CNC Suzuki RGB500 alloy crankcase

Here we have a piece of art made by Ton Spek, a CNC Suzuki RGB500 crankcase! First he made a 3D plastic model and after that a CNC alloy one. The original RGB500 crankcases are made of magnesium and are known for leaking and oxidation, so this is a perfect solution. 

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CNC RGB500 alloy crankcase 

Ton Spek his website

Ton Spek Special Parts

Suzuki RGB500 MK9 X3

A 1984 Suzuki RGB500 MK9 Factory/Production prototype designated "X3". One of only five Factory prototypes produced in this last year of RGB500 production and developement. (Just 25 production Mk9's made in the same year.) It has a fully rebuilt MK9 engine with many new parts. Specific X3 marked, magnesium Mikuni carbs. An oversized Factory radiator. A "one-off" Factory fuel tank. Electronically powered tacho. 17" Campag front wheel, 18" rear wheel. New Avon tyres. Fully overhauled original front calipers and new discs. Has an aluminium Factory frame (number X3-RGB500), swingarm and yokes.
There were 3 base models of Suzuki RG500 production bikes through the years. The MK1 till 6 based on the XR14, the RGB500 MK7 and 8 based on the XR22 and the last versions the MK9 and 10 based on the XR45, equipped with exhaust valves and alloy frames.
In 1985 Suzuki opted to stop producing complete RGB500's, instead supplying Padgett's of Batley with up rated, magnesium cased, stepped RGB500 engines and their associated power valves and expansion chambers. Padgett's would then supply complete machines using a steel frame built by Harris Performance and based on the Suzuki Mk7/8 frame. A total of twelve engines were supplied to the Yorkshire based company with machines being built between 1985 and 1988.
One of the last bikes an MK14 was ridden by Darren Dixon, a Padgett's sponsored rider to victory in the 1988 British F1 Championship.
Not only Harris made frames for the RGB500 engine also Spondon, VRP and Nico Bakker did, they even made Delta Box frames in the last years.
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Suzuki RGB500 MK9 X3

Wolfgang von Muralt

This time a topic about a man who probably raced the most different types of Suzuki RG500's. He raced on RG500 and RGB500's, with alloy and steel frames, on different types of Nico Bakker RGB's, steel and alloy framed, on the factory XR70 and also on the TGA1 and the last years on the carbon fiber Ciba Geigy XR70. He did this with the help of Swiss Suzuki importer Frankonia. He also was one of the last persons that raced the RG500 in the GP's.
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Wolfgang von Muralt

The last "official" RGB500 ever made?

For the 1985 season Suzuki adopted a new approach in respect to their hugely successful RG500 partly in response to changes being seen in domestic racing. National championships were moving towards production based, four stroke formulas resulting in less demand for over the counter Grand Prix 500's. Suzuki opted to stop producing complete RG500's, instead supplying Padgett's of Batley with up rated, magnesium cased, stepped RG500 engines and their associated power valves and expansion chambers. Padgett's would then supply complete machines using a steel frame built by Harris Performance and based on the Suzuki Mk VII/VIII frame. A total of twelve engines were supplied to the Yorkshire based company with machines being built between 1985 and 1988. The machine offered is number 11 of the 12 and was ridden by Darren Dixon, a Padgett's sponsored rider to victory in the 1988 British F1 Championship. It was subsequently sold to Brian Burgess in November 1988 for his son, John, to ride in the British Superbike Championship which, at that time still allowed machines such as the RG500 to compete. The ACU eventually banned two strokes form the British Superbike Championship at the start of the 1990's. The owners continued to run the RG500 in National and club events until 1996. Roger Keen prepared the engine during the period that the motorcycle was racing and recently the engine has been stripped and rebuilt with new parts by Phil Lovet. The machine was recently returned to the livery that it wore when being raced by Darren Dixon in 1988 with the paintwork being applied by Padgett's.
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Harris Suzuki RGB500 MK14

The Suzuki RGB500

The last complete RG500 made by the Suzuki factory the 1984 alloy framed RGB500 MK9
1982 witnessed the introduction of a significantly revised version of the RG500 featuring a stepped cylinder, square four two stroke engine with two crankshafts rather than the four previously employed. Typed the MK7, the new machine was reputed to deliver approximately 115bhp. It was followed by the MK8 for the following season which, apart from some minor cosmetic changes was essentially the same as the MK7 retaining the power plant and steel chassis of its predecessor. 1984 marked the introduction of the final complete RG in the form of the MK9. The new model benefited from an increase in the size of the carburettors to 38mm from the 36mm previously employed, however, it was the chassis that received the greatest changes. The steel frame of the previous models gave way to an aluminum box section unit that had benefited from Suzuki's experience with the works machines. A 16 inch front wheel was complimented by an 18 inch rear and the bodywork was significantly revised.
For the 1985 season Suzuki adopted a new approach in respect to their hugely successful RG500 partly in response to changes being seen in domestic racing. National championships were moving towards production based, four stroke formulas resulting in less demand for over the counter Grand Prix 500's. Suzuki opted to stop producing complete RG500's, instead supplying Padgett's of Batley with up rated, magnesium cased, stepped RG500 engines and their associated power valves and expansion chambers. Padgett's would then supply complete machines using a steel frame built by Harris Performance and based on the Suzuki Mk7/8 frame. A total of twelve engines were supplied to the Yorkshire based company with machines being built between 1985 and 1988, the MK type range went on from MK10 to MK14. One of the last bikes an MK14 was ridden by Darren Dixon, a Padgett's sponsored rider to victory in the 1988 British F1 Championship.
Not only Harris made frames for the RGB500 engine also Spondon, VRP and Nico Bakker did, they even made Delta Box frames in the last years.
For more pics see 
Suzuki RGB500

Nico Bakker RGB500

This time some pics of the 1989 500cc Dutch Championship bike of Koos van Leijen. This Nico Bakker framed bike had a rather special engine, it was an RGB500 engine with MK11 cylinders, with the powervalve system of an RG500 Gamma. This with special expansion pipes by Herman Looman was enough to be faster then the XR45 powered Spondon Suzuki of Theo Louwes. A few years ago the frame and fairings of this bike appeared on Ebay. I did some bidding on it but did not win the auction. After that it showed up in a Performance Bikes magazine, the current owner is planning to restore the bike.
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Nico Bakker RGB500 Koos van Leijen