A factory Suzuki disc-valve 500 two-stroke square-four appeared on eBay this week, triggering memories of the time it was introduced onto the Grand Prix championship world stage. The year was 1982, and everything was, as usual, changing with dizzying speed. Barry Sheene had taken two titles on Suzuki in 1976-77, and Kenny Roberts had upset the balance of power with the more controllable “hit” of Yamaha’s inline-four 0W-48, which could get under power earlier in turns, thanks to its “Powervalve” variable-height exhaust port system. Three titles for King Kenny, 1978-79, and ’80. Suzuki came back with a power-softening system of its own, plus 10 more horsepower for good measure. Have a look at videos from this era – smoke shot from rear tires as bikes snapped sideways, catapulting their riders like rag dolls, whirling arms and legs. These were the final days of bias-construction tires, and Marco Lucchinelli’s 1981 strategy was to ride easy the first 7-10 laps, letting the others spin, smoke, and slither their rubber into gripless gum. Then he would move up inexorably. Yamaha had fought back with their own disc-valve square-four, the violent 0W-54, which boosted power by another 15 hp. That power usually beat the tire before it could beat the field, ending Kenny’s reign. Lucchi was champion. 
In 1982, the year of the beautiful Mk VII XR40 in these photos, all the greats were fast – Roberts, Crosby Spencer, Sheene, Uncini, Mamola – but despite winning only 5 of the 12 races, Marco Uncini was champion on the Suzuki by a clear 27 points. Dominance at last? Who could know that the combination of rising square-four power and falling bias-tire durability had made 500 GP racing vulnerable to a lighter, less-powerful bike that could get more life from its tires. Freddie Spencer, riding a corner-speed style on the underpowered Honda NS Triple, showed that the day of the disc-valve square four was done. He was 1983’s 500cc champion. By 1984 every serious 500 had reed valves like the NS, and Michelin had launched the radial tire revolution. Life is change. Each of these bikes is one frame from the action movie of race bike evolution, invisible to its participants. A third of a century later, it all seems to make sense. The seller says this bike is exceptionally clean and made of all the exotic stuff: magnesium, titanium and aluminum. It is said to be from the Team Heron stable and recently brought out of a Japanese collection. 
Thinking of this Suzuki and its spares with the thought of cleaning up in vintage racing? The many splat videos from that era suggest "Don't try this at home," although modern tires and judicious tuning may render the bike more rideable. Consider the words of Mike Baldwin, advising the TZ750 aspirant to tape off everything on the tach below 9300 rpm: "Go out and practice. If at any time the tach needle disappears, pull into the pits, park the bike, pull your helmet and gloves, and find the daily paper. Turn to the ‘help wanted’ section and look for other work." Only when he learned to ride the 750 in its linear region above the 9300-rpm hit did he become fast. Enjoy with caution! 
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