2004 Suzuki RM 250 - First Test & Review - Dirt Rider | Dirt Rider

2004 Suzuki RM 250 - First Test & Review - Dirt Rider

In the 250cc class the RM250 has usually lacked even the results that their 125 generates, but for much the same reason. The motor is zingy when modern tracks and riders demand grunt when it should have torque. For 2004 the motor received some major changes to make the motor sound deep and scary-fast on the up hills. It puts the massive mid-punch-power to the track better and pull higher gears (similar to the four strokes). The motor has plenty of power down low and thru the middle of the power band and revs out quickly at higher rpm. Cahuilla Creek was a great test of the motor, but the Suzuki had no trouble pulling a tall gear anywhere on the deep, loamy track, yet the power delivery was very smooth and responsive. The brakes received the same changes as the RM125, which not only increased the braking power but also helped to shave some weight and increase durability.The suspension and handling are very balanced, and the new-to-the-250 Showa components have the necessary plushness for lighter testers, though some softened the compression clicks two or three at each end. Bottoming resistance has also been improved over last years bike with the new bottoming cones that prevent that metal-to-metal clank. The 250 tracks and turns impressively, and at least part of that prowess can be credited to the refined ergonomics. Like the 125, the seat is 10mm lower, but the pegs were relocated 10mm farther back and the handlebar mounts raised seven millimeters. That combination of changes and the firm, but plush seat foam (that rivals Honda's) make rider positioning a low-effort, intuitive task. The new 250 suited a wider range of riders with the new ergos.The RM 250 has always been known for precise handling, but the gnarley but tractable power and more natural riding position calm the demanding chassis somewhat. Even though the 250 has a tighter fork offset than the 125, the stability at speed and safe feeling on high-speed straights and jumps is welcome.This may be the year for the guys in Yellow to shine.What's New! RM250* Seat 10mm lower than '03.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml All hardware and many detail items stronger and better quality.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Quick-adjust clutch perch for first time.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Suspension has refined valving front and rear, with redesigned compression valve for better hook-up with new link.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Linkage rods attach to swingarm rather than frame.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Redesigned front brake master cylinder and Honda-style hose routing for aftermarket performance stock.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Wheel drag is reduced via a floating front disc and new carrier in rear.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml One-piece rear master cylinder/reservoir.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Reshaped cylinder head for better performance on pump gasoline.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml 250 got the new one-piece exhaust port in '03, but subport was widened two mm and lengthened two mm for stronger roll-on.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Exhaust sub-port valves modified to open slower for better roll-on power.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Added crankshaft inertia for more traction.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Piston ring cross-section changed from sharp-edged rectangle to barrel shape with rounded corners for better sealing and reliability.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Exhaust valve governor spring 20-percent stiffer for better valve control and later actuation.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml New needle series with different shape and leaner slide for crisp bottom-end response.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Shift cam is redesigned for more positive shifts and shift stopper spring 50-percent stiffer.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Front of the frame strengthened by increasing gusset plate thickness from 1.4 to 1.6mm.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Footpegs 10mm back from '03 position and handlebar raised 10mm, but seat lowered 10mm -- all to improve cornering.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml Showa suspension components are used on 250 as well 125 for '04. 250 had KYB in '03.
asdf dirtrider.wordpress.2012-04-30-final.xml splitter.sh tmp wordpress.2012-04-20.xml wordpress.2012-04-30.xml 22.5mm offset on triple clamps rather than 24.5 in '03 for better turning.

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