BUYERS’ GUIDE: YAMAHA SR500
This Japanese single-cylinder roadster seems to get better with age.
The Japanese single that bucked the ’70s high-performance trend
Yamaha’s SR500 may have been an attempt to cash in on the global success of its 1976 XT/TT500 trail bikes, but the SR has quietly built up its own loyal following over the years.
True, it might have taken a while for the SR to infiltrate the hearts of British riders, but our European friends have been in on the secret since the bike’s launch – it has enjoyed huge popularity on the European mainland as well as enjoying cult classic status back home in Japan. Now, at last, it seems that British classic fans seem to be catching on to the charms of Yamaha’s roadgoing derivative of the big XT. A few years ago, SR500 prices could be counted in hundreds, whereas nowadays an example in really good condition will make over £5000. Though the SR500’S engine was clearly derived from the XT500 unit, there were a number of significant differences when the roadster was launched in 1978. Some, like the 34mm carb (2mm larger), extra finning on the cylinder head and revised outer engine cases, were fairly easy to spot; but others, like the heavier crank flywheels, revised piston, electronic ignition and the larger-diameter inlet valve, were less so. And the rest of the bike went its own way, too. Frame tubing was heavier gauge, there was a disc front brake (and a rear disc for pre-1980 American-market Srs)and the styling was more flat-track meets roadster than the motocross-inspired XT and TT500S.
The result was a happy fusion of relatively light weight, more than decent handling and, thanks to some serious over-engineering in the engine department, a commendably reliable and durable machine (once a couple of early lubrication issues were addressed).
In the performance-obsessed UK market, sales proved somewhat disappointing. But in other world markets, the SR proved to be an instant and enduring hit. So much so, in fact, that the SR (albeit in short-stroke, fuelinjected 400cc form) is only now being phased out by Yamaha.
The SR500’S relative simplicity, popularity, long production life and the fact that revisions and updates throughout its lifespan were minimal, means that today there are a number of aftermarket suppliers/manufacturers who can supply anything you might need to keep an SR500 thumping on happily. And that’s great news for any classic fan who fancies one of Yamaha’s four-stroke singles today.
Because of the popularity of the SR with custom builders and owners more
concerned with the fun of riding rather than catalogue specifications, examples in original condition are getting a touch hard to find. But there are still plenty of decent bikes out there at the moment – and their simplicity means a resto to original spec shouldn’t be too difficult. If, on the other hand, you want to put your own stamp on a bike, an SR500 is certainly a good starting point.
If you like big four-stroke singles, admire Japanese classics and you’re looking for an easy-to-maintain bike that puts the fun back into riding, an SR500 might be just the thing to fill that empty space in your shed. Simple pleasures are often the best.
Perceptions and expectations have a habit of changing over time – and so it is with the performance of the SR500. Back in 1978, when the bike was launched, the superbike war was in full swing. ‘Bigger, better, faster, more’ seemed to be the mantra for all the Japanese manufacturers as they bust a corporate gut to outdo their rivals in the performance race. So it was no surprise when the press almost
universally panned the SR500 for being underpowered. But, 43 years later, a 90mph 500 single with an enviably slim profile and lack of bulk seems rather a good starting point – and a ride on a good SR underlines that.
Despite a reputation for being difficult to fire up, the SR500 is actually no harder to kick over than any 500 single – and a lot easier than some. Just use the decompressor lever to ease the motor over compression (there’s a window in the cylinder head with an indicator on the end of the camshaft to show the correct position of the piston for starting) and a firm lunge on the kickstart lever, with a closed throttle, should bring the bike to life. It’s easy (with the choke on) when the engine’s cold, and only a little harder when it’s hot. For those in-between engine temperatures, there’s even a ‘hot idle compensator’ button on the carb to make life easier.
Master the starting technique and the SR is ready to deliver a whole heap of low-tech old-school fun. It’s no slogger like an old-time Brit thumper – you need to keep the revs up to get the best out of the SR’S limited horsepower, but somehow that just feels like part of the fun. Punching out of corners and pitching into the next one is what the wonderfully slim and light machine is all about.
It may be far from the fastest 500 on the road, but the SR500 is one of those bikes that just makes you smile. Big, four-stroke singles are just like that. Motorcycling at its basic, elemental best – on the right roads. Pick a twisty B-road, or even a badly surfaced back lane and the SR500 makes so much sense. The front disc/rear drum combo is an almost perfect match for the bike’s modest power and weight too.
If you can, try one. You might find you don’t need anything more.