GP’s Classic Steel #57: K-Dubs ’01 Factory RM250

For this week’s GP’s Classic Steel we are going to take a look back at Kevin Windham’s 2001 Factory Suzuki RM250.

For this week’s GP’s Classic Steel we are going to take a look back at Kevin Windham’s 2001 Factory Suzuki RM250.

This 2001 works RM250 was built specifically for Kevin Windham to use in the 2001 Motocross des Nations. Unfortunately, the terrorist attacks of 9/11 would prevent Team USA from making the trip to Belgium.

 In 2001, Kevin Windham was still one of the hottest prospects in motocross. Although he had not lived up to many people’s expectations during stints at Factory Honda and Factory Yamaha, he was still one of the few riders that were considered a legitimate threat for the win at any event he entered. In motocross, winning is everything, and just having the potential to win is often enough to get you a hefty paycheck.

Windham’s RM250 motor was a combination of works trickery and aftermarket know how. Pro Circuit handled engine development and assembly using special works parts from Japan. The piston, crank, powervalve, transmission, carburetor and ignition were all works items. While the cylinder, cases, head and reeds were all readily available to the public.

In 2001, that potential was enough to land Windham on Roger DeCoster’s Factory Suzuki squad. DeCoster signed Windham to a two year contract that would pay him a reported $875,000 per year and teamed him with the phenom of the moment Travis Pastrana. K-Dub would ride the Factory RM250 indoors and out, and try and bring Suzuki its first Supercross title since Mark Barnett had done the deed in the early 80’s.

Today, most people associate Kevin Windham’s Suzuki years with disappointment, but in 2001, he actually had a pretty good season. He took six moto victories and was chosen to represent America at the 2001 Motocross des Nations. RacerX photo

 Now of course, we know that Kevin’s stay at Suzuki did not exactly go as planned. His two-year stint on team Yellow Magic would end with a broken leg and a lot of unfulfilled expectations. In most people’s eyes, the Suzuki years were failures, but in truth, 2001 was not that bad of a year for Windham. While he did not set the world on fire in Supercross, he actually did very well outdoors. He won six moto’s and an overall at Washougal.  His 2001 performance was good enough, in fact, for K-Dub to get picked to represent his country for the second time in the prestigious Olympics of Motocross.

Rich Taylor tested Windham’s bike in 2001 and came away amazed at its remarkable power output. Taylor remarked that the motor’s response was incredible, with an endless flow of torque from top to bottom.  In addition to having immense raw power, K-Dub’s RM hooked up incredibly well due to its specially weighted Factory crank and works ignition.

 In 1999, Windham had been lucky enough to be picked to represent America as our 250cc representative in the Motocross des Nations. Unfortunately for the USA, the Brazilian MXdN did not go as planned, with mechanical breakdowns and crashes costing us any chance at a victory. For his part, Windham actually had a very good race in Brazil, but problems for his 125cc teammate Ricky Carmichael, torpedoed any chances for an American victory.

While much of Kevin’s RM was based on stock components, his forks were 100% works. In addition to the unobtanium Factory Showa forks, works Nissan calipers and an oversized front rotor highlight the front of the Factory RM.

For Windham, 2001 would offer a chance at redemption for the immensely talented Louisiana native. This time, he would be paired with his ’99 teammate and reigning two-times 250 Motocross champion Ricky Carmichael, and the newly crowned 125 National champion Mike Brown. The event was due to run in September at the historic Citadel of Namur, in Belgium. With the team of RC, Brown and Windham, America was poised to win its first back-to-back MXdN’s trophy in nearly a decade.

As the 500’s began to loose favor in the mid-nineties, changes had to be made to the traditional MXdN’s class structure. Instead of forcing each team to have a 125, 250 and 500 class participant, the rules were altered to allow the 500 entry to ride a 250 if he so wished. This new “Open class” rule meant that manufacturers like Suzuki were no longer left out in the cold. It also meant that team USA riders were no longer forced to ride a class and bike they were no longer familiar with (the AMA had dropped our 500 class after the ’93 season).

Unfortunately, this time, fate would intervene with America’s date with greatness. On September 11^th, 2001, America would be involved in the single largest coordinated terrorist attack in modern history. The attacks would have far reaching repercussions, both hear and abroad. They would be so far reaching in fact, as to actually influence the sport of Motocross. After the events of 9-11, there was some trepidation by our athletes (quite understandably) about  the idea of getting on a commercial flight to Europe. This was only was few weeks after the attacks, and most sane people at the time were less than pumped to get on a plane. As a result, Team USA pulled out of the event and forfeited their right to defend their 2000 MXdN title.

In the rear, Suzuki used a Factory magnesium hub (used for its increased strength and light weight) to go with Windham’s special works Michelin (what happened to Michelin in MX anyway?) tires. In addition to the usual works components, K-Dub’s RM featured trick aftermarket parts like this DPS carbon-fiber chain guide. DPS also provided Windham’s RM with carbon-fiber motor mounts, engine covers and a lightweight glide plate to prevent snagging the frame or damaging sensitive engine components.

 The bike you see here was prepped for Windham to use in the Motocross des Nations (Honda and Kawasaki did the same for Carmichael and Brown), but was never raced in Belgium. Although the graphics are unique, the bike is essentially Windham’s AMA National bike with minor changes made to run on the FIM spec fuel used in the event.  It is an interesting combination of Factory unobtanium and aftermarket wizardry.

Like the front, the rear of Kevin’s RM250 featured 100% works performance. The shock was a gorgeous works unit from Japan that had been milled out of a single block of aluminum and offered far tighter tolerances than the off-the-shelf RM unit. In addition to the works shock, Windham’s RM featured a specially made rear linkage with a flatter curve to improve hook up.

Although I absolutely hated when riders in the GP’s stopped putting their numbers on the side panels in favor of sponsor decals (I know, call me a traditionalist), I actually love the teams putting their country’s flag on there for the Motocross des Nations. It is just one more little touch that differentiates the race and helps make it the special event that it is.

  The motor started out as a stock RM250 mill, but was disassembled and then blueprinted to insure perfect tolerances. The motor was largely built by Pro Circuit, but contained many works parts from Suzuki in Japan. Items like its special crank (heavier than stock to aid hookup and smooth the power delivery) and specially cut gear sets were not available to the public and built specifically for the race team. Aftermarket suppliers like Hinson provided the clutch basket, which was then mated to special race team clutch plates. The ignition was a works unit from Japan that allowed Windham’s mechanic Alley Semar to quickly adjust the power characteristics of the bike with a laptop (a big deal in 2001).

Unlike most works bikes that run custom wheels front and rear, Windham’s RM used a stock front hub in 2001. The front unit was machined and fitted with heavy duty spokes, but was otherwise stock.

 The cylinder started as an off-the-shelf RM unit, but was ported by Pro Circuit and fitted with a works exhaust valve and outer housing. The head was likewise shaped by Pro Circuit and mated to a works Suzuki piston and rings. Carbon Tech handled the reeds and a works Keihin carb provided fuel. The pipe and trick carbon fiber silencer were specially built for the team by Pro Circuit and offered several different power profiles to suit track conditions.

No matter what Matthes says, bikes just sounded better before the droning blat of the thumpers took over. The sound of a Factory two-stroke 250, tuned to absolute perfection and flowing through a tiny little carbon-fiber silencer is like nothing else in the world.  That crackle and bark just cuts through the air and sends shivers up your spine. Brraapppp!

 Unlike the motor, suspension on Windham’s RM was 100% works. Upfront, a set of works Showa forks were held on by billet RG3 clamps that offered several offsets to suit track conditions. In the rear, a Works Showa shock was mated to a custom linkage that offered a flatter ratio than the stock RM. Just like the clamps, the rear linkage could be altered to suit rider preference and track conditions.

In 2001, having your name on your graphics meant you were a pretty big deal.

 Due to the production rule, Kevin’s frame had to maintain the stock dimensions (although it could have used a works one for the MXdN’s), but Suzuki could redo the welds for durability. The brakes were works Nissin units, mounted with magnesium carriers and clamping down on oversized rotors. Titanium was used for bolts and hardware throughout, and helped keep the weight to 218 pounds. This was a mere two pounds over the AMA limit.

This generation of works RM’s were without a doubt, some of the best bikes Suzuki has ever built. They were rocket fast, awesome handling and well suspended. Every time any magazine got to test them, they came away raving about how it was the best bikes they had ever ridden. It was a great bike in 2001, and good enough to take Ricky Carmichael to the Supercross title in 2005 (plus they still look bitchin even today).

 Although this bike never got to make the trip to Belgium, it did acquit itself well in the AMA Nationals and was generally heralded as an excellent machine. It was light, fast and without a doubt one of the best handling bikes on the track. When MXA and Dirt rider tested it, they proclaimed it one of the best works bikes they had ever ridden, period. It was one of the best of the best during the last hurrah of the two-stroke.