Posts by Category: Suzuki

Suzuki December 22, 2018 posted by

Teenage Dream: 1991 Suzuki GSX-R1100 for Sale

The 90s sportbike market is booming right now. Folks that grew up riding or lusting after vintage 1960s and even 1970s bikes are steadily aging out of the hobby, and values for bikes of that era are already pretty high. Many people that lusted after 90s bikes, on the other hand, are right in that sweet spot, where they’re young enough to still enjoy bikes like today’s Suzuki GSX-R1100, but old enough to have some mid-career disposable income, now that the kids are headed off to college… And while the values of 1990s sportbikes have risen sharply, solid examples of some amazingly capable and entertaining machines are still available for much less than your average midlife crisis Corvette.

It also helps that the ergonomics of the big Gixxer, while considered pretty extreme at the time, are a far cry from the ass-up, head-down, seat-like-a-plank superbikes of today. In fact, the riding position could almost be considered “cushy” and far closer to a modern sport-touring machine. While still technically considered sportbikes, I don’t think that there were too many classes that would have allowed this later Gixxer to compete when it was new, but that wasn’t really the bike’s mission statement by the 90s. It was devastatingly effective at the kind of riding your average weekend warrior does, with relatively stable, predictable handling in spite of the near 500lb weight, good wind protection, and room for two-up blasts.

The majority of the package was pretty unremarkable, with an outdated but effective cradle frame, a full-fairing, a monoshock rear, and garish, neon-airbrush graphics. The biggest change from the earlier “Slabbie” and “Slingshot” GSX-Rs was the addition of updated bodywork with improved aerodynamics, including a fully-enclosed headlight unit. But the star of the show was definitely the engine, Suzuki’s hulking “oil-boiler” inline four that relied on engine oil, a high-capacity oil pump, and an oversized cooler to keep temperatures under control.

Displacement was up to 1127cc for this M-model version, and the factory claimed 145hp, although much more was available with careful tuning. These are famously tough bikes, and variations of the engine saw use in the later Bandit 1200 and GSX1400. But the writing was on the wall, and looming power and emissions requirements meant the addition of liquid cooling for 1993’s iteration of the big GSX-R to help it keep pace with bikes from the other Japanese manufacturers.

Of course, that meant even more weight, and while these things may disguise their weight on the move with a low center of gravity and good suspension, they’re incredibly heavy if you’re say, rolling one around your garage or a showroom… This example has obviously been cherished, and the seller appears to have been very meticulous when it comes to maintenance.

From the original eBay listing: 1991 Suzuki GSX-R1100 for Sale

I graduated high school in 1991 and this was my dream bike. At the time when I was 17, and was riding around a Riva 180 scooter as I couldn’t afford the GSX-R, and I recall them being about $8,500 new. So when I could buy one, I did and looked for the very best stock, impeccable bike I could find just like I saw on the showroom floor. This bike is insanely clean, all original stock parts including the rare factory OEM solo cowl. I went through just about every mechanical thing I could, not because I needed to but because I didn’t plan on selling the bike. See pics: I kept all the original replaced OEM parts like o-rings from cabs, needles, jets, o-ring seals, float bowl gaskets, etc. I wanted a bike that ran and looked like brand new and this one checks off both boxes. There was no expanse spared on this bike, period. The bike starts right up with choke, idles, and purrs along. I get told over and over not to sell, it’s just a really excellent example of a perfect bike. The bike is truly a time warp.

At 9,469 miles, I went through the bike entirely and correctly as follows:

  • Carburetors. First, all four of the head-to-intake pipe o-ring seals were replaced, head oil hose o-rings, all o-ring seals in the carbs, including the most important o-ring on the plastic slide with emulsion tubes, float bowl gaskets, needles, seat valves, pilot jets, air jets, seals from replaced original seals
  •  Brand new Bridgestone BT016R Pros with 40 miles on them, they still have the knobbies… I went with these because they looked to most original to the bike and have the correct profile. Some tread patterns do not look correct and the profile is off, these look similar to the originals
  • Brand new air filter
  • Brand new oil filter and Motul 5100 10W-40 oil, mineral based
  • All new OEM factory NGK plugs including one factory OEM spark plug cap that was loose
  • All new bearings in the wheels and sprocket carrier. All factory OEM with boxes and receipts [NSK, NTN, etc. No Chinese bearings.]
  • EBC sintered brake pads new front and rear. 40 miles on them
  • Full hydraulic flush of brakes and clutch with Motul 5.1 fluid also at 9,469 miles
  • Recharged the rear shock with nitrogen to 140 lbs
  • New YUASA battery with trickle charger connection
  • Factory toolkit included, along with the original rear passenger grab handle
  • Factory solo cowl included

Bidding is up to near $6,500 with plenty of time left on the auction. These aren’t quite as desirable as the earlier models, but all GSX-R1100s are pretty collectible at the moment. Clean, carefully-maintained, low-mileage examples like this are very hard to find, something that’s reflected in the shocking jumps in prices we’ve seen in a very short period of time. They’re big, fast, reliable, and relatively comfortable. What’s not to like?

-tad

Teenage Dream: 1991 Suzuki GSX-R1100 for Sale
Suzuki December 15, 2018 posted by

Superbike Saturday: 1980 Suzuki GS1000S Wes Cooley Replica for Sale

Ah, the Good Old Days, when a top-flight superbike could offer serious performance, all-day comfort, and room for a date-night passenger in the same package. An era when tires were skinny and powerbands were fat, when one steering damper probably wasn’t enough, and engines were fully on display, stuck out into the breeze that served to keep them cool. But even back then, there were bikes that were more about synergy than brute power, bikes like Suzuki’s GS1000S.

The GS1000S might not look much like a sportbike by today’s origami-plastic-dart standards, but it most definitely was Suzuki’s big-bore superbike. How do we know? Well, it was piloted in AMA Superbike racing by Wes Cooley, with engines built by “Pops” Yoshimura. Power output didn’t match the Kawasakis and Hondas of the period, but the bike was relatively lightweight and its handling and braking were superior. Their racing success saw bikes with the blue-and-white color scheme retroactively known as “Wes Cooley” replicas, and who are we to argue with that logic?

Wes Cooley Replicas show up for sale fairly frequently, but real ones are pretty exceptionally rare: just 700 of the 1980 models were built, and even fewer were made in 1979, although the seller reverses these production numbers for ’79 and ’80. Regardless, it’s a very rare bike. The 1980 bikes were updated with electronic ignition, slotted brake rotors, and other minor cosmetic changes, including a stepped seat for extra passenger comfort… on your superbike. Otherwise, you’re looking at pretty typical 1970s UJM specifications: air-cooled dual-overhead cam inline-four displacing 997cc, five speed gearbox, and a dual-shock rear suspension.

The paint on this one looks very sharp, although there is some surface corrosion on the metal, and the seller mentions that the fork seals are original and will need to be renewed, along with the brakes. Although, how hard can that be? And as a bonus: vintage radar detector!

From the original eBay listing: 1980 Suzuki GS1000S for Sale

I bought this motorcycle almost 40 years ago in Tonawanda New York. Of all the motorcycles I have owned in my life, this was always one of my favorites.  This classic Wes Cooley Replica commemorated the AMA championships Wes Cooley won in 1979 and 1980.  There were 700 replicas built in 1979 and only 500 built in 1980. This is one of the 500 built as a 1980 model. After moving to Florida in 1986, I didn’t ride it as much and it ended up being stored in my garage. The bike has been stored for over 10 years.  

This bike is an original Suzuki 1980 GS 1000 S Wes Cooley Replica. Since there were only 500 of this model built of the 1980 model, it is one of the most sought after motorcycles in the last 40 years. As seen in the pictures the bike is in very good condition. I am the ORIGINAL OWNER and have title, bill of sale, owner’s manual, shop manual, tool kit and assorted advertising flyers which will be included in the sale.

Recently, I decided to have it overhauled at St. Pete Motorbikes.  The gas tank was sent out for restoration and lined with an epoxy finish, new tires were mounted and balanced, intake manifolds replaced, front master cylinder and calipers fixed, O rings, oil and filters, plugs and battery have all been replaced. The bike runs great!

It’s tough to part with my classic Suzuki, but I’m not riding anymore and would love for someone else to finish restoring it and enjoy this rare piece of motorcycle history. As you can see by the pictures, this is an amazing machine.  Minor scratches, some spots of paint missing and the gas gauge no longer works, but other that that, this beauty of 38 years and 21,165 miles is a remarkable piece of motorcycle history.  The radar detector I added so many years ago still works, as well as the rest of the gauges, turn signals and clock.  Somehow the side mirror glass popped out while being transported back to my house recently.

Keep in mind this bike is almost 40 years old, and the front fork seals are the originals and will need to be addressed as will the 40 year old brakes.  This motorcycle is being sold as is. 

Obviously, a perfectly-preserved original might be worth more, but this one works perfectly as a rolling restoration, and the radar detector will keep your insurance premiums low and block any windblast that sneaks around the comprehensive windscreen. This Wes Cooley replica might not offer knee-dragging lean angles or the grunt to keep up with modern superbikes, or even a V6 Toyota Camry,  but it’s a pretty competent motorcycle, a classic sportbike you could ride every day.
-tad
Superbike Saturday: 1980 Suzuki GS1000S Wes Cooley Replica for Sale
Suzuki December 7, 2018 posted by

Never this clean: 1998 Suzuki GSX-R 750 SRAD

In 1996, Suzuki endeavored to make its GSX-R 750 reclaim its spot atop magazine tests, superbike grids and riders’ wishlists with a redesigned frame that aped the RGV500 grand prix bike, and the introduction of the now-legendary SRAD ram-air system. Two years later, when this 1998 Suzuki GSX-R 750 SRAD was built, they had grown up even more, throwing fuel injection into the equation, which meant the little demon made 134 horsepower in a 394-pound chassis. The results showed up in 1999, with Mat Mladin taking the AMA Superbike crown on a final-year SRAD.

1998 Suzuki GSX-R 750 for sale on eBay

This 1998 Suzuki GSX-R 750 SRAD is from the first year of fuel injection, and has managed to avoid being crashed, stolen, hacked or hammered in that time. The seller says it sat in a collection for a decade or more, which definitely helped keep it out of nefarious hands. Trawl your local Craigslist for one of these, and you will be treated to a Murderer’s Row of aftermarket fairings, street glow kits, poor lowering jobs and gaudy extended swingarms.

This one isn’t without its blemishes, showing scratches and some surface rust consistent with 12,000 miles, but it’s a one-owner bike with a de-rigeur period Yoshimura pipe and frame sliders. Not perfect, but much nicer than most.

From the eBay listing:

One Owner Gsxr750 1998 Srad ,fuel injection.
Been sitting for 10+ years,sat in a collection :
New fuel pump
injectors
520 Race chain and sprockets
all fluids were replaced (Brake ,oil/filter…)
K/N filter
ELkA rear shock re gassed
new battery
front and rear tires replaced
The tires,chain sprockets,fuel pump and injectors have never been ridden on all New …
Yoshimura slipon and crash protection added back in the day
The bike has not been crashed all OEM but due to 20yrs it has marks,chips on it please look carefully .
Single seat was put on it for the first time last week otherwise it always sported the passenger seat including the owners book and first regt (also with the bike)
Very hard to find a Clean untouched gsxr750 1996-99 that hasn’t been butchered.
clean title on non op

The mostly clean fairings, new running gear and fluid refresh are all positive signs that this is one of the good ones. These bikes still haven’t hit the collectible market with any force, but it wouldn’t surprise us if that changes pretty soon.

Never this clean: 1998 Suzuki GSX-R 750 SRAD
Suzuki November 29, 2018 posted by

On Target: 1983 Suzuki Katana GS1100SX

It came from the 80s. And while that is an accurate tag line, the truth is it sort of oozed its way boldly out of the 1970s. Like the last of the front-engine Formula 1 racers, the Katana was visually stunning and stood at the pinnacle of old-school performance. Unfortunately, that pinnacle was really a precipice; the new world of liquid cooling, single shock swing arms, GP-inspired 16-inch front wheels, five valves per cylinder and aluminum perimeter chassis was just around the corner. By 1984 the Kawasaki Ninja made the Katana a hot-rod relic, and the remainder of the Big Four were close behind. Suzuki gamely fought back with the likes of the Gen I GSX-R, but the era of air-cooling was headed the way of the dinosaur. Yet for a brief period of time the Suzuki Katana was top dog – and remains an iconic model even today.

1983 Suzuki Katana 1100 for sale on eBay

The seller has provided an accurate account of how the design of the Katana came to be, but fails to note the pedigree of Muth (long time BMW designer responsible for the R90S, R100S, R100RS and R65LS to name a few), and the extent to which the Katana design language extended throughout the Suzuki model range. The Katana was the most visually extreme, but the XN85 Turbo and full range of GS models all retained key elements and lines of the Katana. But the Katana wasn’t just another pretty face. Stuffed full of a DOHC, 1100cc in-line monster of a motor, the Katana was claimed to be the fastest mass-production motorcycle of the day with 80+ HP (!). Beneath the styling, the rest of the bike was surprisingly pedestrian; a stock GS1000 chassis complete with twin shocks. Wheels are 19 inchers, likely chosen as much for style as performance. Ancillary components hang off the end of the crank, making this bike impossibly wide. While some technology peeked its way into the build (4-valve heads, anti-dive fork), the Katana was really a tarted up, big motor bike. Which is why we love it.

From the seller:
You are looking at a great condition 1983 Suzuki GS1100S Katana, one of the iconic bikes of the early 1980s.

The 1100cc model of 1983 replaced the 1982 1000cc model which was supposed to be part of a homologation program to make them eligible for Superbike racing.

The Katana project actually began in Germany with a company called Target Design in 1979 with Target Design to improve Suzuki’s GS1100. Ex-BMW designers Hans-Georg Kasten and Hans Muth partnered with Brit Jan Fellstrom to overhaul the Suzuki lineup. The Katana, named for the famous Japanese sword, first appeared at the Intermot show in Cologne in May 1980, and production examples appeared a year later with only a few changes from the show bike.

More from the seller:
This particular bike is part of a collection which is being sized down. It has been parked for quite a while and is NOT READY TO RIDE

It will require some attention to make it roadworthy if it is supposed to be ridden.

Please note that the title will show an odometer discrepancy according to the BMW regulations in Ohio. The mileage shown on the speedometer on the bike is 75, but the actual mileage is approx. 6060. The original speedometer showing 5984 miles will be included.

Complete and original (or period correct) Katanas are getting stronger on the money side. While time has tamed their brutal status as a monster – performance slower than that of a middleweight today – keep in mind that the chassis and suspension is pretty much 40 year old technology. While never a canyon carver in its day, Katanas today are best utilized for more genteel rides and for the show. Today’s bike is more on the show side of the fence, having traveled only 6,000 miles in its life and being the resident of a private collection. The seller notes that due to the time it has sat it will need to be serviced. That likely means carbs and tires, and any other pieces that have gone brittle with age.

This bike is currently at $4,500 with several days to go – and what appears to be NO Reserve. The current price is a bargain for a vintage Katana, although with over 100 watchers it will surely climb before auction end. We don’t see a lot of these, but looking at past pricing puts an average somewhere in the $8k arena. This bike appears cleaner than most, which may help elevate its value. Check it out here, and then jump back to the comments to share your thoughts. Is this a Love It or Hate It bike for you? Good luck!!

MI

On Target: 1983 Suzuki Katana GS1100SX
Suzuki November 20, 2018 posted by

Flawed Ducati Slayer: 2000 Suzuki TL1000R

By every objective measure, the Suzuki TL1000R fell woefully short of its design brief over its six-year run, missing the mark as a world-dominating superbike, Yamaha R1 competitor and genre-defining street machine. Plagued by its porky waistline and relative lack of power, and dogged by horrifying tales of its disappointing rotary damper rear suspension, the TL was a dud next to its contemporaries.

2000 Suzuki TL1000R for sale on eBay

All that said, the bikes are not without their merits. As street bikes in the hands of mortals, they’re a comfier alternative to the likes of the Honda RC-51, a cheaper, lighter and more powerful option than a Ducati 996, and still offer a scorching, torquey v-twin between the frame rails. They may not have been World Superbike conquerors, but that doesn’t make them all bad. To top it off, nice ones are cheap when compared to a 996 or contemporary R1, and there’s plenty of intel floating around on how to get out from under the stock suspension.

This 2000 Suzuki TL1000R has done a fair number of miles, but looks like it was babied. The pictures are a little thin on the ground, but from what we can tell, it is exceptionally clean and honest. Its owners apparently never worried too much about the rear suspension, which for street duty should be fine.

From the eBay listing:

For sale is my 2000 TL1000R. I have owned this bike for 3 years, always loved the big twins from Suzuki !!! I have personally known this bike since it was purchased new from the dealer. The original owner was an adult local dealership employee and friend of mine (cycle enthusiast). Second owner was another friend of mine (car collector), the bike was ridden sparingly by him. #3 owner is me. This bike has never been crashed, tipped over, on its side. This bike has never slept outside. Always loved and cared for by mature owners. I do have the stock exhaust on hand if desired. The bike is Thunderous with Yosh. If you have been searching for 1000R this may be your bike. I encourage that you contact me with with any questions regarding the motorcycle or sale conditions prior to placing any bids. If you are uncertain or unclear of anything please call me. I am not a big email guy, calls are the way to go to connect with me faster. Please read the terms and conditions below prior to any bids. SIX ZERO THREE 674.5572 cell.

Terms and conditions of the sale.

A deposit is due with 48Hrs. of Auction close in the amount of $500 via paypal.

Final payment within 10 days of close of Auction.

Payment is due in Cash-In-Hand in person or Bank Wire Transfer only.

No cashiers checks. No money orders. No Paypal for entire payment. Zero exceptions.

Shipping is the sole responsibility of the buyer. I will assist in any logistics necessary.

I am not a dealer, I am not a bike hustler, I dont really care to sell the bike. I am a serious guy that is super easy to deal with. Again please CALL if you have any questions.

Thanks !!!

For $5,500, this TL is probably near the apex of what these bikes are worth, but it’s unlikely that you’ll find one quite this nice on your local Craigslist.

Flawed Ducati Slayer: 2000 Suzuki TL1000R
Suzuki November 9, 2018 posted by

Feeling Lucky? 1998 Suzuki RGV 250 SP VJ23 Lucky Strike Edition

Hmmmm. A grey-market two stroke. I doubt anyone on this site will complain, as these illicit smokers have been in our DNA and part of our regularly scheduled programming since the beginning. And if you are going to collect something deliciously rare, why not opt for colors and livery that are slightly less common? Thus, today’s smoking example is just that: a tasty Suzuki RGV 250 SP in the very striking Lucky Strike edition colors.

1998 Suzuki RGV 250 SP VJ23 Lucky Strike Edition on eBay

The Suzuki RGV 250 should need no introduction. But just in case you’ve just jumped over from more current four stroke machinery, let’s whisk you back to a time when the BackStreet Boys and NSYNC were topping charts. What the world needed was something that sounded good, and the two-stroke soundtrack delivered. Based around a 90 degree v-twin, the second generation RGV represented the ideal mix of narrow packaging, perfect primary balance, and a wide-ish powerband. It was so good it was licensed by Aprilia for their excellent RS250 series bikes. This was a major leap forward from the archaic parallel twin formerly known as the Gamma, but there was more to come. Enter the VJ23 spec Gamma, and the world once again changed. 90 degrees gave way to a 70 degree vee configuration (better packaging and weight distribution), and unrestricted power was up to an estimated 70 HP. These were primarily Japanese home market bikes, so unrestricted expect to see about 40 HP on the dyno.

The RGV250 SP is technically a race replica, however it is in many ways race ready. A performer in the ultra competitive 250 home market class, the VJ23 has everything you might expect (and need) for the racetrack. Aluminum frame? Table stakes. Cool banana swing arm to maximize pipe and cornering clearance? Child’s play. Dry clutch for weight and internal drag reduction? I can hear the rattle from here. Adjustable suspension is another given, as is the solo saddle. Two-up racing is for side hackers only. Outside of the power and speed restrictions and the necessary road gear (lights, horn, etc) there is very little keeping this bike from being a track day hellion. And given that it is the last variant of the 250 Gamma lineup – as well as wearing the ultra rare LS livery, this example wins on drool factor as well.

From the seller:
Suzuki RGV250 SP VJ23 Lucky Strike
RGV 250
10,581 Kilometers (approx. 6500 miles)
Clean title
Plated and titled for street use in Washington State, but was originally titled in California, and is eligible for re-registration and street use in CA. Tabs will need to be updated for the street.
Excellent condition
Full custom fabricated exhaust, titanium slash-cut rear sets– everything else completely stock.
Good tires, fluids, new battery
Runs perfectly, lots of power!
Cosmetics are excellent, with a few minor wear and tear scratches– she has been ridden, loved, and never raced.
Unrestricted Suzuki 2 stroke motor.
Engine top end was rebuilt at approximately 2500 KM 😉

Here is the tricky thing about grey-market bikes in the USA: It’s way cool to be different, but it’s not always easy. Vehicles that were not officially imported into the US by the manufacturer are not guaranteed to be welcome at your local DMV. California is especially draconian about rules, unless you “know some guy.” The seller states that this bike was a previous Californian, and that would smooth the way back into the state but I am not familiar enough with vehicle registration laws in order to concur. If you are interested – and you should be, given that this is a freaking Lucky Strike VJ23 – additional research would be recommended. The seller also does not have much feedback on eBay which can be concerning, but giving the benefit of the doubt many folks have one of something to sell and may not be a habitual vendor on an online swap meet platform such as the ‘Bay. As always, RSBFS recommends you do your homework as a buyer. We can highlight the amazing bikes in the ether of the interwebs, but buying one is still caveat emptor.

Most good looking, late model two strokes do not stick around for long. They are in high demand and short supply. This particular example looks to be very clean. There are few mods (exhaust and rear sets – and possibly a tail chop) and the seller claims it is de-restricted with a top end refresh only some 1500 miles ago. The bike is currently sitting with approximately 6,500 miles on the all metric clocks. There has been some interest by bidders, with pricing at the time of this writing up to $7,100 with reserve still in place. Well-heeled collectors can pull the “buy it now” trigger for a mere $12,750. If the reserve lifts at the double digit threshold this bike could be considered well bought. It is late in the riding season and interest is starting to wane, but good bikes are out there for those on the lookout. This 1998 Suzuki RGV250 SP Gamma in wonderful Lucky Strike red/white might be just the thing to keep you warm as the days turn chilly. Check it out here, and good luck!!

MI

Feeling Lucky? 1998 Suzuki RGV 250 SP VJ23 Lucky Strike Edition
Suzuki November 7, 2018 posted by

Ready to roll: 1986 Suzuki GSX-R 750

Ah, the 1986 Suzuki GSX-R 750. There are plenty of reasons to love “slabbies,” from their awkward-but-functional bodywork that signalled a move to full fairings for the sportbike crowd, to their no-apologies approach to out and out speed, to the fact that decent ones are fast becoming prized collector bikes. This example is a clean but well-used base model with no frills add-ons or special treatments. It’s in a sweet spot where it can still be ridden and enjoyed, but will hold its value as these things get rarer.

1986 Suzuki GSX-R 750 for sale on eBay

With an aluminum frame, air-oil cooled 750cc four pot and a rack of flat slides, even the entry-level Gixxers were meant for the pointy end of racing grids, in an era when good amateur AMA racers could still rake in a pretty decent living in contingency money. And even if knee-down work wasn’t your bag, Gixxers were top of the heap street bikes well into the 1990s.

From the eBay listing:

Good Running GSXR750 Slabside

has had some fairing work in the past but is original paint and nice fork seals done last year
carbs cleaned this summer and a new Battery installed last week.

The speedometer and odometer work correctly , sometimes the side stand light stays on
Can ship if needed in the USA for a flat Fee of $600

to an airport depot near you ( you will need to pick it up)

For the $6,200 buy-it-now, you’ll get a clean and honest rider-quality 1986 Suzuki GSX-R 750. A collector and a rider. Can’t say fairer than that.

Ready to roll: 1986 Suzuki GSX-R 750
Suzuki November 5, 2018 posted by

Featured Listing: 1991 Suzuki RGV250Γ VJ22 for Sale

Update 11.6.2018: This bike has SOLD! Congratulations to buyer and seller! -dc

Today’s Featured Listing 1991 Suzuki RGV250Γ has styling cues very much like the four-stroke GSX-R of the period, and help the bike stand out as a Suzuki among the other bikes in the very competitive 250cc two-stroke class, even without their traditional blue-and-white graphics. Of course, if you’re missing out on shouty graphics, there’s still the RGVΓ, SAPC, and Made with the Grand Prix Spirit logos. This is actually a VJ22, the second generation of the little Gamma, and features a number of changes from the earlier VJ21.

The RGV250Γ followed the 250 two-stroke class template: a light and stiff aluminum beam frame, with an asymmetrical “banana” swingarm that allowed clearance on the right side for the twin “shotgun” expansion chambers in the case of the later VJ22 version seen here. The engine was a liquid-cooled, 90° two-stroke v-twin that eventually found its way into the Aprilia RS250 as well, along with Suzuki’s six-speed gearbox. The Suzuki version used “SAPC” or “Suzuki Advanced Power Control,” an electronic power valve and ignition timing system to boost the Japanese-market RGV’s out put from 45hp all the way to… 45hp. Yeah, these were restricted in their home market. Export models got more like 55-ish horsepower from the 249cc twin.

Combined with the bike’s sub-300lb dry weight, the bike offered plenty of performance for anyone willing to put in the effort to extract it. But straight-line power isn’t the point with any quarter-liter two-stroke: the RGV is all about corner speed and eats twisty roads for breakfast. The earlier VJ21 used a 17″ front and 18″ rear wheel like other bikes of the era, but the VJ22 used matched 17″ wheels front and rear, making it easier to fit modern rubber. Overseas, the RGV was a very popular little thrasher and fairly common, but these can be difficult to find. It’s ironic that, here in the USA anyway, the Suzuki-engined Aprilia RS250 seems much easier to find than the RGV250Γ that donated its engine.

From the Seller: 1991 Suzuki RGV250 VJ22 for Sale

Very rare in North America the Suzuki RGV 250 is a close as you get to a street legal bike from the golden era of GP racing. This example was imported from Japan and has Utah street legal title. The bike is runs well and was recently serviced with all fluids changed. This bike is un-restored and has several scratches and scrapes but for a bike of its age its in good condition. All mechanical parts function well. The bike has 8,837 kilometers on the gauges. Comes with a set of brand new Bridgestone tires that have never been mounted. $6,500 + buyer pays shipping.

The bike seems honestly presented and is in good, if not perfectly original condition. The levers, grips, rearstand spools, and brake lines aren’t stock and the color choices aren’t particularly subtle, but that’s fine, since you’d end up replacing them anyway if you’re going to ride it, or if you’re restoring it. The minor cosmetic flaws should be easily rectified without having to tear the bike down, and it would make a great, usable example.

-tad

Featured Listing: 1991 Suzuki RGV250Γ VJ22 for Sale