Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/126772
a:: w ~ G ...J <{ 11. .... ;z e >- III en 0 .... 0 :I: 11. ~ 00 O"l ...... ~ c<"l ...... Cl.) ~ ;:3 ~ Test: Suzuki RM250E Mid-range po~erand • • suspeuslonDlagie Dlake a ~inner By Kit Palmer In 1982, Suzuki was the undisputed king of the 250cc class with the RM250Z. It had more horsepower than any 250, and the Full Floater rear suspension was far superior to the competition. A year later, Suzuki introduced the 1983 RM250X; it looked the same except for a new 26 tank decal, yellow fork legs, a blue seat and aluminum shock struts. But internal engine changes made the 250X slower; and suspension changes hurt the handling. That's when Honda's CR250R took over the 250cc class, and brand new '83 RMs can still be found at many Suzuki shops. Suzuki wants the number-one title back for '84, and the company's great yellow hope is the works-replica RM250E. The new RM-E looks startlingly trick, with new-styled fenders and a bright blue frame in a serious package of old and new. The motor isn't radically changed. It's still a water-cooled, single-cylinder two-stroke with dual radiators, 70 X 64mm bore and stroke, and a reed valve. Actual piston displacement is 246cc and compression ratio is 8.5: I. Porting is slightly changed, the exhaust ports reshaped. There's a new pipe, the expansion chamber no longer crossing the bike under the seat; instead, it comes up on the right and hides behind the side panel and is silenced by a new aluminum muffler, which replaces the old steel one. The silencer is lighter and 10mm larger in diameter, but unfortunately is not rebuildable. The '82 and '83 RMs u ed a 38mm flat slide Mikuni carburetor, while the '84 drops to a 36mm flat slide Mikuni. The wet, multi-plate clutch is the same, but the five-speed transmission gears are now made of the same steel alloy as used in Suzuki works machinery, nickle-chrome-molybdenum teel; that increases strength by 20%. Gear ratios are the same with a 50-tooth rear sprocket and a 14-tooth countershaft sprocket. The chain is a 520KD DJ.D. The new airbox is a welcome change. Since the first Full-Floater RM in 1981, the air filter arrangement was too complicated, a real joke to service. There were four separate foam elements, two located on each side of the bike. For servicing, both side panels and two airbox doors had to be removed. That problem is now history. The RM-E has a works-styled airbox located on the left side, with just one element. On the outside of the airbox are four circular indentations that can be cut out for better breathing. The whole system is sano. The frame and suspension received major modifications. The bluepainted chrome-moly frame is now a The Suzuki's powerplant is a relatively mild one. However. it has enough mid range to be a serious threat to its competition. works copy. It has a single downtube that splits before it reaches the exhaust manifold. The Full Floater su pension received fine detailing. Shock linkages are revamped and a lighter spring is used. Wheel travel is 13 inches. The remote-reservoir Kayaba single shock is fully adjustable for preload, with four compression and four rebound damping settings. However, access to the adjustments is rather difficult. Rebound adjustments require that the seat and right side panel be removed, while the reservoir must be detached from the frame to get to the compression damping. And even worse, the shock should be removed to adj ust preload. Like last year, the shock struts are made of aluminum alloy but are much shorter. The aluminum boxtype swingarm is redesigned. The rear section of the swingarm is indented to protect the axle nut from rocks and berms, but that makes it impossible to get anything but a socket around the nul. There are times when chain adjustments must be done quickly, and one tool, such as a crescent wrench, used to get the job done in one swoop. But nooool A 22mm socket must be kept in the Suzuki rider's toolbox at all times. The 43mrn Kayaba forks no longer have yellow legs, but do sport yellow leg protectors and blue boots. Wheel travel is increased from 11.2 to 11.8 inches, and the forks have eight compression damping settings. (According to Suzuki, each turn eq uals a 4% change.) Suzuki hasn't jumped into the front disc brake game yet, relying on the double leading-link set up. The rear brake pedal is protected by a new, aluminum rock guard attached to the frame with two bolts. Rims are aluminum alloy, with straight-pull spokes and a conical front hub. Last year, Suzuki was the only one of the big four not to offer a safety seat; but at least the RM's seat was