Suzuki Unleashes
Y2K RM Lineup
Specifications Below
2000 RM 80
$2,999 US2000 RM 125
$4,949 US2000 RM 250
$5,699
Suzuki RM125 - Year 2000 Model Changes
Engine
(click for photo)
1. Piston: The piston ring locating pin has been moved to the rear of the
piston, 18 degrees to the exhaust port. In this position the pin gets additional support from a
new bridge that divides the third scavenging port.
2. Cylinder: The third scavenging port has been divided with a bridge to
provide support for the piston ring pin, and the first and second scavenging ports have
been reshaped for smoother flow. The exhaust port width has been narrowed 1 mm
and has been reshaped with an improved chamfer to prevent the piston ring from catching
the bridge.
3. Exhaust Valve: The exhaust valve port and exhaust valve shape have
been modified slightly to improve low-to-mid-range power transition characteristics. The
exhaust valve control system has been changed from a direct type to a L-arm type for more
precise control particularly at low rpm.
4. Reed Valve: The reed valve has been changed to carbon fiber for better throttle
response.
5. Crankshaft: Crankshaft inertia has been increased 1.6% with an
increase in primary compression of approximately 2% to improve power accessibility and
traction control.
6. Carburetor: The RM125 continues to use a Keihin PWK38PWJ carburetor,
but with a by-pass starter circuit to improve low rpm throttle response and power (also
used on
RM250.
7. Exhaust Pipe: This year's exhaust system is a full copy of the factory
race team pipe which has been designed to improve high rpm power and pull harder from
mid-to-high rpm.
8. Ignition Timing & CDI Box: Ignition timing has been modified to
improve power "feel" and horsepower. The CDI box has been moved from the
steering head to the airbox for better protection (also on RM250).
9. Gearshift Cam Plate: The shape of the gearshift cam plate has been
modified so that neutral gear position is easier to find.
Suzuki RM250 - Year 2000 Model Changes
1. Cylinder: The cylinder has received modified exhaust port shape
and timing, plus slight changes to scavenging port shape. The reed valve seat has also
been shortened 8mm. Combined these changes improve low-to-midrange power.
2. Exhaust Valve Breather: A solenoid valve is now used to control the
exhaust chamber breather system. Based on engine rpm, the system maintains optimum exhaust
chamber pressure to improve low-to-midrange power.
3. Exhaust Valve: Exhaust valve control has been changed to the same
L-arm actuation system used on the RM125. In addition, a more curved shape at the top of
the exhaust port helps to improve low rpm power when the exhaust valve is in the lowered
position.
4. Piston: Piston crown shape has been changed from a dome to a flat
shape for im proved combustion and better low rpm power.
5. Crankshaft: Crankshaft inertia has been reduced 5% with an increase in
primary compression of approximately 2% to improve power delivery.
6. Exhaust Pipe: All basic dimensions of the exhaust system have been
modified to improve low do-midrange power without reducing maximum power output.
7. Carburetor: The Keihin PWK38PWJ carburetor, is equipped with a by-pass
starter circuit to improve low rpm throttle response and power (also used on RM125).
8. Ignition Timing & CDI Box: Ignition timing had been modified to
improve power "feel" and horsepower. The CDI box has been moved from the
steering head to the airbox for better protection (also on RM125).
2000 RM125/250 Updates
Y2K - RM125 / RM250 Model Changes
1. Frame:
The lower frame reinforcement tubes have been welded to the
outside of the main frame tubes. The main frame tubes now turn inward toward the cushion
bracket attachment section for additional strength and to improve rear end stability.
2. Swingarm & Dust Seals: Swingarm rigidity has been improved by a
10mm height increase of the forward cast section of the swingarm. The dust seals used at
the cushion rod attachment points have also been improved to reduce friction, as well as
the dust seals used on the cushion lever.
3. Front Fork: Spring rate changes
Main spring rate RM125: 0.40 to 0.42
Main spring rate RM250: 0.42 to 0.435
4. Rear Shock: The diameter of the compression damper valve and case has
been increased, and changed from an in-line to a parallel-type design which includes a
low- speed valve. The increased compression damper size creates a larger oil flow route
which reduces oil flow resistance, and creates a more linear feel of the rear suspension
stroke. The low-speed valve helps stabilize damping force at low suspension stroke speeds
and smoothes the transition from initial compression to mid-stroke.
RM125: 4.7-5.3-6.1 to 4.8-5.2
RM250: 4.9-5.6-6.5 to 5.0-5.4
5. Brake Pads: Brake pad coefficient-of-friction has been slightly
reduced for better feel and controllability.
6. Footpegs: Footpeg width has been increased 6mm to include three rows
of teeth.
7. Rear Axle & Rear Wheel Hub: Rear axle diameter has been increased
from 20 to 22mm with a corresponding change to the rear wheel hub for improved stability. The new hub
is also wider, and lighter weight with spoke attachment at a wider angle for strength.
8. Grips: New grips feature a more comfortable shape and a ribbed lower
half.
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