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/127678
p la n t received a new exhaust-port power-valve. Dubbed the AETC/PC (Automatic Exhaust Timing Control/ Power Chamber.. .try saying that 10 times fast), the unit's sliding valves have been totally reshaped, now with an oval cross-section. The new shape is said to provide better sealing of the exhaust port. The Power Chamber is a new area above the AETC valves, designed to increase exhaust system volume at low rpm. The 250 also has a 5% increase in cra nkshaft / flywheel mass, and a new digital COl ignition system, replacing the former model's ana log system. The expansion chamber has had its largest cone section shortened to increase high rpm power, while the kickstarting sys tem has a new steel bushing inside the swivel joint, and a larger number of teeth on the kickstart gear. The 1994 RM125 is a proven contender, having won both the Eastern and Western Regional Supercross titles, but Suzuki has nonetheless opted to equip it with the u p d a ted AETC/PC system and kickstarting system for '95. In addition, the tiddler gets a new coating of molybdenum disulfide and hard alumite on its wrist pin, a move aimed at increasing reliability and heat resistance. The waterpump drain bo lt has been repositioned to a less vulnerable location as well. Also, the transmission's third gear/driven gear combination is changed, from the previous model's 16/23 gear ratio to an 18/26 gear ratio, to distribute the load more evenly. Suzuki is the only major MX bike manufacturer that has opted to stick with Showa for their suspension chores; but fortunately, the ~ompany seems to have better luck than Honda setting up the units. Both the RM125 and 250 retain the Twin Chamber cartridge fork, which got good reviews last year, but Showa has made so me modifications aimed at reducing friction . The fork gets a double layer of molybdenum sulfide and Teflon on the inside surface of the fork tubes, and the fork springs themselves have been polished on their outer edges. The fork's d ust seals are now Teflon-eoated as well, and a hard chrome plating has been added to the centershaft, on which the free piston slides in the sub tank. Valving changes round out the fro nt suspension modifications. Out back, the shock's adjuster sections are modified, wi th the compression-side adjuster having a redesigned check-valve. The rebound-side adj uste r is redesigned without a check-valve. The main and sub pistons incorporate check-valves with refined shapes and flow routes for more progressive performance and smoother initial response. Like the fork, the shock enjoys new valving. The yellow machines have the same frame geometry, though a new steering head section has reinforcement areas made of chrome-moly steel and is manufactured by a precision casting method, rep lacing the previous pressedsteel construction. Other detail changes include a move to a different brake pad material; a rear sprocket made of a stronger aluminum and lightened by larger holes; and aluminum rear axle spacers instead of steel. Also, a new pulley-type throttle case replaces the former cable-slide system, and a different material was used for the seat cover . Fans of the little Suzuki RM80 will have to be satisfied with bold n.ew graphics, as nothing more was done to the Charley Bogard replica. Suzuki does not yet have prices available for the new RMs, but we'd be willing to bet that they're more than they CN were last year. (Above) As with the 250, Suzuki has made changes to redu ce fri cti on In the RM125's high-tech Showa fork. (Left) A pulley-type th rottle housi ng Is new for '95• . (Below) No techni cal changes have been made to the Suzuki RM80 for the new model year.