2001 Suzuki RM250 —

14 Июн 2015 | Author: | Комментарии к записи 2001 Suzuki RM250 — отключены
Suzuki AN 250
Suzuki AN 250

Lighter is Better.

Torrance, August 09, 2000 — is in these days; at least the standpoint of most super-models and revered objects of physical

Thin generally means but to an engineer who is designing a racing the two characteristics (thin and light) are not gauche reasons why a young respiration quickens when images of super-models. Thin and are directives from upper responding to race team and they’re to be incorporated into year’s machines.

The emphasis on than ever is shamelessly on nearly every page of data on the 2001 Suzuki which means that every facet of the new RM has been with an emphasis on saving here and there. In total, shaved grams add up to an impressively RM250: 96 kilograms (212 dry) or about two pounds than the current 2000.

if they went through all the to shed weight here and yet ended up with a bike only two pounds lighter the current model, what’s the Good question.

The total of pounds needs to meet for various racing organizations the AMA, which stipulates 250cc motocrossers must a minimum of 215 pounds sans Add a glide plate and, a gusset or two for strength, and you’ve got it. Of most amateur racers have to bother with minimum weight rules so, to it’s only a bragging

Just as, if not more important total weight is where weight is concentrated. That’s things get a bit more complicated. when things like distribution, center of gravity and centralization take the forefront and the efforts begin to make sense.

First, let’s take a at just a few of the places where made the ’01 RM250 than its predecessor: The frame has completely redesigned with a on greater rigidity as well as geometry. Though it retains the cradle design, the rectangle-section downtube is made of smaller-section 40x 45mm instead of 50 x 45mm.

In the rear cradle tubing a KX-style perimeter frame stamped 22.9 x 40.0mm sections replacing the tubing employed. The main frame is 580 lighter than the Year while the removable, aluminum is 120 grams lighter (about a and a half altogether).

Geometry-wise, the new 250 is and more compact. It’s a inch shorter between the now measuring 57.9 inches. and trail is up to 27.5 degrees and (4.5 inches) from degrees and 111mm (4.4 to retain decent straight-line despite the shorter wheelbase.

In the pegs have been up and back by 9mm (0.4 inches) way to improve rider positioning.

rider positioning through and more compact parts to the new fuel tank (8.0-liter/2.1-gallon instead of 8.5/2.2), seat, shrouds, side panels and fender (which now has weight-saving for easier grabbing to hoist the around). Redesigning the front plate and front fender now has air scoops along the rear to increase the radiator’s efficiency sacrificing mud protection) saved over 30 grams (about an for each part.

Eliminating the front brake cover saved a good ounces, but don’t worry; a small brake hose to provide some protection. 1mm thinner material and a different for the brake pedal saved 90 grams (three ounces). save time and mind-numbing by saying that practically part of the chassis received redesign in the quest for less

And the same thorough search for was extended to the engine. Here, not only desired a lighter and compact powerplant, but it also more output, especially in the low to mid To that end, the engineers with a smaller-diameter head, cylinder walls where shorter cylinder stud and flanges, different primary gear shape, tubular lever and numerous other

A geared shift mechanism the 2000’s link-style to improve the already excellent shift though it is no lighter.

Other include a two-stage, two-piece valve replacing the one-piece valve and machined side valves. The two-stage valves opening sooner and are thus to open over a wider rpm than the old one-piece valve. In the side exhaust valves spinning on needle bearings of balls) open the differently sub-exhaust ports independent of the valve, further optimizing port timing.

Combined the thinner (thus, lighter), expansion chamber, 38mm PWK with Throttle Position carburetor and 3-D ignition map, help produce added and smooth revving. A smaller-diameter reduces weight by a couple but there’s been no change in effect because Suzuki with added crank

In total, the new RM250 produces torque with a flatter than before, while the chart sees gains the beginning and makes peak earlier.

Besides the lighter parts, the is also shorter and more Part of this is due to moving the pump from the front inside the cases to externally, in front of the clutch cover. helps reduce front-to-back by nearly an inch.

In the suspension Suzuki opted to purchase Kayaba. The inverted fork 46mm inner tubes of the beefier 49s of the 2000. Apparently, felt the added frame permitted use of the smaller and lighter (by 800 or one pound, 12 ounces) cartridge

But another feature Suzuki is how the new fork separates the upper of the top tubes into two air/oil All forks have air above the oil of course, and this definitely the suspension action.

The fork help hold the fork up in the and provide some bottoming but when you land off those big or hit square-edged holes at speed, the air the fork tubes plays a role. That’s why raising the oil (reducing volume of air) resist bottoming. This is a of what Suzuki calls the air load being dependent damper … or position.

Suzuki and Kayaba have with the new fork is make the air load dependent upon speed as well as position. the upper portion of each leg into two air/oil chambers not completely sealing them from each other) them that feature.

At low … speeds (such as rolling bumps), oil is able to from section to section so the combined air volume of air/oil one and two are used, thus providing bottoming resistance.

However, at high fork speeds (landing off big jumps, square edges), oil cannot from chamber one to two because oil flow fast enough the holes and edges of the separating plate. In this case, chamber number one alone is Since it has substantially less by itself than when with air/oil chamber it provides greater bottoming

Suzuki AN 250
Suzuki AN 250

At least that’s the theory.

In the new piggyback-reservoir Kayaba shock is at 46mm, partially because the 50mm-diameter shock wouldn’t But the new, 260-gram-lighter (nine unit also incorporates high- and low-speed compression adjustment, plus the upper now rides in roller bearings for feel. There are also to the linkage that results in pieces and a different leverage

One of the benefits is claimed to be improved due partially to suspension responsiveness the roller bearings, especially on surfaces.

With that detailed technical briefing out of the we were more than to ride the ’01 RM250. invited the enthusiast press to a new track called Third Pinned in Beaumont, California, halfway between L.A. and Springs. Since it was July, we it to be hot-and weren’t disappointed in regard. (Glancing at a digital on top of a bank while driving in mid-afternoon showed a fairly 106 degrees!)

But neither were we with the new Suzuki. Third Pinned is an outdoor-style track some good-sized table-tops and as well as off-cambers and a variety of Though not rough enough for a suspension test, given our of motocross ability, the track fun and pretty safe-and that’s important the older we get.

The new 250 immediately impressed us as being to ride, comforting to our novice-level In fact, the revised motor was thumper-like in its ability to pull us the track; we could’ve ridden the thing in third gear only some clutch out of the tightest, most technical Yet, when called in the straights, it willingly spits you to the corner post haste.

The RM cleanly off the bottom, ran through a midrange and kept driving, off just a bit on top. Shifting? gave it a thought so it obviously bother us.

The thinner (rear), rotors worked well it came time to scrub or adjust the angle of … a little brake slide to set up for Modulation felt good, and end required undue effort.

appeared to be a particular strength, the Suzuki willingly diving to the insides of any turn if we even I’ll bet that inside is quicker or Gee, that like a nice, smooth I’d like to try. through faster turns and lines proved equally partly because the bike was so to move around on for those weight shifts that or break cornering success. In it felt quite light and without seeming too small a minibike, at least for 5-foot-10, riders.

Yet on faster, cobbly sections of (Third Gear Pinned softball-sized dirt clods in sections for such evaluation), the didn’t display any tendency headshake-again, comforting to those of us the full-time, full-throttle verve of Albertyn and Damon Huffman who the new bikes obligingly (yet at bored pace for them) for photography.

As we went out for session session on the RM, we grew more in our abilities, so that strongly something positive about the While we didn’t progress to stars, the suspension did seem enough. We did end up overjumping a drop-away but neither end bottomed with a metal-to-metal clash.

The Kayabas at ends seemed to gobble up the irregularities without transmitting feedback.

We haven’t spent time on any of the recent 250s, but the RM250 certainly seems to the lighter is better concept. As the shot fired in the 250cc wars, the Suzuki is definitely on How it compares to the rest of the class have to wait until we get all the together in the future.

Suzuki AN 250
Suzuki AN 250


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