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
blue. The RM-E finally has a safety seat and the blue is much brighter. The tank, radiator shrouds, fenders and side panels are completely redesigned. The new decals are no longer placed on the tank, so worries of decals bubbling up and peeling are gone. The handlebars are painted gold, and a new dust/water cover seals the throttle-case housing. Starting the Suzuki gives no problems. When cold, it always fires on the third or fourth kick, and usuaJly on the first and second kick when warm. The petcock is located on the left side uf the fuel tank, while the choke lever is on the right. Clutch engagement isn't one of the Suzuki's best features. The lev.r is hard to pull in, a problem with RMs for some time. Luckily, the clutch works well and the lever doesn't have to be pulled all the way in. Dropping the RM into gear while idling doesn't produce a loud "clunk" from the transmission. The first thing we noticed about the RM's power is that it doesn't have a lot of low end, but that isn't anything new for Suzuki. Back in '82 the RM-Z was ultra-fast on top, but many riders complained it didn't have enough low end; they were right. Porting was unchanged in '83, but Suzuki installed a heavier flywheel and changed the ignition hoping to achieve better low end - it didn't work. Instead, the '83 RMs were slow revvers, and the new ignition didn't supply enough juice on top to make up the difference in the mild low end, The RM-E has the same flywheel weight, but with the slight exhaust port change, and the new exhaust pipe, it has more power throughout the powerband. but unfortunately, it still isn't enough. Mid-range is where the new RM is most potent. iL hooks up well between third and fourth gears, but low end and top end is lacking. Even though bottom-end punch is weak and midrange is so strong, the transition between the two is smooth. The only way to ride the RM fast is to stay within the mid-range, and never rev it out. Because of this characteristic, the Suzuki works best on dry and slick tracks. It doesn't waste time spinning its rear tire. The power is easy to manage and is predictable. Using the clutch is an important tool to make the RM go fast. Exiting tight turns, the clutch should be fanned to get up to mid-range as fast as possible. Usually one fan does the trick. If the space between tun:ts is relatively short, the RM will get to the second turn almost as fast as any 250. but if the straight is long and smooth, the Suzuki rider will wish he had more ponies from the RM. Suzuki opted for the smaller carburetor to aid in low end. However. many Suzuki owners we've talked to bore the carb out to a 38mm. The stock #300 main jet is too rich, and the extra jets that come with the bike are all richer. We dropped the jet down to a #280 and were pleased wi th the results. If the stock jellin!!; is maintained, the silencer will berome clogged with oil that hinder, power. What the Suzuki lacks in sheer horsepower is made up for in suspension. The RM easily outhandles any 250cc motocrosser we've thrown a leg over. The rear Full Floater suspension worked so well out of the crate we did not change a thing. The only complaint about the rear (Colllimu'd I@ pag(, W) In the past, Suzuki's Full Floater suspension was considered the best. This year the best'got better, but look for a major change in '85. Specifications Engine Suspension Type ... Liquid cooled. 2-stroke single cylinder Displacement _ 246cc Bore x stroke __ . 70 X 64mm Compression ratio 8.4:1 Starting system Primary kick Carburetion 36mm Mikuni Air cleaner Polyurethane foam element Lubrication system ..... Premix Intake system ... Full reed valve Front Air, oil damped. leading axle. 8 compo damping adj.• 11.8-in. travel Rear ... Gas/oil shock, 4 compo & rebounding damping adj., preload adj .• aluminum box-type swingarm. 13.0-in. travel Front brake type Drum, dual leading shoe Rear brake type Drum Front tire 100/80-21 4pr. Bridgestone Rear tire 130/80-18 4pr, Bridgestone Transmission Type ... 5-speed constant mesh Primary drive Helical gear Primary drive ratio 2.565 Final drive, .. #5200.1.0. chain Final drive ratio 3.571 Gear ratios 1st 2.076 2nd 1.857 3rd , , .1.500 4th 1.250 5th ' 1.000 Clutch , .. Wet, multi-plate Transmission oil. , ..... 0.85 qt. Chassis Frame type Rake. , Trail. Turning radius Chrome-moly, double cradle , , 60° 4.3-inches 7.5 ft. Electrical Ignition type Ignition timing Spark plug Suzuki "PEl" 14° BTDC at 8.500 r/min. NGK B8EGV Dimensions Length 85.2-inches Width , , 33.6-inches Height , 49.8-inches Seat height 37.5-inches Wheelbase 58.1-inches Fuel tank 2.4 U.S. gal. Net weight , 214 Ibs. Suggested retail price., $2,399 27