Quadzilla crash course.

[x2468]

Hey guys, im new to the site, and new to 2-strokes. can you guys gimme a crash course on the quadzilla. everything there is to know. differences in the years. mods worth buying (best pipes, gearings etc etc). technical things worth noting about operations of the engine.speed and handling (turning, sliding, suspension, hill climbing). and reliability. just give me everything that comes to mind when you think of the zilla.

also, how would you compare it to the banshee, and the popular 4-strokes on the market (raptor, yfz450, ds650 etc etc) in respects to the terms i just question you about.

thanks in advance guys. im really just out to learn as much as possible.

[ReeperLT500]

Here's alittle info on the zilla.

The Suzuki LT500R "QuadRacer" is more commonly known as "Quadzilla" in the ATV community. It is the big brother to the smaller LT250R "QuadRacer". Both QuadRacer models share similar design features adapted to high-performance racing conditions and they each sport the same yellow and blue color scheme, but share very few components which are not interchangeable. The easiest way to differentiate these two models from a far is by identifying each QuadRacer’s blue, radiator grille. The LT500R’s grille features a single vertical vane through the center, while the LT250R’s grille features two vanes that are oriented horizontally.

The Quadzilla was offered only during the 1987 through 1990 model years. This fact makes it difficult to acquire a Quadzilla from the used market, and very difficult to find one in new condition. The 1987 Quadzilla product was known as the "H" model, 1988 was "J", 1989 was "K", and in 1990 it was "L". For example, sometimes you will see a 1989 Quadzilla identified as an LT500RK. The 1987 "H" model appears to have been sold in greater quantities than each following model year. This observation is ironic due to the fact that the 1987 model had a different powerplant than all of the following years. The 1988 "J" model featured the second-generation Quadzilla powerplant. This new engine appears to follow the same general specifications as its predecessor, however proof that it is different lies in the fact that components are not interchangeable and transmission gear ratios are different. In 1989, the "K" model received some chassis refinements. These refinements’ presence can be easily identified by white-colored A-arm front suspension, replacing the former silver-colored A-arms of previous years. In 1990, the "L" model received even fewer changes. I suspect the changes in 1990 were in response to manufacturing cost considerations.

The rear shock (damper) is manufactured to Suzuki specifications by Showa. This Showa damper used in the Quadzilla was found on Suzuki's RM line of MX bikes in as early as 1984. While the rear damper is rebuildable, the front dampers are not. Although the front dampers are not rebuildable, it is still possible to modify them to perform differently.

The Quadzilla remains, to this day, Suzuki’s largest-displacement and greatest-powered ATV. A new Suzuki ATV model, not to be confused with the Quadzilla, was introduced in 1997. It is identified as the "LT-F500". This new ATV is not a member of the QuadRacer family, has a smaller engine displacement figure, and far less horsepower than the Quadzilla does.


Standard LT500R features include:

High-performance, liquid-cooled, reed-valve, two-stroke engine
Suzuki Automatic Exhaust Control (SAEC) power valve for more power at all RPMs
Rugged manual clutch and 5-speed, close-ratio, transmission
Responsive flat-slide Mikuni carburetor
Gear-driven counterbalancer for smooth engine operation
Strong, lightweight aluminum rims
"T-type" seat for added support when cornering
Large, bright 60/55-watt halogen headlight with high and low beams
Front shocks feature progressive-rate springs with adjustable preload and 4-way rebound damping adjustment
"Full-Floater" rising rate rear suspension with box-type aluminum swing arm, remote gas-charged damper, and adjustable preload, 21-way compression, and 26-way rebound adjustments
Aerodynamic fenders
Optional LT500R features include:

Extra-wide front bumper
Lightweight, fiberglass skid plate
Suzuki Motor Corporation released the following specifications for the LT500R. As of this writing, only the wheelbase is confirmed slightly different across model years.

Displacement: 499.5cc
Bore & Stroke: 86mm & 86mm
Compression: 7.2:1 (corrected 6.3:1)
Carburetor: Mikuni TM38SS, flat slide
Lubrication: Oil premix
Ignition: Suzuki PEI (CDI-type), 4° @ 1,000rpm, 12° @9,000rpm
Starter: Primary kick
Transmission: 5-speed, manual clutch, no reverse
Transmission ratios: primary 2.142 (60/28), 5th 0.909 (20/22), 4th 1.100 (22/20), 3rd 1.333 (24/18), 2nd 1.733 (26/15), 1st 2.416 (29/12), final 3.076 (40/13)
Final Drive: #520 chain, O-ring sealed
Overall Length: 1,920mm (75.6")
Overall Width: 1,205mm (47.4")
Overall Height: 1,110mm (43.7")
Seat Height: 790mm (31.1")
Wheelbase: 1,345mm (53.0")
Ground Clearance: 110mm (4.3"), at rear axle
Dry Weight: 178kg (392 lbs)
Fuel Tank Capacity: 13 liter (3.4 gal) including reserve
Front Wheels: AT21x7-10 fully corded tires on aluminum rims, using 4 on 166mm bolt pattern
Rear Wheels: AT20x11-10 fully corded tires on aluminum rims, using 5 on 130mm bolt pattern
Brakes: triple hydraulic disk, single piston caliper designs
Front Suspension Travel: 9.1", double A-arm with adjustable preload and 4-way rebound damping
Rear Suspension Travel: 9.1", "Full Floater" linkage, adjustable preload, 21-way compression, and 26-way rebound (SLR 2.11:1)
Caster: 10°
Camber:
Trail: 42mm (1.7")
Toe-in: 11-19mm (0.4-0.7")
Turning Radius: 2.8m (9.2')
Turning angles: 32° inside, 25° outside (±3°)
Fuel: 85 octane pump fuel (R+M)/2
Warranty: three-month


Doesn't turn as sharp as a banshee. Suspension is pretty good. Top speed I believe is around 80mph which is still the fastest mph from factory on a atv ever produced. Good mods are pipe, carb, reeds, cool head. etc. For trails and tight turns I like my 250 but for going fast period I'd take the zilla. The zilla will take alot out of you to handle it. Takes along of energy to ride this beast. But well worth it. Hope this helps.

[Banshee]

The 87 has 6 head bolts the 88-90 has 7. Unless you are going to make your head bolts larger you want to get an 88-90. The A-arms are the only other difference on the Zilla between years. There is nothing that will hand with the Zilla Stock for Stock. Best pipe that I have seen is the Paul Turner Fat Boy 2 Pipe. If you can get one the LRD is even better but they don't make them anymore. As for reliablility it you build it right and replace all bearings and seals and not spare a penny on it you can have a reliable machine. If you are going to get a Zilla you really need have someone like SoreRacing who does a lot of Zilla rebuilds to do your first rebuild so that everything that looks worn will get replaced. After that first proper rebuild it should just be doing topends every year or so. The Swingarm on the Zilla is probably the worst design ever. Think about an aftermarket swingarm. That is all I can think of for now.

[87quadzilla_guy]

and the difference between the a-arms is that on the 87 the upper a-arms are square and 88-90 models there round like the bottom a-arms

[Banshee]

Originally Posted by 87quadzilla_guy

and the difference between the a-arms is that on the 87 the upper a-arms are square and 88-90 models there round like the bottom a-arms

Not true the 87 has a single bolt upper a-arm the 88-90 has a 2 bolt upper a-arm.

[Ian Munier]

Banshee and 87quadzilla_guy are both right- 87 had single bolt upper a-arm that was made of square tubing.

There are other differences between the 87s and the 88-90 that have not been mentioned. The 88-90 have different 4/5 gears than the 87s, and come stock with 13/40 sprocket sizes (the 87 was stock 13/42).

The 87 with a 6-bolt head does need attention. Some folks but in larger head studs, I chose to keep the original studs and have the head o-ringed. I now now longer have to buy head gaskets, just two high temp orings. This solution has been working for over 6 years now without a problem.

Another difference between the 87 and 88-90 is the reed cage and associated size of the reed cage cylinder casting. The 87's have a larger and different shape/configuration reed cage than that of the 88-90. So when you go to buy reeds for this machine, be sure to specify what year you have.

Holeshot posted some good information, but there is an error in the post. The front shocks are indeed rebuildable. Mine have been rebuilt and I had reservoirs added.

The swingarm is really not a horrible design, but it does crack and need welding. I finally threw mine away and bought a Laeger's +1 swingarm after having the stocker welded twice and having a break a third time.

It is important to keep an eye on the cases where the crank bearings live. The 500 has a lot of mass to throw around and the aluminum that the cases are made of is soft; where the crank bearings reside eventually gets hogged out and this can cause air leaks causing a lean condition. You know what that means.

The most important thing to mention is that these quads are old. Finding one in good shape is tough, and when you do find one know that you will have to check a bunch of things before you have a reliable rider. Mine has been running on the same top end for 4 seasons now with no failures. Don't get me wrong, I highly recommend one. This board along with macdizzy.com both offer much good information about this machine.

[Banshee]

I don't really count the shape of the a-arm to be a difference that will screw you up when replacing parts.

I forgot about the reed cage. People say the 87 setup is a lot more power but I have also heard that a proper port and polish can make the 88-90 equal to the 87 with a port and polish. In any case you are giong to want to do case inserts for the crank bearings there are lots of shops that can do this for you SoreRacing being one. I strongly suggest AGAINST Tudor's Performance. They did the case inserts on my buddies and it took about 2 months for him to get it back. Then when inspecting them noticed they put a hole through the case from clamping the case down in the machine they use. I have also talked with other people who have been screwed by him so consider yourselves warned

I didn't mean the swingarm more the carrier is a poor design. The adjusters on the back will snap off if you go over a large rock. From the power of the beast your carrier will pull forward on the left side causeing your chain and sprockets to wear wrong. Good move getting the aftermarket swingarm. I want one to replace the crappy banshee swing-arm

[Ian Munier]

Banshee,

Is the Banshee swingarm crap? I've never owned a Banshee. I did own a Blaster once and wasn't impressed with its setup.

I'd like to know more about soreracing. Do you have experience with them? Positive? Negative? Perhaps you could take this offline and send me an email with your experience there. The reason I ask is that since I can't seem to sell my LT500, I am considering porting and wonder what soreracing knows about porting LT500s. ianmunier@hotmail.com

Thanks!

[x2468]

thanx for all the info so far. now can you tell me about handling, and stock suspension. since all i am lookin at is woods riding. you know ruts, turns, and roots. so hows the handling on this beast. also, since there aren't any stock zillas (not that i can find anyway) what mods shoould i look for on a bike and what bikes should i maybe avoid that come on bikes. thanx guys, and one last request, when you name a mod can u gimme the estimated price in quotes like ($500) or somthin. thanx in advance. it really is alot of help. at the moment im lookin for that LRD pipe. just seeing if i can find it.

[x2468]

btw, banshee, i love that icon.