Suzuki Rmx250

SUZUKI RMX250

Long-Term Wrap-Up

MILD TO WILD WITH SUZUKI’S OFF-ROAD WORKHORSE

CHOOSING SUZUKI'S RMX250 AS our long-term dirtbike was a logical decision. The RMX finished second to KTM's racier 250 E/XC in last year’s annual enduro comparison (CW, June, 1993) and in race trim, is a common sight in the winner’s circle at national-level events.

Upping the RMX’s performance to a competitive level was easy and relatively inexpensive. Initially, we wanted to simply uncork the Suzuki’s heavily muffled exhaust. An FMF Gold Series pipe ($180), Power-Core silencer ($70) and Sparky spark arrestor ($55) fit the bill, boosting power considerably. This would be all the average rider would want: a stonereliable motorcycle with a user-friendly engine and compliant suspension. So modified, our RMX trophied regularly in the Expert class at grands prix, enduros and hare & hound events.

Approximately 5000 miles into the

test, our RMX experienced its only mechanical failure. By mistake, we had installed a stock RM250 air filter that did not seal properly. As a result, the crank’s big-end bearing disintegrated. American Suzuki repaired the engine, rebuilding the crank and installing a new piston, rings, seals and gaskets. Total

cost for parts: $200.40. Labor charges would likely range between $150-200, depending on the shop.

At this time, we decided to build a full-on racebike. FMF Racing (25933 Frampton Ave., Harbor City, CA 90710; 800/596-6605) ported the cylinder and reshaped the head ($225) for additional boost, and fitted Suzuki’s optional thinner head gasket ($23). The resulting increase was almost as substantial as replacing the stock pipe; the engine retained its strong low-end grunt but revved higher and pulled longer. The final jetting for this motor was a #172 main jet, #55 pilot jet and standard needle in the middle position with the air screw set at 11/2 turns out.

The RMX250 was my first two-stroke dirtbike. I found it fun and easy to ride. The ergonomics are perfect for me, even though I’m over 6 feet tall. -Marko Henricksen Big Bear Lake, California

Quotes from the logbook

Jimmy LewisThe RMX250 proved competitive with the only mods being a pipe and muffler. With the additional cylinder work, the RMX is on par with any current 250 dirtbike. In stock form, the suspension was a tad soft, but the revalve made a big difference. Overall, the bike has proved itself capable of performing at a national-caliber level with only minor hop-ups. Fully modified, our longterm Suzuki is as good as any racebike I’ve ever owned.

Matthew MilesFollowing a 120mile trailride in Mexico, I was extremely impressed with our longterm RMX250. Although it is set up for much faster riders, the bike remains Novice friendly; the engine and suspension alterations made a good motorcycle even better, and the oversize gas tank makes for greater distances between fuel stops.

I really like my RMX250, but it did not come very well set up from Suzuki. When worked over, though, this is the best bike I have ever ridden. -John Reyes Sparks, Nevada

We sent the suspension to Pro Circuit Racing (4214 E. La Palma, Anaheim, CA 92807; 714/993-5400) for a revalve. The fork and shock were set up for Off-Road Editor Jimmy Lewis (Expert level, 160 pounds), using stock springs. Costs for the modifications were $125 for the fork and $135 for the shock, plus parts. According to Lewis, the most-notable improvement was a newfound resistance to bottoming at race speeds. Novice riders had no complaints either, as the suspension still retained its plush feel in slow going.

One of the most expensive mods was a steering damper from Scotts (2625 Honolulu Ave., Montrose, CA 91020; 818/248-BIKE). At $400 for the unit and its weld-on post kit, the damper is pricey, but the reduction in headshake and arm fatigue was worth every penny. As an added bonus, the damper can be transferred to other bikes with another mounting kit. Rounding out the package were a more-durable Multi-Air air filter ($19), strongerthan-stock Arrow aluminum handlebars ($55) from Motoman Dist. (1455 West Juniper, Ontario, CA 91762; 909/391-3278) and, depending on the terrain, either Dunlop D752 knobbies or a K139/K695 Desert A/T combo. As the RMX spent much of its time racing, tire changes were frequent. Over the year, tire costs-excluding tubes-totalled $1075.

With our RMX prepped for racing, Lewis entered a smattering of national hare & hounds and enduros and several local races. A pair of second-place finishes in the Expert class at the Coalinga National Enduro and Lucerne Valley National Hare & Hound in addition to a few local wins proved the bike’s competitiveness. To our surprise, though, the RMX didn’t loose any of its user-friendly traits. How friendly? A few Senior riders who rode the bike were ready to trade in their Huskys.

Fifteen hundred miles later, the RMX’s engine and suspension is still in good order, but the bike’s appearance-due to a few crashes-was suffering. We swapped the stock bodywork with a full set of UFO plastic ($295) from White Bros. (24845 Corbitt Place, Yorba Linda, CA 92687; 714/692-3404), replaced the seat cover with one from CEET ($70) and shelved the stock,

2.9-gallon gas tank for an IMS 4.5-gallon unit ($185), also from White Bros. If we were to continue racing the RMX at the national level, top-end maintenance would be in order, as would the replacement of the lower shock spherical bearing ($33), which has worked itself loose.

In sum, our long-term Suzuki went from mild to full race, proving that with a handful of easily obtainable modifications, an RMX250 can be versatile and competitive for Novices and Experts alike.

SPECIFICATIONS

$4299