Ron Grant shares his tuning secrets
Over the past few years a multitude of Suzuki 500s have been sold to a vast cross section
of riders, the majority of which were basically interested in primary transportation going
to and from work, school or other day to day duties. As might be expected, there were also
a number of purchasers of these bulletproof machines who, while they liked the longevity
and reliability, also yearned for more performance.
There are very few two strokes for sale today that have less written on the subject of
more performance than
the Suzuki Titan. Up to now available information on this particular model has been
sketchy and in most cases
inaccurate and misleading. Now for the first time we can tell you all the tricks needed to
transform the average
go-to-Sunday-meeting road bike into a stoplight contestant.
In an effort to provide our readers with all of the necessary facts and figures, we
contacted Ron Grant, who
let his hair down and showed how he goes about putting together, not only his competitive
ery, but also a combination that works extremely well for road use.
One interesting sidelight is that, while the performance is startlingly different, the
power spread is virtually
the same as the stocker. This in itself is unique. In almost all cases (99 out of 100),
when more power is dragged out of a given displacement you can count on losing at least a
portion of the power band. Not so with the Suzuki 500.
This particular motorcycle responded very nicely to the modifications shown on these
pages. We chopped almost a full 1.5 seconds off the ET at the dragstrip as well as
increased the top speed by almost a full 10 mph (at the dragstrip), which in itself is
certainly nothing to sneeze at. The only consideration between running at the drag and
riding on the street is the change in countershaft sprockets. We went from the 15-tooth
standard sprocket down to one that only had 13 teeth. This made a vast difference in the
ET's. For average running around town and an occasional weekend trip to the drags, a
compromise would be a 14-tooth cog providing you don't run the bike on the freeway all day
at 80 mph. If this is your primary goal, stick to the stock gearing. Naturally, when the
bike gets fine tuned, the rider may find it necessary to drop or raise one or two teeth on
the rear once you get the gearing close with the countershaft sprocket.
One nice thing about the 500 Suzuki is that because of the wide power spread the gearing
is not a critical
factor as it is on many of the other late model two stroke super bikes. The engine pulls
like the veritable
freight train and hills, surprisingly enough, do not seem to present much of a problem.
Top speed with standard gearing (with the rider tucked in) will be between 11 5 and 120
mph, depending on conditions and the size of the rider. The bigger the rider, the more
frontal area and a slower top speed you can expect. Let's face it. his kind of performance
is more than enough anyway.