Cycle News - Archive Issues - 1990's

~ RIDINGIMPRESSION 1993SuzukiRM250P ~ that traditionally takes a while with inverted forks. The ergonomics are top-rate. The new bodywork is not only better looking, it's also very functional. A slimmer and smoother transition at the gas tank/side panel/seat junctions makes for easier body movement on the bike. The fuel tank is a bit wider than past models, b'ut many riders felt that the older RMs were too skinny anyway, claiming it was too difficult to grasp the bike with the rider's knees for better control over rough ground. As far as slowing the new RM down for the turns, the fron t and rear braking action is excellent - powerful but not grabby. Opinions The latest RM250 features all-new bodywork and redesigned engine, chassis and suspension components. Crowds formed whenever we unloaded the RM250 from the truck. Visually, the new RM is stunning, in my opinion the sharpest-looking bike for '93. The only drawback to the new style is the fuel cell's dark-gray color, which makes it difficult to tell how much gas is in the tank. It will be interesting to see if anyone manages to come out with a decent replacement for off-road use. The bike is comfortable and easy to move around on, and it takes no time at all to feel at home. The ergonomics are top-notch, though I did have a problem snagging the top of my left boot on the bottom edge of the seat. By Donn Maeda Photos by Kinney Jones uzuki motocross fanatics have something to get excited about for 1993 - an honest-to-goodness allnew RM250. Gone this year are the blinding flourescent pink, blue and gold graphics, the gaudy purple and yellow seat cover, and the four-yearold body style. And hidden underneath all that new plastic is, yes, a better-powered and better-handling motorcycle, and to top all that off, the new RM250 looks nearly identical to the works bikes fielded by the Bieffe Suzuki team in the World Championship 250cc MX Series. S So what's new? 20 With a suggested price of $4299, the new RM250 costs $2QO more than last year's model, but a long list of changes and upgrades justify the price increase. A completely redesigned engine, chassis and suspension highlight the package that comes wrapped in an appealing, easy-on-the-eyes, all-yellow package. Motor-wise, the RM250 received changes throughout. All-new exhaust port and exhaust valve timing are designed to provide more power while smoothing out the transition from low to high rpm. The motor mount, or "head-stay," on the cylinder head has been moved from the front to the rear in an effort to reduce vibration trans'ferred to the rider, and various parts of the motor are painted gray, mimicking the looks, of the sand-cast magnesium parts found on most of the factory machines. Also, a 38mm Keihin carburetor replaces .the Mikuni unit of the past, and an all-new airbox and redesigned reed-valve round out the intake system. A simplified coolant hose layout and redesigned radiators that feature more air space between fins allow the motor to run cooler. The frame has been changed, too. The new RM250 features a square-tube design that was introduced on the 1992, RM125. The main "backbone" frame tubing is made of large-diameter square cross-section tubing, and all of ' the body tubes are also of square design. The new frame is reportedly 35% stronger than the old round-tube frame and provides a more stable, predictable ride. Both ends of the Showa suspension have been revised. The 45mm front inverted fork is revalved, and a thinner inner fork tube wall and revised oillock device are claimed to provide a smoother ride. The rear shock has a larger, 25mm compression adjuster piston that allQws more oil to flow through the body, and revised valving and a higher-quality Showa oil round out the suspension updates. Other changes include solid handlebar mounts, new front brake-pad material, strengthened rear suspension linkage components and lighter but stronger front spokes. But does it work? Our test unit came slightly rich off the bottom, and our first day on the bike cost us two spark plugs. But adjusting the carb's idle screw so the engine idles a little higher than stock seems to alleviate the problem. Nonetheless, the RM could use some finetuning of the carburetor. Despite the jetting being slightly off, the motor is still impressive. As compared to the '92 motor, the new powerplant doesn't rev as quickly but still delivers as strong a hit as before. Low end power is a little scarce, but once the rpms start to build, hold onl From midrange on up, the RM hooks up and pulls nicely, but midrange is the motor's forte. Even when topped out, the motor continues to perform, though not as impressively as when it is kept in the meat of the powerband. Overall, the motor isn't as explosive as last year's, but it is still plenty strong. The new body style made its debut on the Team Bief£e Suzuki works bikes in Europe. The new RM handles like a dream, as compared to Jast year's erratic swapper. This year~s rear end is significantly more predictable, and unexpected sidesteps are a thing of the past. The shock soaks up everything thrown its way without kicking or bottoming out like the '92 model. Up front, the story is a little different. The new inverted fork feels different than last year's, but not necessarily better - the action is still a little harsh and unforgiving. Over the smaller bumps, the valve action is too stiff, resulting in a harsh ride. Luckily, the fork makes up for it when landing off large jumps. The combination of sti££ damping action and overall rigidity of the upside down fork design, as well as the new solidmounted handlebars, gives the rider plenty of confidence on hard landings. However, the overall harsh feeling of the fork is becoming smoother. and smoother as we put more time on the bike and break in the fork, something The midsection of the RM is a little wider than some bikes, but not obtrusively so, and there is plenty to grip with your knees. My legs are quite long (I have been known to run over my own feet), so I would swap the seat for a taller unit to aid ,in the transition from sit,ting to standing. The Suzuki makes good power, with the midrange being its most impressive aspect. Top-end run-out is respectable too, but unfortunately, the hit in the middle comes 'at the expense of the bottom end. With the bike's potent midrange, the transition from the weak bottom end is sometimes hard to control. The addition of a flywheel weight 'and/or steel dutch plates might help, and would also eliminate some of the stalling problems that I encountered. The fork is a bit disappointing as it is harsh in the initial portion of the travel. My arms pumped up worse than normal because the front end was busy on fast, choppy straights, and at the same time didn't want to settle into

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