Suzuki GS 500 E (2001-2011) Review: The Unpretentious Workhorse That Won’t Let You Down

Introduction

The Suzuki GS 500 E stands as a testament to the "less is more" philosophy in motorcycling. Produced from 2001 to 2011, this air-cooled parallel twin carved its niche as a dependable commuter, a favorite among riding schools, and a first love for countless new riders. While it lacks the flashiness of modern bikes, its simplicity and reliability make it a timeless machine. After spending a week with a well-maintained 2008 model, it’s clear why this motorcycle remains a cult classic for riders who value substance over spectacle.

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Design & Ergonomics

The GS 500 E’s design is straightforward and utilitarian. Its steel tube frame, unfaired bodywork, and round headlight scream early-2000s practicality. The 790 mm (31.1-inch) seat height is approachable for riders of all statures, and the neutral riding position—with slightly rearset pegs and a flat handlebar—strikes a balance between comfort and control. The narrow 173 kg (381 lbs) dry weight feels manageable at low speeds, making it ideal for urban maneuvering.

Suzuki kept the bodywork minimal, with a small flyscreen doing little to deflect wind at highway speeds. The analog speedometer and tachometer are easy to read, though the lack of fuel gauge (replaced by a reserve petcock) reminds you this is a machine from a simpler era. Paint options were limited to basic hues like black and blue, reinforcing its no-nonsense identity.

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Engine & Performance

At the heart of the GS 500 E lies a 487 cc air-cooled parallel twin, a derivative of Suzuki’s 1980s GS450 engine. With a 74 x 56.6 mm bore and stroke, this 8-valve DOHC mill produces 45.5 hp (34 kW) at 9,200 rpm and 39.2 Nm (28.9 lb-ft) of torque at 7,600 rpm. These numbers won’t set your hair on fire, but the engine’s character is where it shines.

Thumb the electric starter, and the twin settles into a lumpy idle—a signature of its 360-degree crankshaft. The Mikuni BST33 carburetors deliver crisp throttle response low in the rev range, making stoplight dashes surprisingly brisk. Torque peaks early, pulling strongly from 3,000 rpm, but the engine feels breathless past 8,000 rpm. The 6-speed gearbox shifts with mechanical precision, though finding neutral can be fussy when hot.

Performance-wise, the GS 500 E hits 0-100 km/h (0-62 mph) in 6.5 seconds and tops out at 161 km/h (101 mph). Fuel economy is stellar: 4.9 L/100 km (48.2 US mpg) translates to 340 km (211 miles) from its 17-liter (4.5-gallon) tank. On backroads, the engine thrives in the 5,000-7,000 rpm sweet spot, but highway cruising at 120 km/h (75 mph) leaves little passing power in reserve.

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Handling & Braking

The GS 500 E’s chassis is basic but effective. The steel frame and 55.5-inch wheelbase provide stability, while the 25-degree rake and 97 mm (3.8-inch) trail lend quick-but-predictable steering. The suspension—non-adjustable 37 mm telescopic forks up front and a preload-adjustable rear shock—is tuned for comfort over precision. Over broken pavement, the 120 mm (4.7-inch) front and 115 mm (4.5-inch) rear wheel travel absorb bumps adequately, though sharp impacts send jolts through the bars.

Braking duties fall to a single 310 mm front disc and 250 mm rear disc, both with twin-piston calipers. Lever feel is wooden compared to modern bikes, but stopping distances are respectable: 13.7 meters (44.9 ft) from 60 km/h and 39 meters (128 ft) from 100 km/h. ABS wasn’t an option, so threshold braking requires practice.

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Competition

In the 500 cc naked bike segment, the GS 500 E faced rivals like the Kawasaki ER-5, Honda CB500, and later, the Yamaha XJ6.

• Kawasaki ER-5: Sharing the same ethos, the ER-5’s 498 cc twin made similar power but felt smoother at high rpm. However, its chassis was softer, and parts support today is spottier.
• Honda CB500: The Honda’s liquid-cooled engine was more refined, but its higher seat height and complex fairings made it less beginner-friendly.
• Yamaha XJ6: Introduced in 2009, the XJ6 offered fuel injection and a modern chassis but weighed 30 kg (66 lbs) more.

The GS 500 E’s edge lies in its simplicity. Air cooling means no radiator repairs, and the carbureted engine is a DIY-friendly alternative to fuel-injected rivals. It’s also lighter than most competitors, aiding maneuverability.

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Maintenance & Ownership

Owning a GS 500 E is refreshingly low-stress. The air-cooled engine avoids coolant leaks, and valve adjustments (intake/exhaust: 0.03-0.08 mm cold) are needed only every 6,000 km. Use NGK DPR8EA-9 plugs and SAE 10W-40 oil (2.9L with filter changes). The chain-driven engine prefers regular lubrication—a Scottoiler or aftermarket chain kit from MOTOPARTS.store can reduce upkeep.

Common wear items include:
- Tires: The stock 110/70-17 front and 130/70-17 rear favor longevity over grip. Upgrade to modern rubber like Michelin Road 6s for better wet weather performance.
- Suspension: The basic units fade during spirited riding. Consider progressive springs or a YSS rear shock.
- Brakes: Swap pads for sintered variants and flush the DOT 4 fluid annually.

Fuel system cleanliness is critical. The Mikuni carbs gum up if left unused—add a fuel stabilizer during storage. For winter riders, heated grips (like Oxford’s Premium line) are a worthy addition.

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Verdict

The Suzuki GS 500 E isn’t a motorcycle that excites on paper, but it wins you over with its honesty. It’s a bike that forgives mistakes, costs little to run, and thrives in the daily grind. While newer riders might outgrow its performance, veterans will appreciate its mechanical purity—a quality increasingly rare in today’s tech-laden market.

For owners looking to enhance their GS 500 E, MOTOPARTS.store offers everything from upgraded air filters to stainless steel brake lines. Whether you’re refreshing a tired example or personalizing a trusty companion, this Suzuki rewards those who treat it as a blank canvas for practicality.

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Specifications sheet

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