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/127759
TEST 1996 Suzuki RM250 By Donn Maeda Photos by Kinney Jones and KIt Palmer emember the Gallo Wine television commercial in which Orson Wells sternly announced that they would "serve no wine before it's time?" Apparently, Roger DeCoster does" Though the 250cc motocross machines from Honda, Kawasaki and Yamaha were r'e1eased to the public well over two months ago, DeCoster refused to affix his stamp of approval on the 1996 Suzuki RM250 until he was satisfied with what he saw. Consequently, the first quarter-liter 'Zooks won't arrive on dealership floors until mid-December. Though DeCoster's influence won't be readily apparent lU1til the '97 production line (the '96 RM250 was already mostly developed by the time DeCoster signed with Suzuki at the beginning of the '95 season), the five-time World MX Champion was able to make quite a few changes to the bike before it was sent into production. Reportedly, DeCoster's biggest gripes were with the RM's frame geometry, suspension settings and the motor's powerband, and the long delay in production was necessary in order to accommodate DeCoster's demands. So, you ask, was it worth the wait? In a nutshell, yes. Without a doubt, the yellow and purple machine is the best 250 that the manufacturer has produced in many years. ill ROGER SAYS... Basically, everything about the latest RM is all-new. We'll start with the engine. For several years now, Suzuki was the last manufacturer to use case-reed induction on their 250cc machines. While the design is excellent for producing hard-hitting power and is the current standard for every current 125ee machine, a piston-reed induction system produces a better spread of power for 250cc machines. A new reed valve accompanies the new induction format, and additional changes include a longer stroke and new power-valve system. Take a look at the right side of the motor, and something looks odd. Suzuki engineers located the water pump inside the crankcases, and claim that the new design is sleeker and offers better protection for the delicate mechanism. A new push-rod clutch system replaces the rack-and-pinion design, and larger clutch plates complete the engine package. Spent gasses are expelled through a new low-boy pipe. . On to the chassis. Suzuki has finally caught up to Kawasaki, Honda and Yamaha with their totally redesigned steel frame - it finally boasts a fully removable, aluminum-subframe tail section! For years, RM owners have cursed the one-sided design and longed for a completely removable piece. The new design makes shock maintenance a hundred times easier, and decreases the frame's overall weight as well. (Left) The 1996 Suzuki RM250 la without a doubt the beat 250 offered by Suzuki In many years. Theall-new bodywork la both good- looking and functional. Showa's new 49mm Twin Chamber conventional fork graces the front end of the new RM The Twin Chamber design a fixture in the Suzuki front end for three years now - compl~tely separates the oil and air inside the fork and is said to produce better, more-consistent damping action. The large 49mm tubes, coupled with the low-underhang design, is said to combine·the best features of both inverted and conventional forks. A larger front axle . adds to the greater rigidity of the new front end. Out back, an all-new Showa shock compliments the new forks. The shock boasts a longer suspension stroke and in turn, produces a smoother ride. A new link-type shock linkage features more progressive ratios that compliment the shock. New brake-pad material, a new caliper body and aluminum caliper brackets constitute the upgraded brake system, while a new folding pedal and shorty lever handle the rider controls. And of course, the most noticeable change is the new bodywork. Suzuki opted to ditch the full-eoverage radiator-