The ’07 Suzuki RM250 was awesome, dominating magazine shootouts and racetracks around the nation with unmatched performance and laser sharp handling, but good things don’t come to an end so Suzuki brings us the ’08 RM250.
Of course, when Suzuki engineers get on a roll, there’s nothing to stop them. Race-proven performance and handling characteristics combined with more low to mid-range power and increased torque at high RPM provides maximum performance on any track you ride. Plus, Renthal tapered aluminum handlebars come as standard equipment!
Suzuki introduced the RM series of motocross models in 1975, “RM” standing for “Racing Model”. The range quickly stretched from 50 to 400cc and became very successful. A few years later the Full Floater swingarm was introduced and water-cooled engines came along in the early 80’s. The development of RM models continues even today.
The “Full Floater” mono shock system was introduced by Suzuki in 1981 and the RM250 made no exception.
Suzuki’s RM250 received a liquid cooled engine in 1982, making it one of the finest MX bikes ever made.
With the ’83 RM250, fork diameter was increased to 43mm. Engine changes include a different cylinder head (revised squish band), and increased crankshaft inertia. Unfortunately, these changes were a step backwards as the ’82 had a more potent powerband. Minor cosmetic changes were the only visible differences.
1984 George Jobe RM250 replica featured a new, stronger engine with the help of the new Power Reed system that gives even more power at low- and mid-range. The bike’s gearbox was also improved and it became 20% stronger. Also the frame was improved and the bike featured Full Floater suspension. The same year brought new tough World Championship design with the front end of the saddle above the fuel tank.
In 1986, Suzuki announces that they use their own SBC (Suzuki Boron Composite) coating on the RM250 engine. It is lighter than normal metal and radiates heat more easily. The more obvious improvement is more noticeable. For the first time, the RM250 had disc brakes both front and rear and the maximum power output is slightly over 50 horsepower.
Also, the ’86 RM250G had a new and stronger frame. Suzuki says that the amount of frame parts has been decreased to less than half. The Full Floater rear suspension was new, both swing and the link system. The bike presented lower seat height although the ground clearance was increased.
In 1991 Suzuki started producing the RMX250, a motorcycle which featured headlight and all the rest of the elements which transform a bike into an enduro but I had to mention the RMX250 because it continued improving the 250 engine which in 1995 equipped the RM250 and created the base of the motorcycle that we are referring today. That same motorcycle received its last big upgrade in 2004 when the power and torque were increased. The bike featured a redesigned and lighter flat-top piston, redesigned exhaust ports and piston ringsare. The carburetor has been rejected, all this leading to a better performing engine.
The frame, suspension and brakes have all been improved for the K4 model. Both front and rear shock absorbers were new, the rear suspension linkage has been redesigned for better reliability, both front and rear brakes have been improved and the front fork is thicker and the outer fork tube longer than on the previous models. The frame had the same design as before only a bit stronger.
The footpegs have been moved 10mm (0.4 in.) backwards, the handlebar 7mm (0.3 in.) and the seat has been redesigned and is made 10mm (0.4 in.) lower than the previous models, ending up with the comfy riding position encountered on this year’s model.
With its first-ever perfect season in AMA MX history, Honda CR250R is giving a hard time Suzuki’s RM250 but things don’t resume on only 2 makers. The Yamaha YZ250 delivers the latest in power response and lightning-quick handling thanks to continual refinements but Kawasaki KX250Fmotorcycle has been a dominant force in professional supercross and motocross racing over the last two years. Talking about keen competition? Here you have it!
A machine like Suzuki RM250 shouldn’t disappoint its racing capabilities with clean design and nice looks. In motocross it’s about great power, sharp handling and a lot of mud so the aspect of the bike should reflect its potency and abilities. Have you ever thought that the mudguards, tall front fender, number plate and the simple equipped handlebars are making another statement? If you did, maybe the low seat position despite the big ground clearance or the aggressive build fuel tank together with the side panels will change your mind. But if in the end nothing fitted on the RM250 impresses you (kind of a strange situation), the overall look given by the wheel and those motocross tires between which you can find the fat drainage, will invite you to take the bike for a spin and the previous preconceived thoughts will be far away.
Before I start writing anything about the subject of my test drive I would like to tell you that I have put a lot of track time, and trail time into it and my conclusion was: Wow! I have never ridden anything just out the production that would come close to the awesome performance and capabilities of the Suzuki RM250. The bike handles extremely well, balancing Suzuki’s traditional quick turning ability with reasonable straight-line stability, and it has the best motor yet.
The new RM250 has the broadest powerband of any stock 250 I have so far tested and it simply shreds the track under its wheels. Good low-end builds quickly through a very strong mid-range and high rpm pull. This allows you to exit a tight, slow corner in second gear and quickly accelerate to clear that long table top or double jump with ease, where other bikes would need some shifting before starting to accelerate.
For an easy to ride motocross bike, the engine has to run smoothly with the ability of pulling hard when needed. The Suzuki doesn’t seem to be lazy although the pretty good low-end pull could do more.
From the very first RM model, Suzuki created good handling motorcycles but now, with all the technology available for developing the best frame out of the best materials the RM250 handles better than any previous model, the fork action being also improved.
Like most stock bikes, spring rates, front and rear, are a little bit soft for heavier and faster riders but it will perform to the max in any give moment.
Fast braking before a tight corner is no problem for the 2008 RM250 as the bike features hydraulic brakes on both ends but all the action will be made in comfort and style given by the telescopic,22 compression & 20 rebound settings, 12.2 inches (310mm) of wheel travel front suspension and link-type, spring preload fully adjustable, 4 high-speed, 16 low-speed compression settings, 19 rebound settings 12.2 inches (310mm) of wheel travel rear suspension.
RMs have long been known for slick-shifting transmission, and the 2008 Suzuki RM250 makes no exception as the bike shifted great at any given moment, with or without the clutch. The gear ratios seem to complement the power delivery.
Overall, this motorcycle gives you a real thrill and a great riding experience ready to repeat at any given time and on any given track or trail. It is that awesome!
For the fair retail price of $6,099 Suzuki RM250 brings Championship Winning technology in the palm of your hand.
I kept the best for the last and the best thing about this year’s RM250, though, is what remains unchanged. It still offers a better combination of power and handling than any other competitor on the track. And that’s a winning combination you can use to take home the gold!
Engine and Transmission
Type: two-stroke, single cylinder, liquid cooled, AETC, piston reed
Bore x Stroke: 66.4 x 72.0mm
Compression Ratio: 8.6:1/10.4:1
Fuel System: KeihinT PWK38S
Ignition: Digital CDI
Final Drive: #520 chain
Chassis and Dimensions
Suspension Front: Telescopic, 22 compression & 20 rebound settings, 12.2 inches (310mm) of wheel travel
Suspension Rear: Link-type, spring preload fully-adjustable, 4 high-speed, 16 low-speed compression settings, 19 rebound settings 12.2 inches (310mm) of wheel travel
Brakes Front: Single Hydraulic disc
Brakes Rear: Single hydraulic disc
Tires Front: 80/100-21 51M
Tires Rear: 110/90-19 62M
Overall Length: 2170mm (85.4 in.)
Overall Width: 830mm (33.1 in.)
Overall Height: 1280mm (50.4 in.)
Seat Height: 950mm (37.4 in.)
Ground Clearance: 350mm (13.8 in.)
Wheelbase: 1465mm (57.7 in.)
Dry Weight: 96kg (212 lbs.)
Fuel Tank Capacity: 8.0 liter (2.1 gal)
The final production of the Championship Winning two-stroke RM250
249cc, 2-stroke, liquid-cooled engine with a bore and stroke of 66.4mm x 72.0m provides crisp, responsive power.
Aluminum cylinder core features Suzuki Composite Electrochemical Material (SCEM) for better heat dissipation, improving durability and weight savings.
Electric CDI is efficient and increases power output at lower rpm ranges.
-Strong and lightweight frame and easy-to-remove aluminum rear subframe improve rigidity and performance on the racetrack.
SHOWA inverted 47mm front forks provide 310mm (12.3 in.) of front wheel travel with fully adjustable for compression damping, rebound damping and spring preload to suit variety of riders.
Piggyback-reservoir rear shock absorber is fully adjustable for high, low, rebound. damping and spring preload SHOWA unit that offers 310mm (12.2 in.) of wheel travel.
Renthal aluminum tapered handlebars with Renthal handlebar pad reduce vibration reaching to the rider.
Each side of the seat has textured surface for better knee gripping.
Full-floating front disc brake works with dual piston caliper and rear disc brake with single-piston caliper.