Spondon F1 RG500

Suzuki F1 RG500, with alloy Spondon RGB500 chassis, Sugaya pipes, RGB500 carbs and ingnition.

For more pics see

Spondon F1 RG500

Suzuki G-54 RG500

I made a photo set of the very rare G-54, the precursor to the iconic XR14 and RG500 machines that went on to take Suzuki and Barry Sheene to world championship glory. The G-54 concept was born in May 1973, five years after Suzuki withdrew from Grand Prix racing following regulation changes by the F.I.M. But, after competing in the smaller 50cc, 125cc, and 250cc classes, Suzuki had decided to make a return, this time in the premier 500cc class. The G-54 was inspired by RZ63 250 four-cylinder, nicknamed ‘The Whispering Death’. This nickname explains why the model was already withdrawn from competition in 1965 without a single title to its name, dogged by unreliability and with a tendency to seize at high speed without warning. The new 500cc bike – where G denoted Grand Prix use only and 54, strangely, stood for 1974 – was designed and built under the stewardship of Makoto Hase and Makoto Suzuki. Barry Sheene got his first taste of the machine in November 1973, but to help keep the weight down the G-54 employed an open cradle chassis with no lower chassis rails beneath the engine. However, despite finishing second in its first ever Grand Prix at Clermont-Ferrand in April with Sheene aboard, by June the chassis had been replaced with a conventional double cradle design because without the lower rails the chassis was too flexible. It also had a two stroke oil pump. It was raced by Sheene, Paul Smart, and Jack Findlay that year. 

For more pics see

Suzuki G-54 RG500

Spondon RGTZ500

This Spondon RGTZ500 is a rather special bike, between 1989-1992 it was raced by Gerhard Vogt with a Suzuki XR71 V4 engine in it. This was the only private XR71 at that time. When Gerhard stopped racing the rolling chassis was sold to Jürgen Plaschka who mounted a Suzuki RGTZ500 square four engine in it with Bartol Yamaha 4dp cylinders, Mikuni TM35 carbs and a GHN gearbox. Jürgen raced it between 1994-1999 in the German 500cc championship and was often the best Suzuki between the ROC and Harris Yamaha's. 

For more pics see 

Spondon RGTZ500

Suzuki RG500 history

I found a very nice article on the interweb with lots of facts and trivia about the Suzuki RG500 and its riders. 

For the article and some nice pics see

Suzuki RG500 Bargy

Nico Bakker Suzuki RG500

Here we have some nice pics of a Nico Bakker Suzuki RG500. As far as I can see it has a heavily modified RG500 Gamma engine with dry clutch and RGB500 carbs. 

For more pics see 

Nico Bakker RG500

Lambretta Suzuki RG500

Here we have some pics of a rather special contraption, a Lambretta classic scooter with a Suzuki RG500 engine. You either love it or you hate it, there is nothing in between.
For more pics see
Lambretta Suzuki RG500
The site of the builder
Lambretta innovation

Isle of Man RG500 Gamma

Rhys Hardisty on the RG500 Gamma at the Classic TT of Man 2019, he did an average round of 112 mph (180 kmph)!!
For more pics see
Man RG500 Gamma

Golinelli RG500

Updated my Golinelli RG500 photo set with some new pics, that frame is a work of art!
For more pics see
Golinelli RG500

Suzuki RG500 prototype, the G-54

Barry Sheene behind the first RG500 that was made the G-54, this bike was the precursor of  the XR14. The bike wil be rebuild at Motorcycle Live which takes place at Birmingham’s NEC 17-25 November.
For more information see 
Suzuki to rebuild first RG500

RG500 and RG400 production numbers

Model Location Qty Yr MFG Dates
RG500G exported 7340 86 4/85 - 3/86
RG500G exported 606 87 4/86 - 3/87
RG500CH exported 806 87 4/86 - 3/87
RG500G Japan 22 88 4/87 - 3/88
RG500CH exported 510 88 4/87 - 3/88
Total 9284

RG400 Japan 5002 86 4/85 - 3/86
RG400 Japan 2-UK 863 87 4/86 - 3/87
RG400H Japan 348 88 4/87 - 3/88
Total 6213

RG500G UK 902
RG500CH UK 240
RG400 UK 2
Total 1144

Frame numbers
RG500EWC - HM31A-100001~
RG500EW-W (Walter Wolf type 1) - HM31A-102691~
RG500EW-2W (Walter Wolf type 2) - HM31A-105061~
RG500CH - HM31A-105405~
RG500G (E34) - HM31B-100001~
RG500CH (E34) - HM31B-101646~
RG400EW - HK31A-100001~
RG400EW-2/2C - HK31A-106287~

Here is the information on RG500's sold in Canada:
870 RG500G's were sold by Suzuki Canada
The first VIN was 0G2100012, the last was 9G2100882
There were 99 Walter Wolf models imported and sold
The first VIN was 0G2100883 and the last one was 2G2100982

Here are the country/model codes:
00 Japan ("Home" or "domestic" market)
02 United Kingdom
03 United States
04 France
17 Zweden
18 Switzerland
21 Belgium
22 Germany
24 Australia and New Zealand
25 The Netherlands
28 Canada
33 California

34 Italy

37 Brazil

39 Austria

53 Spain

For a complete list of Suzuki country codes see

Suzuki Motorcycle Country Codes Identification

VIN codes on all motor vehicles sold in North America may be deciphered as follows using this RG500 VIN code as an example: JS1HM31A2G2100951: 
JS1HM31A2G2100951 = JS1 HM31A 2 G 2 100951

JS1 : Japan Suzuki

HM31A: vehicle type

2: check digit

G: model year F=85,G=86,H=87,J=88 

2: plant code

100951: ID number

Earlier numbers, like 001 through 005 or so are usually destroyed, as they are "Production Prototypes"

Fior Suzuki RG500

Thought I knew all the RG500 racers until I stumbled upon some pics of a very special one made by Claude Fior. It has the Hossack front fork, a trade mark of many Fior bikes.
For more pics see 
Fior RG500

Ex Frankie Chilli F1 RG500

Based on its World Championship-winning RG500 racer, Suzuki's Gamma roadster retained the same square-four engine layout, geared-together crankshafts, and disc-valve induction. A box-section aluminium frame, 'Full Floater' rear suspension, and triple disc brakes completed the picture. More racetrack focussed than Yamaha's rival RD500, the Gamma, with its 150mph (240km/h) top speed, 11.5-second quarter-mile time, and superlative handling and brakes, remains the closest anyone has got to offering a modern Grand Prix 500 for the road.
Not surprisingly, many found their way onto the world's racetracks, the example offered here being one such. It was prepared in 1986 for the FIM's production machine-based TT Formula 1 race series, which pitted 1,000cc four-strokes against 500cc two strokes. Its creator was the Italian Team Gallina, whose founder, ex-racer Roberto Gallina, already had plenty of experience of campaigning the Suzuki RG500 in Grands Prix, his riders Marco Lucchinelli and Franco Uncini having won the 500cc World Championship in 1981 and 1982 respectively.
In developing the Gamma for Formula 1, Gallina used many parts taken from his Suzuki RG500 Grand Prix bikes, including a magnesium dry clutch, Kokusan GP ignition system, Mikuni TMX 36mm carburettors, Tecnomagnesio wheels, braced swingarm, special exhaust system, Forcelle Italia fork, and more. Out of six starts in 1986, Chili scored five wins and ended up 3rd in the Trofeo Grand Prix F1 and 4th in the Campionato Italiano F1. Frankie Chili went on to race for Gallina in Grands Prix, but it was his switch to World Superbike racing in 1995 that set him on the path to real success. In a 12-year career in WSBK, he scored 17 race wins and twice finished 4th in the Championship. The full story of the Team Gallina Suzuki Gamma is recorded in an article in Motociclismo d'Epoca (copy available). Believed to be the sole survivor of the three machines built, this ex-Gallina Gamma was raced many times by the vendor in 2014 and 2016 in the Italian Old GP Championship. It was photographed at the Varano circuit on the 50th anniversary of the start of Roberto Gallina's racing career. Roberto Gallina's signature is on the fuel tank together with that of Vincenzo Biagioli, maker of the special cylinders.

Footnotes
The ex-Team Gallina, Pierfrancesco Chili
1986 Suzuki RG500 Gamma TT Formula 1 Racing Motorcycle
Frame no. OHM31B - 101120
Engine no. M302 - 101050
• One of three built for TT Formula 1 racing
• In-period race history
• Many special Suzuki Grand Prix parts
• Signed by Roberto Gallina and Vincenzo Biagioli
(Thanks to Bonham's for the pics and the information)
For more pics see 
Ex Chilli F1 RG500

RG500 hill climb cars

This time some pics of 2 RG500 hill climb cars a Jedi and a Nero, the Nero is the one in the pic. Some information about the Nero. The Nero PF1 is a single seater race car designed and built in 1992 for use in Formula 500 circuit racing, 500 cc class speed hill climbs and sprints. The mild steel space frame chassis has aluminium sheet riveted in place for added stiffness, and can take a wide variety of motorbike engines up to 1200 cc. The Suzuki RG500 Gamma engine is a unique water-cooled 4 cyl square configuration including use of power valves. This specific engine was selected because of its high power (over 100 bhp), low weight and low centre of gravity. In this particular example the drive is transmitted by chain to a modified Mini differential. Numerous Mini parts have been utilised to ensure ready availability of spares and low cost repairs (if ever required). Mini 10" solid disc brakes are fitted all round, including inboard on the rear. On a technical note the suspension (in board all round), has been designed so that bump stiffness is completely separate from roll stiffness. This provides excellent road holding and is another unique design choice.  
For more pics see
RG500 hill climb cars

Restoring Barry Sheene's 1976 Suzuki RG500

Here we have some very nice vids of the restoration of one of Barry Sheene's old RG500's the 1976 XR14 bike.
Part one
Part two

Mark Philips and the F1 RG500

I found a great article on the Interweb about Mark Philips and the Suzuki F1 RG500 Gamma.
For more information see
Mark Philips and the F1 RG500

Golinelli RG500

Updated my Golinelli RG500 photo set with some new pics. Diego Golinelli is the man behind the beautiful Aprilia RSW250 frames, he also made some trick frames for the Suzuki RG500 Gamma.
For more pics see
Golinelli RG500

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.
For more pics see 
Wolfgang von Muralt

Skoal Bandit RG500

After many years we finally finished my RG500 project, it turned into a great bike. I am very pleased with the result!  
For more pics see
Suzuki RG500

Nico Bakker RG500 ex Rob Punt

Some pics of the ex Rob Punt Nico Bakker RG500 MK6 as a shed find. For more pics see  
Nico Bakker RG500

Differences between the RG400 and the RG500

When I was cleaning my mailbox I found some great information about the differences between the RG400 and the RG500, so here it is.
1. Carb slide needle and main jetting: 400 = #135 , 500 = #120.

2. Clutch: the 400 has some friction disks less (1 or 2, I’m not sure). See if your clutch will work OK so you may leave it as it is.

3. External sprockets and chain, 400 = 15 front /41 rear, 525 chain, 500 = 16/40, 530.

4. 400 pipes have only thiner stingers, all the bodies are the same.

5. Cylinder, piston: 400= 50mm 500=56mm 400 has 5 intake ports, 500 has 7 intake ports but smaller (but 400′s port in total I think give better flow – i.e. less divided area). External lower sleeve diameter 400=60mm , 500=66mm you need to rebore the upper crankcase. But I’m not sure if you can rebore your 400 cylinder sleeves to reach 56mm so you won’t need any crankcase machining (and won’t need to buy a 500 cylinder set). Remember the 400′s cyls may give a better intake port flow.

6. Heads diameter accordingly are of: 400=50mm , 500=56mm.

7. Conrods are the same, only its lower bearing consists of some more (1 or 2, I’m not sure) needles so they are closer each other. You may not bother splitting your cases and keep your 400′s bearings though if you go arround the stock 500 horse power (no much more).

8. Some small difference in the front brake rotors. 400′s are no “floating” type.

9. The rotary valves have different base, the 400′s is thinner and lighter so keep your 400.