Today’s Featured Listing spotlights a matched pair of bikes that were effectively rivals both on and off the track: Suzuki’s RG500Γ “Gamma” and Yamaha’s RD500LC. Both were Grand Prix replicas that used 500cc liquid-cooled, two-stroke four-cylinder engines, although Suzuki used a square configuration, as opposed to Yamaha’s vee. Suzuki’s design philosophy hewed closer to that of a race bike, and their bike wasn’t as easy to live with, but captured more of the racebike feel that buyers seem to have wanted, while Yamaha’s bike was more polished and refined which, ironically, led it to be seen as a bit tame in comparison. I doubt anyone would find either bike boring these days, with all that two-stroke noise and smoke, but Gammas have generally been considered far more desirable to modern collectors. Prices for both bikes have been steadily increasing for years, and these examples are two of the best.
Although Suzuki’s RG500Γ didn’t actually use the racing RGB500’s engine, it shared that machine’s square-four, two-stroke configuration, much in the way that Ducati’s Desmosedici shared almost no parts with the bike that inspired it, but managed to capture the essence of riding a Grand Prix bike on the road, and it looked and felt like as much like the real thing as was possible in a road-going motorcycle. The specifications were certainly unlike anything else that was available at the time: twin cranks, disc valves, four cylinders, and 498cc, surrounded by a lightweight aluminum frame and race-inspired plastics. A set of extremely compact Mikuni flat-slide carburetors were fitted on either side of the engine to keep the bike as compact as possible, and a six-speed cassette gearbox made track-specific gearing changes a snap. Suzuki’s “Full-Floater” suspension system and a set of the obligatory anti-dive forks gave razor-sharp handling to the 340lb dry machine. Suzuki’s AEC or Automatic Exhaust Control power valve helped to beef up the bike’s midrange and make it more tractable, but ultimately the bike was demanding and raw, giving it a race bike feel as well as looks.
The RG500 being offered here is an amazing example of Suzuki’s legendary road going square four two stroke, and probably one of the last remaining RG’s that hasn’t traded through multiple hands. It is stunningly clean with only 2300 original miles (3600 kilometer). It is an all-original bike that has been indoor climate controlled stored its entire life. This particular bike even has its original – from the factory – set of Michelin M48/A48 tires INCLUDING the factory oem Suzuki branded lead wheel weights front and rear.
This bike was purchased from its original owner 36 years ago in 1988 – just as you see it here. It was ridden about 800 kilometers, then prepared for longterm preservation and display in a private collection by its second and current owner in Birmingham, Alabama. Everything is stock and original.
This Gamma has been stored “dry” since ’88 with no fuel and it has never had ethanol. Carbs are clean and varnish free. Slides open effortlessly and snap shut at the release of right grip. Rubber airbox and carb boots are soft, pliable, and well sealed. Fuel tank interior is totally dry, rust free, and perfectly clean. All fuel lines are new and fresh.
The original foam air filter element was replaced with a NOS OEM Suzuki filter, not because the filter was dirty but because the original filter element was falling apart simply due to old age.
It has a brand new Yuasa YTX5LBS AGM battery (yet to be serviced with electrolyte). All fluids – including brake fluid, antifreeze, transmission oil, and injector oil have been flushed and replaced with new in preparation for this sale. The standard rubber brake lines have been replaced with Russell stainless braided due to blockage found in OEM hoses.
Engine kicks through easily and has great compression on all cylinders. No transmission leaks. Clutch lever, cable, and actuator action is smooth and silky and its transmission snicks almost effortlessly in and out of gear. Strong spark on all cylinders.
All rubber, plastics, foam insulation, heat shielding, radiator hoses, etc are original, perfect, and as delivered new from Suzuki’s Hamamatsu factory. Thanks to indoor climate controlled care and storage there is no degradation, cracking, discoloration, corrosion, faded paint or dry rot whatsoever. All fasteners and hardware are original and blemish free. Fork seals are dry and leak free and the brake pads, chain and sprockets are original Suzuki and appear as new. There is a small area in the anodizing on left side of frame under lower fuel tank edge. It appears to have been rubbed/chaffed during shipping/transport and its been there since the bike arrived in Birmingham some 4 decades ago, but otherwise all anodizing and surfaces on this classic machine is extraordinary.
The white/black/red/orange bodywork, including the paint and graphics are original OEM. It has a small decal blemish (a chaffed decal) at left rear of tailsection. The original windscreen still has the factory leading edge protective molding. Tank exterior is flawless. Fuel cap seals tightly. All lighting and switches work as delivered from factory. Clutch, choke and throttle cable action is smooth and each carb slide self-returns with no drag or resistance. Steering and suspension movement is free and smooth with no squeeks, creaks, drag, or resistance. Coolant overflow reservoir and injector oil tank are leak free and have no stains.
Bike includes both factory keys, matching locks, tool kit, and shop manual.
About the tires…Yes, the tires on this bike are the exact same original tires as delivered on the bike when it was new, which validates the extremely low 3600 kilometer (2300 miles) shown on odometer. OEM Michelin M48 rear 120/90×17 and A48 front 110/90 x16. The satin black powder coated rims have no chips, dings, or marks from tire spoons. The wheels/tires even have the original clip-on Suzuki logo’d lead wheel weights. Yes! these tires should be replaced before it is readied for use, but amazingly even after almost 40 years there is no dry rot or dry cracking- and they both still hold air. Tread depth on front tire is barely worn across entire profile, however the rear tire is pretty worn down in the center…as one might expect 😉
Simply put – this RG500 is probably one of the absolute best remaining Gammas on the planet.
Yamaha’s RZ500 has long been considered a lesser bike than Suzuki’s Gamma, although it share’s that bike’s four-cylinder, two-stroke character, albeit with a V4 instead of a square-four engine. When Yamaha set out to create their Grand Prix replica, they wanted to make sure the experience wasn’t completely off-putting to riders who loved the sport, and racing, but likely had no experience with actual racing machines. As a result, they designed a more civilized bike with a steel frame that was heavier than the aluminum-framed Gamma and made slightly less power, although the Japanese-market Yamaha used an aluminum frame to offset the government-mandated power restrictions in effect at the time. Power came from a a liquid-cooled 50° two-stroke V4 that featured twin cranks, a pair of YPVS power valves to boost midrange response, a balance shaft to smooth out unwanted vibration, and magnesium components to reduce weight. Lubrication for the two-stroke was handled by Yamaha’s Autolube oil-injection and, like the Gamma, the transmission had six speeds. Riders these days would find the handling and performance of both bikes to be very vintage but, for cognoscenti, each bike had a distinctive flavor, and the perceived performance disadvantage of the Yamaha means that prices are significantly lower, although they have seen a rise in recent years to keep pace with the Gamma’s ever-increasing values.
This is a supreme example of Yamaha’s last hoorah of 2 stroke superbikes built for production in the mid ’80’s. This is all-original, non restored screamer was last last ridden circa 1992/93. For the past 35 years it has been moth balled and on display in a private collection. It has been well preserved and recently fully serviced with all fluids changed (transmission oil, brake fluid front and rear, and coolant), along with an intricate and thorough carb clean, fuel lines replaced, and fresh Bridgestones mounted and balanced front and rear. Runs great, idles, revs beautifully emitting that unique Gran Prix shrieking exhaust tone of two stroke exotica.
This is a Canadian spec bike imported to USA by its original owner in 1985. I am second owner since new and have owned the bike for over 4 decades (I purchased in 1987). This bike has only 3700 kilometers – 2200 miles.
Brand new, freshly mounted and balanced Brigestone Battlax BT45/46 bias play tires. 120/80/16 front and 140/70/18 rear. The gold and silver OEM two tone powder coated wheels are true, straight and blemish free. Front and rear brakes have firm, solid lever pressure, and wheels spin free with no drag. No fluid leaks. All painted and powder coated surfaces and fasteners are clean, as delivered from factory, and free of any corrosion or discoloring.
Steering is smooth and linear with no notchiness, bearing clunk, or cable/wiring restrictions. Throttle action is smooth, crisp and self closing. Clutch lever action is equally as smooth. All switches, lighting, and gauges are fully functional. 2 stroke oil injection system is fully functional. Acceleration from idle to redline is smooth, steady, and hella exhilarating.
This bike has no fluid leaks whatsoever. Fork seals dry and clean, and suspension is fully functional with no squeaks or creaking. Fuel tank interior is clean and rust free. This bike has virtually flawless OEM plastic cowlings. Its paint has had no repairs or spot fixes. Yamahas of this era are well known for their brittle and aged cowling plastics that suffer from spider web cracks and broken mounted tabs but this indoor climate controlled stored superbike has all of its mounting tabs and factory grommets in place and unmolested.
The OEM paint and graphics are non restored and are in excellent condition. There are a few pecks and imperfections that can be found when examined for concourse presentation, but overall this machine shows as a 9.5/10. There are some scuffs on right expansion chamber and a blemish on rt rear corner of belly pan. I have both mirrors and both front turn signals. Original OEM lexan windscreen is optically clear and blemish free.
Bike is currently prepared for global shipping with no fuel or battery. I am including a brand new Yuasa battery, but it will need to be serviced with electrolyte
Also included in this sale is a Kenny Roberts limited edition Shoei GRV signature graphic helmet size medium.
I am also including two OEM factory Yamaha Kenny Roberts signature decals (which were featured on certain model RZ350’s) as extras. Some folks back in the day added these decals to their RZ500/RD500’s…
Has OEM factory, black plastic Yamaha Key. Ignition switch, gas cap and seat lock are matching and functional. Clear Alabama title in hand. Yamaha factory Shop Manual is included.
It is missing the black plastic chain guard
If you’re interested, there are plenty of additional pics of both bikes at their respective eBay listings. Two-stroke motorcycles evoke a very special kind of nostalgia for aficionados, with their sound and feel, their freewheeling lack of engine compression, the distinctive smell of burning two-stroke oil, the smoke, the ritual of the kickstart… there’s really nothing like them around today. Most two-strokes were simple off-road singles or road-going twins, although there were a few road-oriented triples in the 1970s as well. But, aside from the odd Honda NS400R, there were no other multi-cylinder two-stroke sportbikes in the modern idiom, and the entire category is really a class of just two-and-a-half, making these extraordinarily rare and desirable machines. They’re likely going to cost a pretty penny once the bidding is done, but these represent the best of each you’re likely to find. Which should you choose? Each bike features vintage sound and character, so it likely comes down to budget and personal preferences. But why not choose both?
-tad
