The bad list was short. Most notably, the aluminum aftermarket shock rings were jammed on the shock body. No doubt it would require a new shock body to repair. As you would almost expect, the reeds were chipped on a couple of corners.
And when we reassembled the motor, we did it the right way, the way a race mechanic would if he were putting it together for an event the next weekend. All the while, we noted how an average guy could "get by" if it was just a rebuild for another season of riding; the parts list reflects that option. The chassis was basically OK, but our race mechanic would have replaced a lot of the bearings just to give the bike a "brand-new" tight feel.
After reassembly, we took the bike for one more spin for photos and to see just how this very one-year-old bike felt, especially compared to the tight 2006 machines we were out riding that day. Surprisingly, the Suzuki did better than expected. The RM's motor was as good, if not better than we remember the stock 2005 being. First, the Pro Circuit pipe really helps this '05, and second, since the motor was all-new in the top end and the tranny was super-broken-in, it ripped freely-for lack of a better description. The control and feel of the clutch were phenomenal, and the power just kept on pulling long into the top-end, further and harder than most RMs we've ridden. The shifting was as slick as ever. Everyone who rode our Long Haul bike thought this motor should be dropped into a brand-new chassis.
That was because the chassis showed its age. We think a few new bearings and a lot of extra time repacking some of the looser ones would have helped the bike for sure, but the biggest issue is the suspension. From what we can deduce, the Showa pieces on the RM are asked to do a lot more work than similar components on a Honda. More leverage on the shock through the linkage and a steeper head angle that asks a lot of the fork meant the suspension felt loose despite the full service. That old complaint that it was blowing through the stroke was back. The MB1 settings were aimed at eliminating this, but it was also targeted for a lighter rider like Armstrong. It would only be a matter of time before the bike grew looser than we liked for our heavier guys. We've seen a very similar trend with our stock RMs over the last few years.
Our Long Haul definitely showed that the Suzuki RM250 has improved in durability from just a few years ago. Back then, a season-old RM, ridden this hard, would be completely clapped-out. Ours was just a few bearings away from being really tight. As it sits now, this bike could just about go another season being ridden by pro-level riders, or it would be a great used machine for someone looking for a bargain and still have a long life ahead of it if used at a less than top level of performance.
Running Tally
Hours on Bike: 80
Modification cost total: $1765.59
Maintenance and Repair: $1133.75 (not including tires)
Race Tools muffler packing: $18.95
12 tranny oil changes with Silkolene
competition gear oil: $12.99 per quart
silkolene pro cool: $8.99 per lite
Gasket kit: $66.22
Cylinder: $502
Top end kit: $115.89
Main bearings: $71.24
Reeds: $7.80
Clutch basket: $170.25
Fork seals: $30.08
Fork bushings: $21.42
2 Dunlop 742 front tires: $90.70 each
3 Dunlop 756 rear tires: $107.70 each