Motorcycle families Suzuki Intruder, Marauder, Desperado, Boulevard

Denial of the Japanese school of chopper building is in itself irrational. In the case of the Suzuki Intruder, we can see how techies from the Land of the Rising Sun were able to get the concept and style right, as well as add a bit of their own flavor.

The Japanese have never been particularly trendsetters among choppers and cruisers, but they are not short of hard work. Rice engineers quickly stole all the successful ideas and stylistic devices, adjusting them to their own understanding of beauty. From the point of view of the truchopper, such a technique in two cases out of three is a complete disgrace - everything is too thought out and verified, there are zero vibrations and noise, no charisma either... sadness, in a word. However, there were enough fans for reliable and unpretentious motorcycles.

Suzuki managed to very quickly get close to recognized masters and take a share of the American market. The Intruder series, which translated into Russian means “Invading” or “Invader”, from the very first generations to this day is the embodiment of brutality and freedom, which is based on excellent V-shaped engines, the “correct” appearance, and, of course , charisma.

It makes sense to consider the entire large family of “Intruders” by generations, which in turn are divided into a large number of similar devices with different cubic capacities. In this material, we will look at the early motorcycles of the pre-injection families Intruder, Intruder Volusia, Marauder, Desperado.

Model history

The production was based on our own development of the GSX-R 750, increasing the engine capacity and using thicker aluminum to design the frame.

2001 Suzuki GSX R1000.

2021 Suzuki GSX R1000.

But already 2 years later, the model changes radically both externally and in technical parameters. The number of brake calipers changes, LED optics are installed, the motorcycle becomes lower, etc. This year’s bikes are distinguished by a noble black color

Further updates follow at intervals of 2–3 years . Other shock absorbers are installed, traction control appears, engine power is changed, and many other developments, both new and not so new, are used.

Suzuki rmz 250 chassis and suspension

Suzuki rmz 250 chassis

The new Suzuki rmz 250 chassis is much lighter and has new stiffness factors. The wheelbase of the motocross motorcycle has been increased due to a new swingarm. The swingarm itself is 6% less rigid in terms of torsion, but now has more travel, increasing rear wheel grip. If we talk about the suspension, it is worth noting that the KYB PSF2 air fork was replaced with a 48 mm AOS spring fork. The fork support bars have been redesigned in terms of stiffness factor and are 60g lighter. The KYB rear shock absorber has a new housing and a new spring, which in total are 370 g lighter. In addition, the rear suspension has a new progression. The brake unit has also been “bleeded”: a brake disc with a diameter of 270 mm is installed at the front. The wheels of the new RMZ 250 are shod with new Dunlop MX33 tires. Below is the official technical information from Suzuki.

Suzuki Motor North America is proud to reveal the technical specifications of the new 2021 RMZ 250 motocross motorcycle. The motorcycle has been redesigned to reflect the top-of-the-line RM-Z450, built specifically for champions. Engine improvements and chassis changes not only improve the performance of the RM-Z250, but also make it the best-handling motorcycle on the track. The RM-Z250 received a new cylinder head, which has a positive effect not only on power, but also on throttle response. The new dual-injector injection system enhances the bike's performance across the entire range. The new lightweight aluminum frame and swingarm take handling to an exceptional level, which in turn further improves the overall performance of the RM-Z250. The same role was played by KYB suspension elements, including a new spring fork. Dunlop MX33 racing tires and an improved braking system have a positive effect on the stopping power of the motorcycle, the rider feels more confident because he is in control. Suzuki engineers have improved the fundamental components responsible for driving, stopping and turning to an incredibly high level, thereby giving the new 2019 RM-Z250 a winner's shot. The engineers especially focused on the motorcycle's turning ability. They were able to achieve an amazing balance between a powerful, racing engine and a refined, agile chassis.

Specifications

One of the highlights of the power plant is the S-DMS system installed in 2007, Suzuki Drive Mode Selector with a choice of ten operating modes.

Under the plastic fairing of the motorcycle lies a liter four-cylinder engine that easily lifts the front wheel into the air with a sharp rotation of the throttle.

In addition to it, we can mention our own development SR-VVT , which changes the compression ratio depending on engine speed. The engine itself has been completely changed several times. As a result, he received:

• working volume - 998 (999 from 2005) m3;
• number of cylinders - 4;
• number of cycles - 4;
• number of valves - 16, 4 per cylinder;
• power - 163 (gradual increase to 201) hp;
• torque - 117 Nm;
• cooling - liquid;
• fuel supply - injector;
• ignition - transistor;
• start - electric starter;
• tank volume - 18 (17.5 from 2007) l.

The adoption of EURO 4 in 2007 forced the developers to once again update the motorcycle’s parameters. This coincided with the next restyling. As a result of the work, the engine became more economical and more powerful . The expected result was a reduction in the gas tank.

Transmission and clutch

The main drive is a classic chain drive.

The motorcycle is equipped with a 6-speed gearbox.

It works well and does not raise any questions for the pilot. There are no problems with pedal travel or finding the right gear. It accelerates well, does not require frequent clicking, and you can easily and unnoticed go into the red zone.

• Multi-disc clutch, oil bath . The 2007 restyling did not forgive without a trace - the drive became hydraulic .
• The main transmission of the standard is a chain .

Brakes

The brakes underwent several changes during production.

Their developments were used only on models of the first years of production. In 2005, support from Tokico (the Japanese leader in the production of braking systems) was installed. In 2021 changes to Brembo.:

Front brakes.

Rear brakes.

Front:

• number of disks - 2;
• diameter - 320 mm;
• support - 4-piston.

Rear brakes:

• number of disks - 1;
• diameter - 220 mm;
• support - 2-piston.

During the development process, the diameter of the front disc dropped to 300 mm , then gradually returned to the original 320 mm . In the first versions of the 750-based model, the brakes had 6-piston calipers, then in 2005 they used third-party ones with 4-piston calipers.

The only change in the 2015 restyling was the ability to install ABS .
It can be purchased as stock or installed later. In the first case, the bike is usually additionally marked with the letter “A”.

First generation (1985–2004)

VL125, VL250, VS400, VS600, VS700, VS750, VS800

The first test motorcycle in the Suzuki Intruder family in 1985 was the VS750 model. A very good-looking and well-tailored almost canonical chopper with a small teardrop-shaped gas tank, a seat with a step, a bent steering wheel, a gutturally rumbling eight-valve V-shaped carburetor and a complex power system (two carburetors of different design, each with its own airbox and air filter) could not get through to the most targeted American market, which imposed extremely inhumane at that time customs duties on motorcycles with an engine capacity of more than 700 cm3. The Japanese got out quite predictably. Almost immediately in 1987, the VS700 modification with the engine displacement trimmed to 699 cm3 arrived to the rescue. In 1986, the VS750GL series of motorcycles was released in a “luxury” configuration. Distinctive features are chrome-plated frame trim, pendulum, rims, gearbox, remote controls and brake fluid reservoirs on the steering wheel. All Intruder VS750 before 1987 have one feature - the brake disc on the front wheel is located not on the right side, as is usually the case, but on the left.

In 1992, the 700 and 750 were discontinued. In the same year, the Suzuki Intruder VS800 (1992–2004) entered the assembly line. This model was distinguished from its predecessors by the presence of a new engine with a displacement increased to 805 cm3 due to an increase in the cylinder diameter by 3 mm (from 80 mm to 83 mm). An increase in cubic capacity, oddly enough, led to a deterioration in performance characteristics, but a larger engine reaches maximum performance earlier. Visually and technically, the 800 cc and 750 cc Truders are practically indistinguishable.

Based on the 800, Japanese engineers, having played only with the cylinder diameter and piston stroke, created two modifications for their own market - VS400 and VS600. Both were produced since 1994, then joined the next generation of injection devices. The disadvantages, in addition to their low popularity on the market, are the same as those of their larger brethren - the difficulty of servicing the separated fuel supply system, weak and short-lived suspension.

Among the non-standard, less common versions, one can note the small-capacity Suzuki VL125 Intruder and Suzuki VL250 Intruder (there are similar models among the Marauders and Desperados) for the Asian market. Compared to adult Intruders, they look more like a scale toy model. In Russia, such equipment is practically never found and is not popular.

Desperado

In the course of natural evolution, Suzuki gradually expanded its line from the base Intruder model. So, in 1996, the Suzuki Desperado family was immediately taken into a separate, slightly simplified direction (in the full name there are abbreviations VZ and X; Desperado translated into Russian means “Desperate”). There are only two cubic capacity – 800 cm3 and 400 cm3. Engines and much more are borrowed from the Suzuki VS800 and VS400 Intruder of the 1993 and 1994 model years, respectively. Purely visually and conceptually, these motorcycles are distinguished by a reference to the American school of dragster construction.

The Desperado is characterized by a low silhouette creeping towards the road, provided by a large wheelbase of 1650 mm, its own wheel size (130/90–16 and 150/90–15) and a cast rear wheel, inverted front fork, cylindrical mufflers, chain drive instead of a cardan transmission (thanks to this solution, it was possible to save more than 10 kg), minimalist seats and a relatively spartan exterior.

The VZ 400 Desperado is a purely Japanese model, differing from its older brother in its power unit. In addition to the basic modification, there is also a version of the Desperado 400X with a small fairing around the headlight and a “plow” below the engine. By 1997, both “four hundred” were refreshed, slightly boosting the engines from 33 to 38 hp. With. In 2000, the latest version of the family was released - the Desperado 400 Winder model (an ordinary “telescope”, spoked wheels, a black speedometer).

Intruder Volusia

In 2001, the Suzuki VL800 Volusia motorcycle appeared, also built on the components and assemblies of the Intruder, but the engine was significantly upgraded to an intake system with a single carburetor. The sonorous name comes from Volusia County in Florida. Volusia is a large estate that serves as a mecca for bikers. They often come there for all sorts of gatherings and parties. It should be noted that with the increase in the number of special versions, it has become almost impossible to understand the additional names of the model. The same motorcycle in different markets and in different trim levels can be called Volusia, Intruder, Marauder or Boulevard. Pure Satanism!

The VL800 Volusia is made in the style of a retro cruiser: a pot-bellied, voluminous gas tank, deep-set fenders, a massive driver's seat, spoked wheels and two mufflers on one side. In fact, this is a bright representative of motorcycles, not unsuccessfully currying favor with the American school. Among the strong technical points are the 300 mm front brake disc and the LCD screen included in the dashboard on the gas tank. The model existed on the production line without changes from 2001 to 2011, essentially stepping from one generation to another.

Marauder

Marauder is another line, grown on the basis of its uncle “Intruder”. This time, engineers, in cooperation with designers, released a stylish city cruiser with an inverted telescopic fork. The development history of the Suzuki VZ800 Marauder is similar to the history of Volusia. Both motorcycles were produced for quite a long time (until 2011) and managed to be present in both generations. Specifically, the first generation motorcycles were produced only on the basis of an 800 cc engine (“125” and “250” are not taken into account), with an inverted telescopic fork. The design is dominated by rounded shapes. Distinctive features include rear shock absorbers in chrome-plated metal casings, an oval air filter housing and, like the Desperado, a chain drive to the rear wheel. When switching from a cardan to a chain, engineers increased the size of the bearing in the rear wheel, which significantly improved handling. In 1998, the rear turn signals moved closer to the license plate, and in 1999, the mufflers changed to a cigar-shaped shape.

VS1400

Among all the variety of cubic capacity and modifications, the family has its own “best of the litter.” Regarding carburetor “Intruders”, this is undoubtedly the VS1400 (1987–2004). Externally similar to the VS750, the Intruder 1400 is built on a modified chassis for a power unit that has increased in size and displacement (up to 1360 cm3). By the way, unlike all its brothers, it is equipped with a six-valve engine (all others, except the VL 1500, are eight-valve) with air-oil cooling instead of liquid. The 1400 and 1500 engines use fairly reliable hydraulic compensators in their timing belts. The Suzukovites also approached their design with their characteristic sophistication. The mechanism is hidden in the rocker arms, and the tensioner is hidden in the head. All this magnificence works quite stably, without complaints or problems, but when it comes to assembly and disassembly, you cannot do without huge labor costs. Over the 18 years of production, the model acquired new paint colors, but technically did not change at all, only towards the end in 2004, an emergency alarm appeared in the equipment.

Suzuki VS1400 Intruder, like all motorcycles of that time, is all iron, surprisingly strong, reliable and quite dynamic (one of the fastest choppers of the mid-90s). Tuning for this motorcycle is not much shown, mainly due to its own self-sufficiency and amazing beauty already in stock.

VL1500

At the boundary of generations, the last of the carburetor “Intruders” appeared in 1998, the VL1500 model. The full name is VL1500 Intruder LC. The abbreviation VL means the proximity of a V-shaped engine with a long frame, and LC means Legendary Classic. This motorcycle had little in common with all previous modifications. Unlike its puny and compact predecessors, the one and a half liter Intruder is as monumental as an aircraft carrier. A long wheelbase of 1700 mm, a huge swollen false tank, an abundance of chrome, a minimum of protruding wires and unaesthetic parts, deep bucket-shaped fenders - all this reveals the designers’ desire to imitate the style of American classic motorcycles of the 50s. The big riders rejoiced, because even on the VS1400 they felt a little cramped.

The changed concept and layout made the service more humane. The complex and capricious power system with two spaced apart carburetors and two air ducts is a thing of the past. In the case of the 1500, the carburetors sit side by side in the camber, which makes synchronization easy and generally doable. For the new power system, we had to move the gas tank (without a reserve part) under the seat and add a fuel pump to it. A voluminous six-liter airbox occupies the entire space above the engine; the false air filter housing on the right side contains only some auxiliary components. The battery, displaced from its place inside the frame, moved to a separate box in front of the engine. To make room for the rear wheel, the driveshaft had to be moved outward by 13 mm. Layout hell continues! To the credit of the developers, changes in the location of components and assemblies have affected the control for the better; the motorcycle has become more stable in almost all driving modes.

Taking the power unit from the Intruder 1400 as a basis, engineers increased the cylinder diameter by 2 mm (to 96 mm) and lengthened the piston stroke by 3 mm (to 101 mm). The engine displacement was 1462 cm3. The VL1500 retains oil cooling (in addition to air cooling). The flywheel on the crankshaft has become 30% heavier. The proven design of the power unit of all carburetor “Intruders” allows you to neglect the installation of a balancer shaft. On the VL1500, the engineers also decided not to resort to its help. And the three-valve cylinder heads of the 1500 were inherited from its predecessor. Valve dimensions, angles, lift, phases, as well as hydraulic compensators remain the same. The differences are in the details - a reduced compression ratio, a new conical combustion chamber. The exhaust piping has been shortened to reduce heat transfer to the heads, and the intake piping is straighter and narrower than the 1400, increasing air intake speed. For greater flexibility, the gearbox ratios have been changed, and a reverse torque limiter has been added to the clutch. To accommodate the overgrown engine, the frame was naturally significantly strengthened - they extended and added another tier in the rear and significantly altered and strengthened the front.

There were some innovations in the chassis. The rear suspension with two shock absorbers is a thing of the past; in its place is a softail design using a monoshock absorber on progression links. The front fork has become much more massive and has chrome-plated casings on top. The brakes on early versions before 2004 were equipped with the same outdated two-piston opposed-piston calipers both front and rear. The front was originally equipped with two brake discs. Since 2005, all calipers in a circle have been replaced with more modern two-piston ones, but with in-line pistons. In 2004, the last year of production of the 1500 under the name “Itruder”, an alarm system and a hydraulic clutch were added to the design of the motorcycle. By the way, few people know that the Suzuki Intruder 1500 has a twin brother. This is a Kawasaki VN1500 Vulcan. Both motorcycles are the fruit of cooperation between two companies, the differences are in small exterior details.

Interestingly, the VS800 and VS1400 models were produced in the USA with minimal changes until 2009. In the model range after 2005, they are called Suzuki Boulevard S50 and Suzuki Boulevard S83, respectively.

As is often the case with powerful and no longer fresh choppers, the braking system and chassis of carburetor “Intruders” have little in common with active dynamic driving - the frame and suspension twist in turns, the brakes cannot cope with the load placed on them. But, despite this, due to the successful layout with a low center of gravity and an unusually short wheelbase for choppers, these mastodons are characterized by exceptional ease of control.

Demand for first-generation motorcycles is rapidly falling. Availability of consumables is still good, other spare parts are only available to order. Experienced mechanics still remember how to handle elderly Intruders, but this should not be blindly relied on. You should be very careful when inspecting these types of motorcycles before purchasing, as they are rarely properly maintained. Some owners, especially former owners of domestic or Chinese motorcycles, consider the “Japanese” to be practically eternal, so they drive them to hell, without even trying to comply with the deadlines and list of routine maintenance specified by the manufacturer. The ending is usually as prosaic as possible - a serious breakdown still occurs, if it is impossible to quickly “drain” the device, the owner, driven by a lack of funds (and in half the cases this is exactly the case, heavily used equipment is not bought from a better life) drags what is left of the once brutal Suzuki is left to the would-be masters, and they, based on a meager budget, are patching everything up as best they can.

Achilles' heel

It makes sense to divide the “sores” of older “Intruders” and the modifications resulting from them into periods before and after the arrival of the injector, which coincide with the most important and significant changes in the design as a whole.

If you ask any at least competent mechanic who has at least once dealt with old Truders what their main problem is, the serviceman, driven by a nervous tic, will definitely point to the carburetors. To properly adjust the synchronization of two carburetors, the mechanic must also be a magician-illusionist with nerves of iron. The thing is that all Suzuki Intruders and modifications up to and including the VS1500 and VL800 Volusia models have carburetors made according to an extremely complex design. The first carburetor is sidedraft - it is located under the gas tank, the second, which is located in the seat area, is downdraft. There are two air filters with this scheme. A large number of different cables and hoses are installed between the carburetors for interaction. For example, the throttle cable near the end is branched into two asymmetrical sections. The direct and return parts of the throttle cable each go to their own carburetor, and between the carburetors there is another small intermediate cable. The enrichment cable is branched to both carburetors at once. Hell is burning in hell! Correctly setting up this whole mess is extremely difficult, especially considering the venerable age of the motorcycles. There are also other layout problems - the battery located down under the belly (not applicable to the VL1500) sometimes shorts its terminals against its own box. It is also not clear why, given the external similarity of the generators on the Intruders, all models have different threads for the puller inside.

Such a non-standard approach to designing a power supply system and beyond is easily explained. These are by no means experiments of inquisitive engineers and searches for non-standard solutions. Everything is much simpler - the Japanese first made a very good, compact and stylish motorcycle, and only then, as best they could, they resolved the layout issues.

Another problem, which is also a family problem for heavy choppers, has affected the entire family with the exception of Boulevard - this is the insufficient energy intensity of the suspension for heavy motorcycles. The greatest imbalance, naturally, is noticeable in the most cubic modifications. Owners often complain that during active driving, the chassis ceases to adequately cope with its functions. The treatment is obvious - play with the oil viscosity, suspension settings and brake system components.

Crash tests

In terms of resistance to drops and overall durability, motorcycles from different years of manufacture behave completely differently. The beauty of early motorcycles is their complete hardware. In moderate falls such devices are indestructible. Mostly, the turn signals leave the ship, the mufflers get scratched, and the steering wheel bends. It happens that the driver's footrest punctures the crankcase (true for Intruder 400 and Intruder 750). The worst enemy for these motorcycles is vibration, and of course age. From noble vibrations, so to speak, the license plate mounts and fenders crack, the bolts of the steering columns burst (on 400 and 750), and many threaded connections become loose.

Tuning

It should be noted that almost any “Intruder” is good in its basic version. But there is still tuning. Motorcycles of the first generations often turn into various kinds of orthodox bobbers, rat bikes and choppers. The choice of finished iron in this case is small. Components and assemblies from all kinds of Japanese and American motorcycles are used; much is done manually by enthusiastic craftsmen.

Driving performance,

The declared maximum speed is 286 km/h . However, some owners note that it is difficult to achieve it, “Although the engine is good, the model is overweight,” as for pure sport.” It is curious that the maximum weight of the main competitor (R1) is greater than that of Suzuki.

Overclocking

Acceleration from zero to 100 - 2.35 seconds . According to users, “a little more than 3.”

Fuel consumption

The consumption indicated in the instructions is 6.03 per 100 km . Users specify that if you “puke” around the city at 80 km/h , it will be less. If you vomit at 200 km, the figure will increase to 10 liters . When driving on a cruiser ( 120–130 km/h ), you can get less than 6, depending on the road situation.

Suzuki rmz 250 engine

Suzuki rmz 250 engine

The Suzuki rmz 250 engine received a number of improvements, which mainly fell on the upper part. As a result, according to the manufacturer, maximum power increased by 5%. The intake ports are now positioned at a smaller angle. The engineers also added a second injector. The injector located in the throttle body has now been moved down to make room for the body itself and change the way fuel is mixed with air. The second injector is located at the bottom of the air box, behind the filter. Also, the Suzuki rmz 250 is equipped with a new exhaust system with a longer pipe. This was done to increase performance in the low and mid ranges. Transmission ratios have also been improved. The second to third gear ratio has been optimized and an additional tooth has been added to the rear sprocket. The S-HAC (Suzuki Holeshot Assist Control) system has also undergone changes. This means that the start algorithms have been redesigned. The engine itself was centered in the frame. Compared to older models, it is slightly raised and moved back.

Photo: exterior

Front view.

Back view.

Right view.

Left view.

Dimensions and weight

2 kg since the start of production - from 170 kg to 172 kg. It is curious that in the process of evolution the weight of the motorcycle was less than 170.

The loaded weight decreased by 3 kg - from 205 to 202 kg . (Curb weight of R1 – 206 kg .)

The situation is the same with dimensions. Some intermediate values ​​fall out of the general scheme. For illustration, initial and final dimensions are given. In parentheses are intermediate ones:

• the length of the bike has become shorter - from 2,045 to 2,030 (2,070) mm;
• became narrower in width - from 715 to 705 (720) mm;
• became lower in height - from 1,135 to 1,130 (1,145) mm.

The height of the saddle gradually decreased - from 830 to 825 (810) mm.

The wheelbase grew constantly - from 1410 to 1420 mm, but the ground clearance remained unchanged - 130 mm.

Characteristic features of a Yamaha outboard motor

Yamaha F9.9 is a product of a Japanese manufacturer. Available in different versions, designed for installation on transom heights of 381 (JMHS) and 508 mm (JMHL).

Previously produced modifications were derated versions of power units with a capacity of 15 hp. With. The new engines are designed to meet modern requirements and be completely independent products.

The advantages of engines of this model include:

• Moderate fuel consumption - an average of 3.9–4.0 liters per hour;
• Simple operation and control;
• Quiet and smooth operation without extraneous noise;
• Ergonomic tiller handle design, 180° rotation angle;
• Sturdy and durable design;
• Possibility of movement in shallow water and swampy reservoirs (motor reclines);
• Easy to maintain and repair.

Among the disadvantages of Yamaha are:

• Yamaha engines use gasoline with an octane rating of AI-95. It is more expensive than other types of fuel;
• The high price for the engine itself and components (for the Yamaha F9.9 JMHS they ask about 191.5 thousand rubles).

According to the manufacturer, the weight of the Yamaha F9.9 JMHS engine is 40 kilograms. Only physically trained people will be able to move a unit weighing 35 kilograms or more alone. To make the task easier, it makes sense to get a special cart.

Otherwise, this is a convenient, compact and easy-to-use motor that will not let you down on long journeys across the water.

Useful video about Yamaha outboard motors: instructions for beginners

For whom is it intended?

The dimensions of the motorcycle clearly indicate that it will be comfortable for a user of average height.

The pilot's comfortable position is facilitated by a fairly soft seat.

This is also confirmed by the sales market without any particular connection to the country/mainland. The owners indicate that you can take it if your height is not higher than 180 cm . More than that - there will be problems.

Distinctive properties of the Suzuki outboard motor

The Suzuki DF 9.9 engine is the lightest among similar two-cylinder four-stroke models from other manufacturers with a capacity of 9.9 liters. With.

Equipped with tiller control and manual starter. PLM AS is designed for installation on a transom with a height of 381 mm, AL - 508 mm. The working thrust of 208 cm³ allows you to reach speeds of up to 28.7 km/h.

Suzuki outboard motor is praised by users and experts for the following qualities:

• lightweight design (Suzuki DF9.9AS weighs 39.5 kg) and compact shape;
• reasonable price - in the version for a low, 381 mm transom, the Suzuki engine costs about 174 thousand rubles;
• modest fuel consumption of 3.9 l/h under normal operating conditions;
• there is reverse and forward travel with a neutral position;
• AI-92 gasoline is used for refueling;
• convenient muffler button on the end of the tiller.

In addition to its advantages, the Suzuki DF9.9AS/AL also has disadvantages. Most often the engine is criticized for:

• strong vibration;
• plastic tray that bends under the force of your hand;
• inconveniently located deadwood locking lever;
• Fuel leaking out of the carburetor when the engine is tilted down.

Another unpleasant little thing is that Suzuki PLM production is located in Taiwan. Read more about Suzuki outboard motors: two- and four-stroke →

Despite the existing shortcomings, many fishermen and water travel enthusiasts choose the Suzuki engine. The model is easy to operate, quickly reaches glide, and with a load of two people picks up speed up to 30–32 km/h.

Given the stated characteristics, the engine is surprisingly high-torque, so it can be safely recommended to anyone who needs a lightweight PLM for a heavy vessel.

Useful video about Suzuki outboard motors: unpacking and preparation for use

Modifications and competitors

The bike had no modifications until 2021. the Suzuki GSX-R1000R appears - the “extended” version. Quick shifters in both directions, a Motion Track Brake System , a rebuilt suspension and additional launch control (several new maps for traction control) distinguish it from the original.

Suzuki GSX-R1000R is a restyled version of the main model.

In addition to the already mentioned Yamaxa R1, competitors also included the “fiery blade” Honda CBR1000RR Fireblade and Kawasaski ZX-10R . It’s interesting that the users’ choice included the Kawasaski ZX-12R, and sometimes the legend, the CB400.

Advantages of Suzuki RMZ 250

Key advantages of Suzuki RMZ 250:

• Increased engine performance;
• The new cylinder head had a positive effect on power output and throttle response;
• A new twin-injector injection system has increased power in the top range;
• Improved traction control system;
• Improved Suzuki Holeshot Assist Control launch system;
• The motorcycle corners better;
• The new frame and swingarm are lightweight but strong;
• The placement of the engine and mounting points affected the bike's maneuverability;
• KYB spring fork provides high performance and better steering performance;
• With the new KYB shock absorber and progression, the rider has better control of the bike;
• Dunlop MX33 racing tires have good grip;
• Improved braking system;
• Enlarged front brake disc;
• New compact rear cylinder prevents dirt from accumulating on it;
• Stylish;
• Aggressive appearance inherited from the RM-Z450;
• The narrow saddle allows the rider to move freely while riding.

The RMZ 250 cross-country motorcycle, which has received a new design and is ready for battle, combines the sleek racing appearance of the RMZ 450, an improved engine and a “pumped up” chassis. Factory engineers, using the philosophy of “go, turn and stop”, were able to raise the competitiveness of the RMZ 250 to an incredibly high level. The RMZ 250 has always set high standards when it comes to 250 handling. The 2021 version is more powerful across the range thanks to several changes including a new cylinder head and a twin-injector injection system. The motorcycle is built on a new frame, has a new swingarm and KYB suspension elements, including a spring fork. Powerful brakes and ergonomic plastics help the rider control the RM-Z250 on the track. It has become easier to tune the injection system for maximum performance.

Suzuki's philosophy of Balance Wins is back in play and once again raises the standard of motorcycle turning to unprecedented heights.

• A new, more efficient fuel pump increases outlet pressure by 17%;
• Thanks to the new throttle body, the pilot has better control over fuel delivery;
• The intake camshaft now has a new geometry, the valve opens more and thereby increases the power of the motocross motorcycle at any speed;
• The timing chain tensioner and guides have been redesigned to reduce friction and mechanical losses;
• The compact aluminum cylinder features a special Suzuki Composite Electrochemical Material (SCEM) coating to extend service life, reduce weight and effectively dissipate heat;
• The piston pin bores are now machined differently;
• The engine starts easily with the help of a well-proven kickstarter and an automatic decompression system, which operates precisely at the right time; the design of the new exhaust system includes a longer pipe, a narrowed middle section, and a multi-layer muffler;
• New muffler improves performance and helps meet AMA noise regulations;
• A new polymer guard protects the coolant pump (right) from stones.

Flaws

Mixed type tidy for the Suzuki GSX R1000 model.

Digital display of the Suzuki GSX-R1000R model.

The owners listed only one drawback as a disadvantage:

• somewhat non-standard instrument panel . “Everything you need for a race is there, but there are so many lights and blinkers that at first your eyes run wild. True, after a few trips you get used to it.”

In some cases, large exhaust banks . For some this is a minus, for others it is indifferent. It is curious that the former often discuss replacing these “big ugly things” with a small direct flow. (Probably to the delight of the neighbors.)

and dignity

The model has many advantages, as evidenced by the popularity of the bike both in the first years of production and to this day.

The advantages of the motorcycle include:

• motor power;
• crazy dynamics in any conditions and at any settings;
• reliability;
• controllability;
• good for row spacing;
• low center of gravity;
• ease of repair;
• large selection of parts for tuning;

and also much more

Transmission and drive

The Suzuki RMZ 250's five-speed transmission has been improved, with the second gear ratio recalculated as well as the final drive to match power, better acceleration and top speed.

Suzuki remained true to themselves: gears always shift smoothly and accurately. All transmission components are not only thoughtfully designed, but also carefully manufactured.

Photo: details

Headlight.

Front turn signal.

Left handle.

Right handle.

Passenger seat.

Back light.