Suzuki RGV250SP Pepsi Replica
Suzuki RGV250SP Pepsi Replica | |
Manufacturer | |
---|---|
Production | 1988 |
Class | Racing |
Engine | Two stroke, 90° V- twin, reed valve |
Compression ratio | 7.5 :1 |
Top Speed | 202 km/h / 125 mph |
Ignition | Pointless Electrical Ignition |
Spark Plug | NGK BR9ES |
Battery | 12V, 5Ah |
Transmission | 6 Speed, constant mesh |
Frame | Twin spar, aluminum |
Suspension | Front: Telescopic fork, 5-way adjustable with anti-dive, oil dampened Rear: Full Floater, mono-shock, gas/oil damped, 7-way adjustable |
Brakes | Front: 2 x 290 mm Discs ,4 piston calipers Rear: Single 210 mm disc, 1 piston caliper |
Front Tire | 110/70-17 |
Rear Tire | 140/60-18 |
Wheelbase | 1375 mm / 54.1 in |
Seat Height | 755 mm / 29.7 in |
Weight | 128 kg / 282 lbs (dry), |
Oil Capacity | 1.1 Liters / 12 US qt / 1.0 Imp qt |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 17 Liters / 4.5 US gal / 3.7 Imp gal |
Manuals | Service Manual |
It could reach a top speed of 202 km/h / 125 mph.
Engine[edit | edit source]
The engine was a Liquid cooled cooled Two stroke, 90° V- twin, reed valve. The engine featured a 7.5 :1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet, multi-plate.
Chassis[edit | edit source]
It came with a 110/70-17 front tire and a 140/60-18 rear tire. Stopping was achieved via 2 x 290 mm Discs ,4 piston calipers in the front and a Single 210 mm disc, 1 piston caliper in the rear. The front suspension was a Telescopic fork, 5-way adjustable with anti-dive, oil dampened while the rear was equipped with a Full Floater, mono-shock, gas/oil damped, 7-way adjustable. The RGV250SP Pepsi Replica was fitted with a 17 Liters / 4.5 US gal / 3.7 Imp gal fuel tank. The bike weighed just 128 kg / 282 lbs. The wheelbase was 1375 mm / 54.1 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki RGV 250SP Pepsi Replica
The Suzuki RG250has 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 32mm 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 282lb.
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 tires 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.
Source Motorcycle magazine 1988
Model. | Suzuki RGV 250 SP Pepsi Replica |
---|---|
Year | 1988 |
Engine Type | Two stroke, 90° V- twin, reed valve |
Displacement | 249 cc / 15.2 cu in |
Bore X Stroke | 56 x 50.6 mm |
Compression | 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 Tire | 110/70-17 |
Rear Tire | 140/60-18 |
Frame | Twin spar, aluminum |
Rake | 26o |
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 Liters / 4.5 US gal / 3.7 Imp gal |
Oil Capacity | 1.1 Liters / 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 |