Buy Used: Suzuki GS500

Universal Soldier

WHAT IS IT
Basic twin-cylinder 500 four-stroke built to a budget.

WHAT'S IT LIKE?
Remarkably robust, good honest motorcycle that can be good fun to ride.

THE BIKE
On a recent trip to Europe and in need of some two-wheeled transport for traffic busting duties in Brussels, I was lucky enough (no, really) to score a fine example of Suzuki's best selling air-cooled twin, the GS500.

HISTORY
I'd be the first to admit that by modern standards the GS struggles to generate much in the way of excitement. However, having been given a new lease of life in Victoria at least, with the impending Learner Approved Motorcycle scheme to be rolled out later this year or next, the GS may set a few learner pulses racing.

Launched in 1989, the 487cc, two-valve, air-cooled GS has remained largely unchanged mechanically for almost 20 years and, amazingly, is still selling in the showrooms today in un-faired or fully-faired versions. What you get is a light, comfy and economical bike with good brakes and easy handling that's powered by a well-tried engine that makes adequate power.

From 1989 the GS500K/EL/EM didn't really changed at all, which means that the choice of model is very easy and can be largely determined by your budget and preference of colour.

In 1992, the GS500EN leapt forward into the technological wonderworld of adjustable suspension with the inclusion of seven-way, pre-load adjustment which helped to calm the saggy front-end.

The '93 EP saw the camshafts shimmed for end float, and the arrival of the diminutive handlebar fairing. Finally we have the GS500F that arrived in 2005 with its full fairing and still with its un-faired sibling.

ON THE ROAD
Unsurprisingly, the GS is a brilliant commuter and has proved itself in the hands of couriers the world over. It's also quite happy to go for a rip through the hills with enough vigour to make you feel like you're going pretty hard even if the truth is a little more relaxed. It'd handle or a bit of a solo summer jaunt with all the camping gear and I've even seen one touring in Europe two up.

However, it is not a sports bike. You could make it sporty, but in standard form it's budget transport. The handling is still pretty good though, courtesy of a low-tech, steel-beam chassis. Despite being somewhat clumsy in the finish department, the frame works very well. The rear monoshock is of course adjustable for preload only and somewhat saggy on any bike over five years old. Pre-'92 models had non-adjustable forks which formed an unholy alliance with the weedy rear shock in order to make life entertaining in bends, especially if there were few bumps thrown in.

Steering is a real strong point, as the lightweight GS with a dry weight of 170kg turns in with the slightest of inputs at the bars and in most situations settles comfortably on it's tyres to achieve quite startling angles of lean. An accommodatingly low seat-height of 790mm makes it a favourite with the ladies who appreciate the sheer convenience of the package. Comfort is pretty good given the cost of the thing and its actual size. Ridden solo, there's room to move around, and the footpeg/handlebar relationship fits most of humankind.

The engine is in my opinion a lovely thing. Sure there's well under 50 real horsepower at the rear wheel and you have to rev it to get the best from it, but the midrange is surprisingly punchy and copes with our freeway speeds easily. In Belgium my blue model happily tracked behind a CB600F and Pan European at an indicated 170km/h without any signs of distress on many occasions, which can't be bad.

In the braking department, the GS sports a huge 310mm disc and twin-piston caliper up front which does a sensational job of arresting its 170 kilos. This coupled with the well-matched disc at the rear means that the GS is ideally suited to the cut and thrust of a courier's life, where good brakes are vital. Equipment is slightly retro but in my opinion all the better for it. I like the look of clocks and a simple layout.

Another area where the GS scores well is with its frugal consumables costs. Ridden somewhere between brisk and comatose, expect between 18 and 25km to the litre. Ridden like a racer it may be as low as 15km. Tyre wear is pretty good too due to the light weight and low power. Cheapo, but adequate, rubber that's available means that $300 is all you'll need for up to 20,000 kays of travel. Another benefit of the lightweight and less-than-brutal power output, is that brakes, chains and sprockets get an easy life as well.

IN THE WORKSHOP
The engine has been around for quite a while in one form or another, tracing its roots back to the lowly, but also worthy GS400/425/450 line. Oddly for a DOHC parallel twin, its peak power of about 52hp is delivered at a screaming 9200 rpm.

However, most couriers and workshops report that this presents no real problems for the unit. In fact, the GS is highly regarded by nearly all those in the trade as being a model of reliability. In 1993, Suzuki shimmed the cam shafts to reduce end float (they tended to tick at idle and had caused some owners to have attacks of paranoia). The engines, even at high kilometres, are usually fairly quiet if well-serviced. This is one engine where if it rattles like a spanner in a tin bucket, walk away.

For the home mechanic the GS is no major challenge, after all there's only two cylinders, featuring the ubiquitous shim under bucket two-valve heads. There's no water cooling, and no time-consuming plastic to remove. If getting dirty is not for you, however, the servicing costs associated with GS ownership are minimal. Expect to pay around $125 for a minor service every 5000km, and around $185 for a major every 12,000km.

GS 500s tend to get used year-round as commuters and so wear is a bigger issue for them than for bikes that are primarily seasonal and recreational. Suspension linkages can be prone to wear which can go undetected. Pop the bike on its mainstand and have a shake sideways, and up and down of the rear wheel, listening and feeling for any knocks of free play. If there is free play in the up and down plane, there should be absolutely no more than about five mm. Having done that, check the steering-head and front-wheel bearings for knocking. Replacement isn't expensive and transforms the feel of the bike.

The cheap price of a GS is reflected in the build quality, so check for rust on the frame, and in particular the mild steel exhaust system and muffler. If the muffler is rusting through, aftermarket replacements are readily available. They do little for enhancing the performance unless accompanied by a jet kit and filter, but they do release a nice note.

On the test ride, don't expect the motor to pull your arms off. The GS has a nice steady spread of power all through its rev range. Any glitches in the delivery or stumbling in the idle will most likely be the result of carb balance and easily sorted. The motor should be quiet, but be sure that it's not burning oil. Head gaskets leak form time to time, but once again aren't hard to change. Check the exhaust deposits, and rev the motor quickly at standstill to see if there's any blue smoke from the exhaust. Given the kind of work that the bike gets used for, and the high revs it operates at, it's possible that there may be some piston and valve wear.

WHICH MODEL?
No matter which model you choose, for its size, it's a fun, easy to ride solidly reliable all-rounder. Its only downside is that for many it's just not big enough or sexy enough. But if that's not important, as a learner you won't be disappointed and as a seasoned rider looking for a fun alternative to scooter, I know which I'd prefer.

IMPROVEMENTS
Obvious really, fork valving and a quality rear shock spring from someone like Pro-Mecha or Hyperpro, aided and abetted by good tyres will transform the handling into outrageously capable. A Hindle pipe and Factory jet kit matched to a K&N airfilter lifts the mid-range enough to make the cost worthwhile, but mostly you get a gloriously fruity sound that engenders a smile long after the motor has been switched off.

USEFUL CONTACTS
Your local Suzuki dealer is always a good place to start, as is your local wreckers who will probably have wrecked a few over the years and have good secondhand parts available.

NOT SO GOOD

Star rating: ???? - yep four stars for providing so much for so little

Pics: Ellen Dewar/Suzuki Australia