suzuki can convince.
The GS 500 F on the Ur-
Model from 1989. In the middle is the air-cooled two-cylinder engine with two overhead camshafts, but only two valves per cylinder. A circumstance that limits the power output so that the 500 series engine can last for 15 years
after its premiere in the unthrottled
Version still has to be content with 45 hp. Now, however, with modern exhaust gas cleaning.
Technical hocus-pocus is with the
GS 500 F not to be found. Everything down to earth-
good, manageable mechanics, nothing more and nothing less. Exactly this virtue was the guarantee for the long-term success of the GS-500-E types. The 2004 Suzuki can also be more than chic?
The MOTORRAD test lap will show it, because all test machines are fine on the 450-kilometer route
to the leather. Regardless of whether it is a 170-horsepower grenade or a 45-horsepower moped. The first few meters
A bit bumpy, with jerking and slight dropouts, the GS 500 starts its first test with a cold engine. A thousand meters later, the twin has come to terms, bubbles accurately and without hiccups. A bit tough when sprinting away from the traffic light, subjectively it lacks liveliness.
“Speed,” calls out the engine. You can
to have. The two-cylinder engine accelerates quickly and confidently shifts to the left lane on the highway. At 190 knots on the clock, that is a real 170 km / h, the luxury sedan disappears in the rearview mirror. Big ears and slightly downhill, it’s speedometer 200. And always cleanly on track. The wheels only like to thread into deep longitudinal grooves if the Suzuki gets a little upset.
But the wind protection is impressive, the turbulence and wind-
noises behind the window persist
within tolerable limits. When driving at night, the triangular headlight front shines brightly and with good side edge illumination for the GS driver the way home. The long arms of the rear-view mirror, which the GS rider can use to inspect what’s going on behind his back, are also flawless. On the other hand, annoying: the tingling ones
Vibrations that the twin chases through the steel chassis between 6000 and 8000 rpm and set the handlebars, tank and notches vibrating.
No more highway, from now on the test route criss-crosses the Swabian province to Lake Constance. Just the thing for the Suzuki. Snap from one incline to the next as light as a feather and mill thanks to the brilliant
Bridgestone BT 45 tires in G specification with astonishing lean angles
around the corners. No pitching moment when braking, reliable grip and very neutral, stable cornering behavior. The suspension comfort is not neglected either. Simple but great. That was not always the case, which is why the GS 500 E was rubbed off without mercy in the last test (MOTORRAD 6/2002). swam over it.
Why Suzuki has not finally improved the fork springs, which have been way too soft for years, remains a mystery. Especially in the context of production-
Relocation of the GS 500 F from Japan to Spain also changed the fork manufacturer. This is how the new GS dives
with very hard braking as usual until the stop by what the tire
acknowledged with light stamping and an unnecessary tendency to block. There are things!
The single-disc brake definitely has its qualities. Packs hard, can be properly dosed and does not die of heat even after dozens of full braking. In is missing on the handbrake lever-
of a range regulation, what is ahead
makes a little effort for all small hands. If you are bothered by the accessories, you will find it-
del (Delo, Gericke et cetera) adjustable levers, as well as a set of harder fork springs from renowned manufacturers.
Thanks to narrow tires and jolt-free load change behavior, we maneuver our way over narrow serps with ease-
tinen, up to the Swabian Alb.
A clear advantage when speeding around corners: the wide tubular steel handlebars and the compact, upright sitting position on the tight, nothing-
nevertheless comfortable seat cushion. Long-legged people might be bothered by the narrow knee angle, while short-legged people are happy about the only 775 millimeters
high and slim bench that makes turning, footing and maneuvering child’s play.
The passenger is also happy, who has nothing to complain about with the large seat cushion and comfortable knee angle. Apart from the slack fork, the Suzuki with a passenger is extremely neutral and stable for this class.
It’s nice that the GS 500 F, despite the aged engine technology and conventional constant pressure carburetor, cheats the crazy fuel prices with frugal drinking habits. 4.6 liters have to be tapped on the country road after 100 kilometers, at a constant 130 km / h it is only 0.2 liters more, and those who are satisfied with a top speed of 100 km / h get by with 3.9 liters.
Below 6000 / min the power is enough for a leisurely stroll, for the sprint it only gets down to business from 7000 / min. It’s a shame that the Suzuki is equipped with an endlessly long secondary transmission. In the last gear, a theoretical 216 km / h are possible, in practice one tooth less on the chain sprocket (15 instead of 16 teeth) would help acceleration and driving pleasure sustainably. So the six-speed gearbox is diligently digested to keep the 199-kilogram Suzuki on its toes. Whereby the crisp, short, precise shifting travels on long land-
road trips take their toll. Rubbed pressure points on the left big toe are due to the somewhat unhealthy-
term lever position and the hard loading-
activity. Tip before long tours: pavement
for hikers from the pharmacy, paste over the pressure point, and that’s good.
Patches for the little toes were attached in the last test. In the handling course and the circular path, the GS had to show what was possible. With 54 km / h and 10.6 seconds it sweeps around the circular path in a daring incline ?? real athletes are only a few tenths of a second faster. Even in the slow slalom, the tatters fly. Simply great, half a serving of GSX-R.

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34 hp version

As standard, Suzuki only delivers the GS 500 F in the 34 hp version.
The throttling from 45 to 34 hp takes place
via longer throttle valves, which do not fully reveal the cross-section of the 34 mm constant pressure carburetor, and modified main nozzles. A measure that doesn’t
only limits the performance, but also significantly changes the ease of revving and liveliness, as the performance diagram on page 50 confirms. There is also a comparison of the performance between the 45 and 34 PS version (brackets-
values) possible. In practice drives
the 34 hp engine is also noticeable
sluggish, with less revving and
a violent break in the draft
from 3000 / min, while the fuel-
consumption only minimally of the values
differs from the open version.
When the Suzuki GS 500 F is dethrottled, the short throttle slides and
matching main jets are due for around 93 euros. In addition, there is the necessary working time of around half an hour, i.e. around 30 euros.

Conclusion – Suzuki GS 500 F

Smart in shell, Suzuki occupies
lower middle class with a sporty, sophisticated look instead of yawning boredom. For 4800 euros there is a decent portion of motorcycle with solid
Technology and versatile usability, regardless of whether you are strolling through town, speeding around corners or on vacation. Deserve criticism
however, the slack fork and its effects on driving behavior.

Technical data – Suzuki GS 500 F

Engine: air-cooled two-cylinder four-
stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, two valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor, Ø 34 mm, uncontrolled catalytic converter with secondary air system, electric starter, alternator 200 W, battery 12 V /
8 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 39:16.

Bore x stroke 74.0 x 56.6 mm

Displacement 487 cm3

Compression ratio 9.0: 1
Rated output 25 kW (34 hp) at 8500 rpm

Max. Torque 33 Nm at 4600 rpm

Pollutant values ​​(homologation) in g / km
CO 1.310 / HC 0.360 / NOx 0.102

Chassis: double loop frame made of steel, telescopic fork, Ø 37 mm, two-arm swing arm made of steel, central spring strut
with lever system, adjustable spring base, front disc brake, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 250 mm, two-piston fixed caliper.
Cast aluminum wheels 3.00 x 17; 3.50 x 17
110/70 H 17 tires; 130/70 H 17
Bridgestone BT 45 »G« tires tested

Dimensions and weights: wheelbase 1405 mm, steering head angle 65 degrees, caster
97 mm, spring travel f / h 120/115 mm, permissible total weight 380 kg, tank capacity 20 liters.

Service data
Service intervals every 6000 km
Oil and filter change every 6000 km / 2.9 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 10 W

Spark plugs NGK DPR 8EA 9,

Idle speed 1200 ± 100 / min

Tire pressure solo (with pillion passenger)
front / rear 2.2 / 2.5 (2.3 / 2.8) bar

Warranty two years

Colors black, blue / white, yellow

Power variant 33 kW (45 PS)

Cost of dethrottling parts around 95 euros

Price 4780 euros

Additional costs 115 euros

MOTORCYCLE Measurements – Suzuki GS 500 F

Top speed ** 170 (150) km / h

0 – 100 km / h 6.0 (7.6) sec
0 ?? 140 km / h 13.3 (18.5) sec

60 ?? 100 km / h 8.0 (9.8) sec
100 ?? 140 km / h 11.9 (21.3) sec

Speedometer deviation
Effective (display 50/100) 47/92 km / h

Tachometer deviation
Display red area 11000 rpm
Effective 10600 rpm

Consumption in the test
at 100 km / h 3.9 l / 100 km
at 130 km / h 4.8 l / 100 km
Country road 4.6 l / 100 km
Theor. Range 435 km
Fuel type normal

mass and weight
L / W / H 2130/850/1150 mm
Seat height 775 mm
Turning circle 5500 mm
Weight with a full tank 199 kg
Load 181 kg
Wheel load distribution v / h 48/52%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 40.5 meters
Average braking deceleration 9.5 m / s2
Comments: satisfactory, good effect and controllability with warm brakes. However, the fork is on the block, the front wheel is stamping.

Handling course I (fast slalom)
Best lap time 23.2 sec
vmax at the measuring point 91.7 km / h
Comments: Relatively easy handling, but the softly tuned telescopic fork is annoying, which also warps a little when changing lean angles. The GS 500 F is at the tight turning point thanks to the ge-
struggle to drive load change reactions very easily and precisely.

Handling course II (slow slalom)
Best lap time 29.1 sec
vmax at the measuring point 55.0 km / h
Comments: good to very good handling, except for a slight twisting of the fork precise and precise steering.

Circular path Ø 46 m
Best lap time 10.6 sec
vmax at the measuring point 54.6 km / h
Comments: neutral, quick and easy to keep on track. The softly tuned chassis cleanly cushions the bumps at the joints, surprisingly good values ​​in speed and lap time.

Scoring: Drive – Suzuki GS 500 F

Respect, with 18 points the Suzuki achieved almost the full number of points in the load change criterion thanks to the smooth, jerk-free start of the carburetor engine. An immense advantage on tight bends and in city traffic. Therefore
the GS 500 collects with a cold start, due to manual operation-
the choke and annoying jerking, just five points.

Scoring: Chassis – Suzuki GS 500 F

The Suzuki is far ahead in terms of handiness with 27 points. The reason: handy steering geometry, narrow tires and a wide handlebar. At the chassis-
mood are deductions for that
too soft telescopic fork.

Scoring: Safety – Suzuki GS 500 F

A shame, also with the braking stability
the result suffers from the fork springs that are too soft and cannot cope with the good braking system. Sufficient for this test solo and with a pillion passenger for five or six out of ten points. On the other hand, the narrow front tire erects the machine only minimally when braking in an inclined position (righting moment), which
is rewarded with nine points.

Scoring: Everyday Life – Suzuki GS 500 F

Maximum score is earned
the Suzuki with low fuel consumption and a large 20 liter tank in
Things range. Therefor is missing
the economy car in terms of equipment and payload options.

Scoring: Comfort – Suzuki GS 500 F

The wind and wind is not bad
Weather protection. The GS secures this 14 out of 20 points. The kribbe-
On the other hand, some vibrations affect-
impregnate comfort. More
than twelve points are not possible.

Scoring: costs / environment

Extremely low maintenance costs make the Suzuki highly attractive for those on a tight budget. Surprisingly the low pollutants that
with unregulated catalytic converter and
Secondary air system can be achieved. In processing, however, the little Suzuki has to give up.

Was there anything else? – Suzuki GS 500 F

Full fairing in GSX-R design
Bridgestone BT 45 “G” tires
Oil cooler on the faired F version
Main stand as standard
Easy dismantling of the tank and cladding
Clear, mostly maintenance-
friendly technology
Fiddly setting of the
Rear spring base
Slight traces of corrosion
Rides in the rain
Primitive chain tensioner
Suspension settings
Solo fourth spring base at the back, with
Passenger in sixth position, otherwise no adjustment options
Defects in the test
Secondary air rubber hose-
systems exhaust side at full throttle
slipped (can be easily

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