For this edition of Classic Steel, we are going to take a look back at Suzuki’s all-new RM250 for 2001.
All-new from the ground up, the 2001 Suzuki RM250 marked the last major redesign of the RM250 platform. Photo Credit: Suzuki
The late nineties were a bit of a mixed bag for team Suzuki in the 250 class. In 1996, Roger De Coster and his crew had released an all-new RM250 to much press acclaim. The redesigned machine featured all-new styling, a Honda-like layout, and super trick Showa conventional forks. Several magazines picked it as the top 250 of 1996 due to its excellent forks, crisp handling, and snappy power. On the professional front, the RM was still a work in progress in 1996 but Greg Alberyn and Mike LaRocco were able to card wins at Unadilla and Washougal on their factory machines.
An all-new motor for 2001 was shorter and a full 2.5 pounds lighter than the outgoing design. Photo Credit: Suzuki
Over the next few years, however, public opinion seemed to sour somewhat on the new RMs. The innovative Showa conventional forks continued to garner rave reviews but the RM’s motor and shock settings proved disappointing when compared to its rivals. High-profile disagreements within the factory team and an unsuccessful Supercross title defense by Jeremy McGrath after his last-minute switch to Suzuki further put the spotlight on De Coster’s yellow machines.
A redesigned power valve for 2001 moved to a dual-valve design to provide smoother power and more precise port timing control. Photo Credit: Suzuki
In 1999, Suzuki retired their conventional fork experiment despite the praise the forks had received from average riders and the press. Pro riders never gelled with the flexier feel and Showa found it difficult to justify the costs of developing a separate fork system that none of their other partners were adopting. In their place Suzuki installed a new 49mm Showa inverted Twin-Chamber fork, revised shock valving, enlarged radiators and shrouds, and a slew of motor tweaks headed up the RM’s updates for 1999. On the track, the updated RM’s motor performance was much improved, but most people felt the old forks were superior performers. The motor’s unique internal water pump continued to disconcert some with its odd clatter and not everyone was on board with the look of the gargantuan new radiator shrouds. For most riders, the RM’s light and nimble handling continued to be its biggest draw.
An all-new Keihin carburetor for 2001 featured a Power Jet and Throttle Position Sensor to optimize power delivery. Photo Credit: Motocross Action
For the 2000 season, Suzuki looked to refine their proven RM250 platform. In 1999, Greg Alberyn was able to finally capture his long-sought 250 National Motocross title for the brand and most riders felt the RM was competitive with its rivals. For 2000, Suzuki dialed up a slew of motor and suspension refinements while maintaining the basic ’99 package. The revamped motor was long on snap but short on breadth with a hard-hitting midrange but little else. A new shock and reinforced frame delivered improved action out back, but the Showa inverted forks failed to match their action up front. Overall, it was a fun machine to ride, but its unbalanced suspension and narrow power limited its appeal as a racer.
The RM’s new cylinder was lighter and more compact than before with thinner-walled construction and Suzuki’s exclusive SCEM (Suzuki Composite Electrochemical Material) coating. Photo Credit: Suzuki
After five years on the market, it was finally time to introduce an all-new RM250 in 2001. The new machine was redesigned from the ground up with an eye toward reducing weight, improving ergonomics, boosting power, and refining the RM’s well-regarded handling. To accomplish these goals Suzuki looked at every facet of the outgoing design and made changes to reduce size, shave weight, and improve overall performance. The motor, frame, suspension, and bodywork were all-new, featuring radically restyled lines and a bold new color pallet. The “Marble Science Yellow” Suzuki had employed on their RMs for over a decade was retired and replaced by an all-new shade Suzuki coined “Competition Yellow.” This “next generation” neon yellow positively glowed when placed next to the older RMs and helped reinforce the impression that this was a radically updated machine.
Clever ads like this “Do-It-Yourself Wax The Competition Kit” are missed in today’s online-first social media advertising world. Photo Credit: Suzuki
Underpinning the redesigned RM was an all-new frame that was stronger, lighter, and more compact than in 2000. The new frame remained crafted out of steel but featured an all-new layout that combined some of the features of a traditional and perimeter design. At the front, the redesigned frame was thoroughly conventional, with a large single backbone and single downtube that split into a dual cradle below the motor. Toward the rear of the backbone, however, the frame split and resembled a Kawasaki design with large, stamped steel spars on each side. This “semi-perimeter” configuration was engineered to provide a strong and flex-free feel while avoiding the wide steering head and midsection that plagued Honda and Kawasaki’s early perimeter frame designs.
Suzuki took great pains to slim, tuck, and trim every component on the new RM in search of reduced weight. The result was a remarkable 9-pound weight reduction from the 2000 model. Photo Credit: Suzuki
The RM’s new layout was super slim, flat, and sleek with a “sit on” feel that allowed maximum rider movement. Most average-sized riders loved the new feel, but taller pilots lamented the more compact dimensions of the updated frame and bodywork.
In addition to the unique frame construction, the new RM’s chassis featured a complete rethinking of the machine’s weight balance and flex characteristics. Both the forks and main frame downtube were reduced in size while the rear of the frame was strengthened around the swingarm and shock mounting. The new frame featured revised geometry with a shortened wheelbase (0.4 inches), an increase in rake from 27 to 27.5 degrees, and an extension in trail from 111mm to 115mm. Restyled bodywork slimmed the midsection and narrowed the tank and radiator shrouds considerably. The new pilot compartment was flatter on top and featured a “sit on” rather than “sit in” feel that made it easier to move fore and aft and weight the front end in turns. New fenders front and rear featured a more angular look with cooling vents incorporated up front and hand holds in the rear. In addition to being brighter in color, all the plastic was thinner as well to save weight. The footpegs were relocated 9mm higher and 9mm rearward to complement the new flatter riding position. A new alloy subframe was designed that was lighter by one quarter of a pound. Altogether, the new frame and subframe added up to a nearly two pound savings over the 2000.
All-new forks for 2001 were reduced in diameter by 3mm from the 2000 to trim weight and match the flex characteristic of the new stiffer chassis. Photo Credit: Suzuki
On the motor front the RM250 was just as all-new for 2001. The redesigned power plant retained the cylinder-reed intake the RM250 had employed since 1996 but added all-new cases and a redesigned top end. The reconfigured bottom-end moved the water pump back outside the cases, which allowed Suzuki to both shorten the motor and make servicing and replacement easier. The new cases were nearly an inch shorter than in 2000, contributing to better mass centralization. The motor retained the same 66.4 x 77mm bore and stroke for 249cc of displacement as in 2000 but all the porting was revamped for improved power. The cylinder liner was plated with Suzuki’s SCEM (Suzuki Composite Electrochemical Material) coating to provide the best combination of durability, light weight, and heat conductivity. The redesigned top end was smaller and lighter with thinner walls, reduced bolt sizes and a more compact layout. An all-new power valve system was added that moved from a one-piece, one-stage mechanism to a two-piece, two-stage design to provide more precise control and a smoother power delivery. The ignition was all-new for 2001 with a smaller and lighter rotor and new Throttle Position Sensor (TPS) that integrated with the carburetor to provide more precise ignition timing control. Both the transmission and clutch were also put on a diet with the one-piece steel pushrod of the 2000 being retired in favor of a new two-piece steel/aluminum alternative. The primary drive gear was reduced in weight and a hollow shift shaft was used in place of the solid steel unit employed in 2000. The shift mechanism was moved from a “link-type” to a “gear-type” for more precise engagement and a new shift lever was bolted on with a revised shape and hollow center for lighter weight and improved feel.
The RM’s all-new “coupling-press body frame” mixed design elements of a traditional single-backbone frame with Kawasaki’s unique perimeter design. Suzuki felt this “semi-perimeter” configuration best combined the strength and flex resistance of the Kawasaki design with the slimmer feel and improved weight distribution of a more conventional frame. Photo Credit: Suzuki
Feeding fuel to the motor was an all-new intake, airbox, and carburetor. The new Keihin PWK38 carburetor was 16mm shorter than the carb used in 2000 and featured the TPS integration needed to work with the new ignition and a Power Jet for improved low-end response. By working together, the carburetor and ignition could be fine-tuned to provide the best combination of spark and fuel based on engine RPM and the amount of throttle being applied. Paired with the new intake was a redesigned exhaust which featured a reconfigured shape and thinner-walled stampings to reduce weight. Combined with an all-new alloy silencer the exhaust system dropped nearly 2 pounds of weight from the 2000.
The RM’s all-new bodywork was fresh, sleek, and very attractive. The new “Champion Yellow” color took a bit to get used to but even 22 years later it remains a great-looking motorcycle. Photo Credit: Simon Cudby
On the suspension front the RM was once again majorly revamped for 2001. After using Showa components for several years, Suzuki moved back to Kayaba on the RM250 in 2001. The all-new 46mm KYB front forks were 3mm smaller in diameter than the old Showa components and very similar to the forks found on Kawasaki’s KX250. The new smaller-diameter forks lowered weight by 1.76 pounds and dialed back the rigidity of the RM’s front end to better work with the flex characteristics of the new frame. Internally, the forks featured an air bladder and check plate to divide the oil into two separate chambers. The air bladder was designed to increase pressure in the upper fork to hold some travel in “reserve” to prevent bottoming on successive hard hits.
Kevin Windham’s move to Suzuki from Honda was big news in 2001. He would fail to deliver a victory indoors, ending the series in 4th overall, but a much better outdoor campaign would see him score two overall victories and end the series in second behind Kawasaki’s Ricky Carmichael. Photo Credit: Simon Cudby
In the rear, the RM once again moved to Kayaba as its suspension provider. The all-new Kayaba shock added high and low-speed compression damping control for 2001 to go with a full range of selectable rebound settings. The new shock was paired with a redesigned linkage and all-new swingarm design. To reduce weight, the upper shock mount was moved to a needle bearing (spherical in 2000) design and the shock body was reduce in diameter by 4mm. This downsizing saved 0.57 pounds when compared to the 2000 design.
Riders like Greg Albertyn could go blazingly fast on the new RM but it took skill to make the most of its narrow and punchy powerband. Photo Credit: Scott Hoffman
All-new brakes shaved weight by reducing the thickness of the rear rotor by 0.5mm and increasing the size of the venting in the front rotor. An all-new one-piece integrated rear master cylinder further saved ounces by reducing size and eliminating the need for a protective cover. Up front, Suzuki eliminated the plastic rotor cover and reduced the width of the front hub by 20mm. A new brake pedal featured a revamped shape for improved feel and a 1mm thinner construction for a 2.76-ounce savings in weight. Even the clutch and throttle controls were shaved, trimmed, and reworked to find additional ounces that could be shed. Redesigning the clutch perch and free-play adjuster saved 2.6-ounces and revamping the throttle cable mounting shed 0.79-ounces from the 2000 design. All told, these changes added up to a remarkable 9-pounds of weight savings for 2001.
The RM250’s best trait for 2001 was its light feel and razor-sharp handling. On the track the yellow machine felt like a powerful 125 and riders loved pitching it around and throwing it into corners. Photo Credit: Simon Cudby
On the track, the new-look RM felt very different in some ways and largely unchanged in others. The new layout was ultra-thin, but a good bit more cramped than previous RMs. The new bodywork and footpeg placement cut half an inch out of reach from seat to peg and while this made the bike feel very compact, many taller riders felt the updated ergonomics were a bit too confining. While the layout was new, the RM’s handling remained largely unchanged. At 222 pounds, the RM undercut every other machine in the class besides Honda’s aluminum-framed CR250R and this light weight was apparent from the second you took the bike off the stand. In the air or on the ground the RM was incredibly nimble with a feathery feel that was more akin to a powerful 125 than a traditional 250. Turning remained excellent and the RM had little trouble carving under its red, blue, green, and orange competitors. Jumping the Suzuki was also a joy, and the bike could be whipped, flicked, and flattened like a BMX machine. As with previous RM250s, however, stability was a bit of an issue. The bike danced around at speed and never felt fully planted to the ground. It rarely did anything truly scary, but it also moved around quite a bit more than many riders were comfortable with. The chassis felt like a cat poised to strike and ready to change direction and pounce at a moment’s notice. Many riders loved this quick and responsive feel, but not everyone could come to terms with its hyperactive nature.
The RM’s all-new 249cc motor delivered a ton of burst but not much breadth. Its light flywheel and lack of torque made it tricky to manage in slippery conditions and its lackluster top-end meant a ton of shifting to keep it on the bubble. The quick-revving and snappy motor was fun to ride, but most riders found the competition’s motors preferable for racing in 2001. Photo Credit: Dirt Bike
Also playing into this hyper personality was the RM’s new motor. The redesigned powerplant provided a hard-hitting and quick-revving style of power that spooled up fast and blasted the machine out of every corner. The motor’s light flywheel made it incredibly responsive to throttle input but there was less traditional grunt down low than the YZ, KX, and KTM. Most of its power was situated dead center in the midrange and the RM was incredibly quick once it hit the meat of its powerband. Top end was rather unimpressive, however, and it was better to shift rather than try and scream it out into the next corner. Selecting the proper gear and keeping a finger on the clutch were critical to making the RM’s punchy but narrow powerband work properly. This quick-hitting “rat-a-tat” style of power was great on tight tracks and the bike could be really fun to ride but most racers felt the broad power of the Yamaha and long pull of the Honda were superior.
After several years with Showa, Suzuki moved back to Kayaba suspension in 2001. The new 46mm KYB forks were very similar to the well-regarded units found on the KX250 but the settings chosen by Suzuki resulted in less impressive results. Both the springs and valving were very light, and the forks tended to blow through their stroke and bottom on hard hits. The soft springs allowed the fork to sink deep into the travel and this also led to a harsh spike in the midstroke as the heavier damping kicked in. For any serious racer stiffer springs and a revalve were advisable. Photo Credit: Suzuki
In and the air or on the ground, no 250 was as light, flickable and feathery as the new RM250 in 2001. Photo Credit: Motocross Action
On the suspension front the RM’s all-new components offered tons of potential but lacked proper setup. The KYB forks were very similar to the units riders loved on the KX250 but the settings chosen for the RM proved too soft and underdamped for most rider’s tastes. The soft stock springs and light damping control allowed the RM to blow through its travel on hard hits and hit a spike of valving in the midstroke. Big jumps left a strip of rubber under the front fender and only the slowest and lightest of pilots felt the stock settings were acceptable. The light stock damping caused the front end to dance around on small chop and this only exacerbated the RM’s unsettled feel at speed. Installing stiffer springs and raising the oil level 10mm helped alleviate the bottoming issues, but the busy action and harsh damping spike in the midstroke required a revalve to fully address.
The new KYB shock on the RM was not a class leader but it provided a more acceptable ride than the underwhelming forks. Fast guys felt a stiffer spring was advisable, but most racers could get by with the stock adjustments available. Photo Credit: Suzuki
In the rear, the new KYB shock was very plush and better received than the harshly damped front forks. Once again, the RM shared its shock with the KX250, but both machines provided a very different feel on the track. Where the KX was firm, the RM was soft, and this caused most riders to rate it below the Kawasaki in shock performance. While slightly soft, it did do a better job of handling big hits and small chop than the new forks. Once again, a stiffer spring was advisable for fast guys, but the stock shock could be raced without fear of the damper doing anything weird or beating you to death.
Suzuki’s biggest star in 2001 was 2000 125 National Motocross champion Travis Pastrana. Technically still a 125 rider, Pastrana stepped up to race the RM250 in a few select events in 2001. Carding a fifth in the Anaheim season opener, many had Pastrana pegged as the sport’s next great champion, but unfortunately, injuries and a lack of focus would derail the incredibly talented rider’s career before it could reach its full potential. Photo Credit: Dirt Bike
Light and comfortable controls and garbage steel bars were standard RM equipment in 2001.
On the detailing front the RM was a definite improvement over previous Suzuki efforts. The new brakes worked very well, and the RM offered tons of power and excellent feel. All the controls were smooth in action and the RM offered the lightest clutch pull in the class. Riders loved the slim feel and excellent ergonomics of the new layout. The bike was very comfortable, and nothing got in your way or hindered your ability to put the RM where you wanted it to be. Tall riders preferred a taller seat, but overall, the RM provided an excellent pilot’s compartment. The new color freshened the RM’s appearance and virtually everyone loved its brighter color and bolder styling. About the only complaint riders had with the RM’s appearance was with the life of the stock graphics which proved incredibly short. Suzuki claimed that buyers swapped them out most of the time anyway, but they were disappointingly fragile even by the lackluster durability standards most OEM graphics provided. While they were still intact, however, they were handsome and a huge improvement in looks over the odd “ROM” graphics of 2000. Stock chain and sprocket life remained poor, and the stock steel bars appeared to be made from warm butter.
An excellent front brake helped the RM grab the inside line in 2001.
The new motor was no powerhouse, but with a bit of porting work it really came alive. Savvy tuners quicky found the RM’s missing horses and the bike could be quite potent with a bit of massaging. The move back to an external water pump also alleviated the annoying clatter that unnerved many owners of the 1996 through 2000 RM250s. While the new clutch offered a light pull, its overall action and longevity were somewhat suspect. It was grabby when cold and tended to lurch and buck when hot. Switching to an aftermarket unit was advisable for any clutch abusers who purchased the new RM. The shifting feel of the new transmission was smooth and light, but some riders complained of annoying false neutrals if the gear lever was nudged by accident. This could be a serious safety concern, so care had to be taken to not kick it out of gear at an inopportune moment. Overall reliability proved good for an all-new design, but the RM tended to feel worn out far faster than any other machine but the KX. The graphics, seat, and switchgear all sacked out quickly leaving the RM looking and feeling old before its time.
The RM250 was the only all-new machine in the 2001 250 class. Photo Credit: Dirt Bike
In the end, the 2001 Suzuki RM250 proved to be a machine with tons of potential but not enough polish. The new motor was snappy and fun, but often difficult to ride. The chassis continued to offer the lightest feel and sharpest turning in the class, but its mediocre suspension and wayward high-speed handling left many searching for a steering stabilizer and a qualified suspension tuner. With a bit of motor massaging and some suspension work, the 2001 Suzuki RM250 could be a world beater, but in stock condition it was a pretty princess in need of a trip to finishing school.
The all-new RM250 offered a fun riding experience but its short powerband and lack of suspension polish left many riders preferring red and blue in 2001. Photo Credit: Suzuki
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