Cycle News - Archive Issues - 1990's

(Left) The new RM125 gets an allnew cylinder for '97, as well as a new "finned" carbo (Below) The Showa fork has 20mm less overhang and larger-volume cartridges. The front hub also has been widened. (Below right) The rear suspension features revised shock linkages. throughout the rev range, with emphasis on bottom-end and midrange torque. Last year's ('96) motor was no slouch by any means. It pulled okay off the bottom, then rea II y came ali ve in the middle' but left you hanging a little on top at least on the more wide-open tracks. . After spinning a few laps on the '97 RM, we find that the Suzuki still roosts. Especially in the middle of the powerband. In fact, we'll go as far as saying that the RM actually hits quite hard; bordering on the edge of too abrupt, and throttle response is instantaneous. Definitely a snappy motor. However, some of our testers debated as to whether or not it has more or less bottom end than before. There were times when you'd plow into a powdery berm and the motor would struggle a bit getting back on the pipe if you didn't keep the throttle pinned, and a quick fan of the clutch wasn't always a quick fix. If anything, the '97 has the same punch off the bottom as before, but since midrange has definitely increased, it just feels as though there is less hi t off the bottom. At the other end, the RM revs out on top better than before, too. Having not yet had the chance to ride the RM back to back with the '97 Honda CR125 and Yamaha YZI25, bikes we've already ridden, the Suzuki shouldn't have any problems keeping up down the long straights or getting from one turn to the next. Actually, we wouldn't be all that surprised if the RM outran them both. Overall, the RM has a very potent motor, but you might want to get in the habit of keeping the motor "on the pipe," if you know what we mean. Keep it revving in the middle and on top, and you'll be happy. One thing the RM always has done well; is change gears smoothly and effortlessly. It still does. A slight nudge on the shift lever is all that's needed to grab another gear with the throttle held wide open, with or without the aid of the clutch. Nothing too major was done to the RM's chassis this year, but there are enough modifications to the new Showa Conventional Twin Chamber Cartridge fork to warrant a double take. First of all, the inner cartridge has grown in size. The larger-volume cartridges are up from 20xl0mm to 23x12mm in size, which Suzuki claims enhances plushness and smoothness of the fork's overall action. Another big change to the fork is that the overhang has be reduced by 20mm, significantly reducing the risks of catching the lower fork legs on obstacles, which used to be a major drawback with the conventional fork design. Each fork leg offers compression (on the top) and rebound damping settings (on the bottom), as does the shock. Out back, the RM features revised shock linkages, and the shock stroke also was increased from 135 to 138mm. To help improve straight-line stability, the swing arm has been lengthened 10mm. Unlike its bigger brother, the RM250, the 125's frame was unchanged for '97. The really astute might notice a different spoke pattern on the new RM. To increase rigidity, Suzuki went from a fow-spoke to a six-spoke cross-over pattern design. The front hub is also a little wider than before. On the track, we immediately felt right at home on the RM125. The suspension flat-out does the trick. We liked the fork's plush feeling and the back end's ability to track straight and stay close to the ground, even over significant chop. Most of the riding we've done on the RM125 so far has been on mostly fast-type tracks )N'ith smaller, sharp-edged bumps, including a few large whoop sections and big jumps. The RM handles all of them quite well. One tester said he noticed some head. shake when letting off the gas, but it was nothing too serious. RMs have always been known for their quick-handling characteristics, and the '97 RM is no exception. It wants to get in and out of the turns quickly and is very responsive, or sensitive, to rider inputs. The bike jumps with confidence, but the front end feels just a little on the light side. If you're not paying attention, the front end will rise up on you quickly when the motor comes on the pipe. .Slowing down for the turns was easily accomplished on the RM. There's good braking power up front, and to make things even better, Suzuki changed the·levers to where they now extend out an additionall0mm from the handlebars, giving the rider more squeezing room and better leverage. Not all changes to the RM were designed to improve the bike's on-track performance. Long-time Suzuki owners will like this one: You no longer have to worry about throwing a chain and breaking the engine case, because the countershaft sprocket cover - now larger in size - no longer shares a mounting point with a crankcase bolt. . Suzuki didn't change any of the bike's ergonomics and that's just fine with us. The '96 RM125 was the first comfortable RM in years, so we're glad Suzuki didn't change a thing. The stock handlebars aren't what we'd call strong. A small crash left them bent up like a pretzel. The grips offer plenty of traction. Our test bike came shod with Dunlop rubber - a K490 up front and a 7371T in the back - good all-around, intermediate tires. Our initial ride on the '97 Suzuki RM125 left us grinning from ear to ear, which really isn't a surprise. After all, it was a great bike last year and it only got better this year. But how much will the new RM set you back in the money department? Sorry, but we can't tell you yet, because we don't know. Suzuki's going to keep everyone wondering for a little longer, since they haven't finalized a suggested retail price for the bike yet. Expect the RM125 to hit the showroom floors in October. (N 1997 Suzuki RM125Z §pecifications Engine typeLiquid·cooled. 2-stroke, w/AETC/PC Intake system ....Crankcase reed-valve , .. ,124,8cc 54 x 54.5mm ..11.0:1 -,9.1:1 Caiil_ .. , . . .Ke;hin F¥lK36 Tren.........on ... 6-speed constant mesh PrIl1111ry reduction reIto 64/19 (3.368) Secondery reduction nItIo . .12/50 (4, 166) Electrical .. Electronic i9nition Frame type .. , ... , .... , .semi double cradle e - angle. . ... 27" Trail, . .. . .. . . . 114.3mm Displacement Bon x strake Compl'Hlllon nItIo ....... S..penelon Front . , , ... :New Conventional Twin Chamber Cartridge Fork, 18-way compression and rebound damping R .swingarm Wnk suspension), 20-way compression and rebound damping Front travel 11.4 in. Rear 12.4 in. n.. Front , Rear Brake Front Rear 1........ , .. Dunlop K490 80/100-21 Dunlop 737iT 100/90-19 .. .... Disc .. .. Disc 0/A length , .. .. .. .. . ..84.6 in. O/AwlClth , ".. .32.1 in. 0/ A height ~ . . . . .. .. . . . . .49.2 in. W baH , .. 57.3 in. G nd cleerance. . .. 13.8 in. Dry weight. . . . ,194lbs, (c1aimec) F.-I c,:apaclty , 2.0 gal. MSRP .: .N/A

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