The RMX250 became
a big sales success when Suzuki had the good sense to ADR the bike so ordinary
blokes could ride it legally on the road. (There's nothing worse than dodging
coppers on the way to your favourite riding spot, then being nabbed coz you
couldn't outride Constable Grinder, right?)
It's common knowledge that the current RMX250 was devised with input from Australian riders, and no surprise to anyone that the bike has sold so well. The RMX retains a few old-fashioned accessories, the headlight and somewhat dated plastics, but it's a very nice bike to ride and has all the attributes for which Suzuki is renowned. Australians wouldn't buy it if they didn't like it. and but it they have.
As you'd imagine, the factory set out to make this
bike as attractive to as many trailriders as possible. That, of course, made
sense, but a certain amount of compromise was necessary. Building a super-aggressive
bike was pointless because the thing was supposed to be a trailbike. not an
enduro bike. So Suzuki gave it punch, but not a killer punch. The same could
be said for the suspension. The bike had to be sprung for trail work and short-to-medium
stints on sealed surfaces, so there was no point giving it McGrath suspension
in a supercross package that'd pulverise your organs. "Hey. Ma. I'm bleeding
from the liver" was not the name of the game.
No indeed. So what compromise eventually produced was a damn nice bike, but one that was softly sprung and. for hardcore desperados, one that lacked the aforesaid killer punch.
The stock PJ38mm Keihin carb won't idle cleanly because
the choke and the idle control share the same air passage. If you adjust the
PJ for good idle, it will run on. and if you adjust out the run-on, it won't
idle. Bummer! Race bikes don't have to idle but trailbikes do. The solution
is to swap the PJ carb for the more tuneable 38mm PWK Air Striker carb.
The Air Striker was the carb used on the 1997 RM250. From the 98 to the 2000
carb. the only difference is the addition of a powerjet. RMX owners who went
to the Air Striker said it makes a profound difference to the bike's performance
and gives much better throttle response. Jay Foreman can jet the Air Striker
for you. or you can DIY. Here's Jay's jetting: 45 pilot. 1468 needle on the
centre clip, #7 slide and a 178 main jet. Air Striker carb: $340.
Ergo, the RMX250 needed more suspension and more motor.
There are several ways of going about this, not least of which is transplanting RM parts to the RMX engine and chassis. But that's expensive and definitely doesn't make sense if one of the reasons you bought this bike was the more-than-reasonable purchase price.
We're not all millionaires and. of course, increased
performance always comes at a price. The components we're about to discuss
will set you back about $1300. That's
a lot of moolah. But the upside of this particular cash exchange work is noticeably
better performance, more surefooted handling and a tingle in the arse that
tells you your RMX250 is now better than it ever was. If you invest in this
particular powerplay, we guarantee you will have a more capable enduro bike
and a machine that will also serve you well as a club day motocrosser.
All the components discussed here can be purchased
from Suzuki race team manager Jay Foreman. (02) 49668097. The components can
be bought separately or as a package. Ring Jay. He's a nice bloke.
|Handle Bar Upgrade||from $65|
|Lighter Headlight||from $80|