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►Suzuki's RM125 is a
proven performer, a fact that is more than evident on the starting lines across
America. As good as the RM125X was in 1981, everybody sat back to see what
wonders would unravel in the 1982 package. Well, surprise! The changes are
almost invisible to the untrained eye. In most ways, the changes represent fine
tuning more than redevelopment.
Forget the decals and minor cosmetics, the major changes fall into two
categories: motor and weight. Suzuki took the RM125 case-reed motor and turned
it into a straight reed-valve top end. Gone is the crankcase intake reed block;
in its place is a new, full-reed-block cylinder. Reed valves aren't
earth-shattering in the technological vein, but the fact that Suzuki picked up
the design used by Honda, Yamaha and Kawasaki is tremor-producing. Weight was of
major concern for the Hammamatsu technicians in 1982, and it is about time.
Every detail that could be shaved was shaved. Most dramatic is the new,
pint-size Full-Floater shock. Several pounds were saved by miniturizing the
shock body and spring. A totally dry Suzuki RM125Z weighs about 192 pounds (five
pounds less than last year).
WHAT'S REALLY DIFFERENT?
New part numbers have to be issued for
the front fender, numberplate, decals, pipe, cylinder cases, levers, shock and
throttle. What is really different is the powerband—thanks to the new cylinder
and pipe combo. Fed by a 32mm Mikuni (not a square slide model, as is found on
the RM250 and RM465 ), the water-cooled 54mm bore by 54mm stroke, 123cc motor
churns out a new kind of power. Last year the RM125X was a potent mid-range mill
that kicked in with a boost. This year the RM is a smooth, broad powerband motor
that has no kick, but a long, steady pull. For the backyard engineer, the new
motor has more potential for hop-up than last year's setup.
Suzuki kept the proven chassis design,
with its 56.7-inch wheelbase, 13.6 inches of ground clearance, and relatively
low seat height. The seat, which ripped to shreds last year, has a slightly
baggy look at the rear of it, but it does resist ripping. Suzuki's new
weight-saving binge has resulted in ultra-thin plastic parts. The front
numberplate, which looks better this year, is wafer-thin, and the left sidepanel
refuses to stay put, under the seat edge.
HOW FAST IS IT?
Slower than last year in some situations
just about sums up the new motor. Suzuki went for a more mellow and
easier-to-ride style of power. The result is faster lap times on sweeping,
high-speed tracks, but a definite loss in corner-to-corner acceleration.
Junior and Intermediate riders will find
the RM125Z powerband to their liking. It flows from gear to gear, can be revved
a little higher, and a given gear can be used more fully. There is very little
hyper, short-shift, peg-it, maxed-out riding needed on the new mill. It is
smooth, long and slightly boring. There is no punch—just businesslike speed.
DOES IT HANDLE?
Making the RM work is an easy matter; it
is a lightweight, smoothly powered and responsive machine. Not the best-handling
bike in the world, it bridges the gaps between hairline precision and
straight-line stability very well. It likes the rider to stand up most of the
time, and sit down (way up front) in the turns. The stock IRC tires aren't the
hot sneakers, but they keep the rims from getting scuffed.
The new rear shock works better than
last year's shock. We ran it on rebound damping click number one and found the
shock very sensitive to preload settings. The new slim-line shock runs more
preload than last year's chubby shock. There are four rebound settings, but we
ran almost totally on number one or two.
CAN I LIVE WITH IT?
Getting into the air box will drive you
batty. And even worse is trying to remove the pipe without chopping your fingers
off on the radiator. Aside from those two areas, the RM is on the verge of being
maintenance-free. The spokes never come loose. The radiator is always full of
water (use distilled water only). The bars and levers are comfy and well-shaped.
The RM125Z has that familiar feel of a proven package.
Last year there were a number of
niggling problems that beset RM owners. Cold seizures, clutch burn-outs and an
occasional skipping second gear were very popular, while the hard-core could run
a crank to death. Solutions have been found; to avoid cold seizures the owner
needs to warm up the motor carefully. Clutch burnouts should be less of a
problem this year, thanks to better fiber plates, while the tranny is helped by
the new powerband.
SHOULD I BUY ONE?
This was the best 125 of last year by a
big margin. This year, it has marvelous suspension (by far the best rear
suspension on the market) and a strong, broad motor. Bugs have been worked out
and pounds have been shed. It may not make the most peak ponies this year (it
didn't do that last year), and it may not be ultra-quick-handling, but it is a
known quantity, with a proven track record, and one heck of a good machine.
The RM125Z is the bike to consider first
and foremost when buying. Let the other new brands try to sway you away. Most
people will find that their first choice is the right one.■ |
Bike Tests 
