1988 Suzuki RGV 250

Model.	Suzuki RGV 250
Year	1988
Engine	Two stroke, 90° V- twin, reed valve
Capacity	249 cc / 15.2 cu in
Bore x Stroke	56 x 50.6 mm
Compression Ratio	7.5 :1
Cooling System	Liquid cooled
Induction	2 x Mikuni VM32SS semi-flat carburetors
Ignition	Pointless Electrical Ignition
Spark Plug	NGK BR9ES
Battery	12V, 5Ah
Starting	Kick
Max Power	35.7 kW / 49 hp @ 9500 rpm
Max Torque	40 Nm / 4.1 kgf-m / 29.5 lb-ft @ 8000 rpm
Clutch	Wet, multi-plate
Transmission	6 Speed, constant mesh
Primary Reduction	2.565 (59/23)
Gear Ratios	1st 2.454 (27/11) / 2nd 1.625 (26/16) / 3rd 1.235 (21/17) / 4th 1.045 (23/22) / 5th 0.916 (22/24) / 6th 0.840 (21/25)
Final Drive	Chain, DID520V2, 114 links
Front Suspension	Telescopic fork, 5-way adjustable with anti-dive, oil dampened
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	Full Floater, mono-shock, gas/oil damped, 7-way adjustable
Rear Wheel Travel	140 mm / 5.5 in
Front Brakes	2 x 290 mm Discs ,4 piston calipers
Rear Brakes	Single 210 mm disc, 1 piston caliper
Front Tyre	110/70-17
Rear Tyre	140/60-18
Frame	Twin spar, aluminium
Rake	26^o
Trail	110 mm / 4.3 in
Dimensions	Length: 2015 mm / 79.3 in Width: 695 mm / 27.4 in Height: 1065 mm / 41.9 in
Wheelbase	1375 mm / 54.1 in
Ground Clearance	120 mm / 4.7 in
Seat Height	755 mm / 29.7 in
Turning Radius	3.1 m / 10.2 ft
Lean Angle	58°
Dry Weight	128 kg / 282 lbs
Fuel Capacity	17 Litres / 4.5 US gal / 3.7 Imp gal
Oil Capacity	1.1 Litres / 12 US qt / 1.0 Imp qt
Consumption Average	7.8 L/100 km / 12.8 km/l / 30 US mpg / 36.0 Imp mpg
Standing ¼ Mile	12.9 sec / 160 km/ / 100 mph
Top Speed	202 km/h / 125 mph
Road Test	Motosprint 1989 Suzuki RGV250 Yamaha TZR250 Kawasaki KR1 Bike

The Suzuki RG250 has survived for five years in the commercial hell of the Japanese 250 market without undergoing any major modifications. It was the first of the high-tech models that featured an alloy frame, 16-inch wheels, and racy exhaust. It was a best-seller for several years, reviving Suzuki's image and creating a lot of Gamma fans, but recently it has been overshadowed by the TZR250. But now Suzuki have finally brought out a brand new 250, the RGV, which has all the technical and aesthetic ingredients needed to retake the top 250 slot from under the noses of the opposition.

You could tell that the RGV was long-awaited simply by the number of journalists who turned up for the launch. Its superb shape alone was tantalising. First announced at the Tokyo show, the RGV has actually appeared after the rest of the '88 opposition, so it has to be the fastest! It is well known that the manufacturers compare their new products to the opposition and that performance is the top priority in the 250 class.

Let's start with the biggest change to the Gamma, the V-twin motor. This configuration was chosen not for its power, which is similar to a parallel twin's, but for its compactness. Because a V-twin vibrates less it can be made lighter, smaller and 20 per cent narrower. The V shape also allows the engine to be placed further down in the frame, lowering the centre of gravity. Furthermore, a 90° V-twin's mounting angle can be easily adjusted until the right weight distribution, essential for good handling, is found.

The all-alloy cylinders are lined with SBC (Suzuki Boron Composite), a low-friction coating similar to the opposition's, although the formula is different to reduce weight and friction. The pistons are flat-topped for better heat-dispersal, according to Suzuki. Induction is direct into the crankcase via a classic reed-valve with six petals (with dimensions similar to the RG's) and big 32 mm semi-flat-slide carburettors. Naturally, Suzuki have their own 'system' for varying the exhaust timing, called AETC. This 'Automatic Exhaust Timing Control' which has already appeared on the RM motocrossers seems a bit complicated but proved very effective.

The enormous radiator is directly derived from the RGV 500 racer and its concave, dished shape directs hot air through the sides of the fairing. According to Suzuki it cools 50 per cent more efficiently this way. The six-speed gearbox also benefits from the latest lubrication technology with oil injection onto the bearings.

The chassis also abounds with technological advances. The new alloy 'DC ALBOX' frame is classic in shape but has a remarkable finish and the beautiful alloy welds maintain Suzuki's reputation for being the best in this sphere. The forks have 41mm stanchions (as is the fashion nowadays) so they don't flex easily, which is just as well when you see the fearsome brakes. Superb four-piston calipers (with unequal diameters like Kawasaki's BACS) operate on a 290mm Tokico disc, and the RGV weighs in at a mere 282 lbs.

Tyres are low-profile radials (110/70 x 17 front and 140/60 x 18 rear) on extra-wide rims (four inches at the rearl), like everyone else's in'88. Carefully studied aerodynamics and a phenomenal 58° lean angle concluded the technical explanations. After that presentation of technical beauty, Suzuki's Ryuryo test track beckoned...

As expected, the RGV is magnificent. The detailing and finish are faultless and its unusual design gives it its own distinct personality. While I'm admiring the beast other journalists thrash past flat out a few yards away on the interminable main straight. I realise that the exhaust is very quiet, quieter than the RG, but pleasant with it.

The footrests are a long way back but the handlebars are not too low, so the riding position is relaxed and less extreme than the Honda NSR250's. As usual at these infernal track tests, it was very difficult not to crack the throttle wide open and go for it like a madman... so I can't honestly tell you what it was like to drive at low revs. Nevertheless, I still noticed the progress that Suzuki have made since they brought out the first Gamma.

The V-twin's power delivery is so elastic it's almost like an electric motor. The power curve is so progressive that (unlike any other two-stroke 250), it is like a four-stroke to ride. The AETC makes the RGV as smooth and easy as a scooter. This helps to get a good drive out of the corners without going sideways or popping wheelies. If the RGV is the most controllable of the two-stroke race-replica 250s, this does not detract from the pleasure of riding it.
From about 9500rpm the 44 expected horses are there right up to 12,000, after which the power drops off very quickly (but not if you have the racing kit exhausts).

The RGV's performance does not feel as impressive as the NSR's but is very respectable nonetheless, with a top speed of 130mph and 12.5 seconds for the standing quarter. The handling is also top-notch. It's very firm and secure in fast curves and excels in slow corners where it proves much quicker handling than the old RG. The manufacturers make 250s with very different looks and engine characteristics but they all seem to agree when it comes to chassis design. Rigid alloy frame, good suspension, 17-inch front wheel to help direction-changes and flickability. The NSR, TZR, KRY and RGV are as close in handling as they are different in engine feel.

Another quality of the RGV is its brakes. Their power, control and feel are really exceptional ... like a real racer's. They are almost over-the-top for a road bike, but on the track the brakes were fantastic, even if handicapped by the forks which were too soft for my weight.

Engine, gearbox, chassis and brakes are so good that, as with a racer, it takes more than a brief test to be able to take an RGV to the limit. Nevertheless I experienced enough to say that the RGV is the easiest 250 to ride, and one of the most enjoyable. Only the tyres were showing signs of fatigue after three hours of intensive testing at Ryuryo, making me back off a little and hold myself in check.

Since the first Gamma appeared the competition has come a long way. As with the new GSX-R750, Suzuki have fought back late but very strongly. The huge effort made by the company at all levels -looks, technology, and promotion - has been worthwhile. The RGV is assured of a successful future and Suzuki hope soon to export it to Europe.

The problem is that the market is so weak in Europe at the moment that it is not really economic to import only 200 machines per country. Furthermore, the technology at the top of the 250 market costs more than for a single sided swingarm 600 single.