Suzuki RG 125FU-R Gamma
Suzuki RG 125FU-R Gamma | |
Manufacturer | |
---|---|
Production | 1994- 96 |
Class | Racing |
Engine | Two stroke, single cylinder, crankcase reed valve |
Compression ratio | 7.4:1 |
Ignition | CDI |
Transmission | 6 Speed |
Suspension | Front: Upside-down forks Rear: Monoshock preload adjustable. |
Brakes | Front: Single 300 mm disc, 4 piston caliper Rear: Single 210 mm disc, 2 piston caliper |
Front Tire | 110/80-17 52S |
Rear Tire | 120/80-17 61S |
Wheelbase | 1335 mm / 52.6 in |
Seat Height | 760 mm / 29.9 in |
Weight | |
Recommended Oil | Suzuki ECSTAR 10w40 |
Fuel Capacity | 14 Liters / 3.7 US gal / 3.1 Imp gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid cooled cooled Two stroke, single cylinder, crankcase reed valve. The engine featured a 7.4:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet multi-plate type.
Chassis[edit | edit source]
It came with a 110/80-17 52S front tire and a 120/80-17 61S rear tire. Stopping was achieved via Single 300 mm disc, 4 piston caliper in the front and a Single 210 mm disc, 2 piston caliper in the rear. The front suspension was a Upside-down forks while the rear was equipped with a Monoshock preload adjustable.. The RG 125FU-R Gamma was fitted with a 14 Liters / 3.7 US gal / 3.1 Imp gal fuel tank. The wheelbase was 1335 mm / 52.6 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki RG 125FU R
Gamma
THIS TIME WE'VE got: a new suit of slippery bodywork, an engine that bristles with Kevin Schwantz hand-me-downs and a frame that could have won a 125 grand prix half a decade ago. We've also got a TNT 16 wheeler three inches ahead. It's doing 68, but we still can't get past. Yes we can, no we can't, yesss...we can't. Such is life for hapless learners. No matter how exotic the bikes their days will always be slow (or illegal), restricted by law to 12 measly bhp. They can either go slow by shelling out a handful of notes for a "needs attention" MZ until the test is passed, or go slow on something like this: electric start, RGV250 styling, £3000 price tag and all. Previous to the latest generation of 125 fliers, consensus was that learners who bought new had more cash than sense. Now, with Aprilia Futuras and Cagiva Mitos proving that modern non-restricted 125s can be as much fun as bikes of eight times their capacity, the latter option passing the test then de-restricting the bike makes more sense with each passing penalty point and insurance premium. Suzuki's restricted RG125F Gamma is potentially the equal of the GSX-R 750. Its engine is (probably) a firebrand 125ccs of liquid-cooled, crankcase reed-valve induction GP technology, or one detuned quarter of Schwantz' V-four. Except we don't get the full 32bhp at 11,250rpm, we get 12 at 7500. As such, its lightweight, low friction SBC cylinder plating and redundant AETC II three position exhaust valve are but expensive decoration. A de-restricted RG125 of 1985 vintage, which the F finally replaces, will blow those grand prix gizmos away. Moreover, Heron Suzuki has yet to homologate the parts test graduates need to unleash those 20 extra bhp, so, officially, the RG125F is slow until further notice. Thankfully for UK riders, Suzuki has striven to increase torque and improve engine response right across the rev range. Below 4000rpm there's nothing; then there's some thing; then, at 8000, there's nearly enough a plucky little power band which extends itself usefully to 10,000 in all six gears. What that means on the road is momentum riding: brake-free with much stirring of a typically quick but less than slick RGV-style gearbox. But crouch and an indicated 80mph will come. Open the filler cap, climb inside and 85 could be possible. The extremely aerodynamic RG certainly has more 12bhp than most. Sixty five mph was the bottom line on the windswept flats of Cambridgeshire, and superb carburation (an impressive oval-bored Mikuni, developed to speed and smooth intake flow at low revs) works hard at all revs to maximize what power's available. An effective balancer shaft keeps tingles at bay and the mirrors clear so, if you possess a suitably wiry right physique, you can scream through a tank (95 miles average) without troubling the chiropractor.
Learners will learn, that's for sure.
They'll learn to time clutchless upshifts so the closely
spaced early ratios drop the revs bang on
- 8000rpm - meting out handfulls of throttle and snatching the
gear just before power dies. Once speed is up, progress
depends on the terrain and where the day's winds
rate on the
Beaufort Scale. When the going's good the RG is easy
to ride,
bowling along, hauling in 90 per cent of traffic.
Grabbing top, though, is always a gamble: it might, and usually
does, add precious speed. It night lose plenty too, especially
against the bow wave of a TNT 16 wheeler.
Although its frame geometry is
more novice friendly than the
RGV250's, the RG nevertheless has one
rapid chassis and learners will
also learn about the need for smooth weight
distribution. They'll learn low to stop safely on a sixpence
the four-pot Tokicos and floating
disc are dynamite then drop a
bike onto the side of its front tire.
After that, they're hooked, something
which can't be guaranteed of the
learner who's gone for the cheap
and cheerful crap option. Forget it, though, if
you're over five-eight because it's very cramped. Dropped elbows
rest on raised thighs, neck hurts first.
You have to leap uncomplaining into its
"Grand Prix Spirit", treat every car as Capirossi, and stay
there. If you can, the RG is both agility and hilarity
personified. On wet and greasy roads it made a monkey of our
ZXR400; going to work (flat on the tank) you laugh at yourself
for acting so strangely amongst grey faced commuters, then at
them because you're having such a rave up. And they're not.
The pressed steel frame is ultra-stiff,
ditto the gull-armed swing-arm and 39mm upside-down forks. Front and rear
suspension rates, critical on a bike weighing just 125kg, are non-adjustable.
Its softly sprung and damped set-up suited me, soaking up bumps which could
easily put the RG into orbit were it wrong. The bars are quite wide every
control upon them is light and precise which makes the light steering
ultra-sensitive. At times, over catseyes or in sidewinds, the RG, always light
on its Dunlop K375s, gets a bit frisky but is damn nearly RGV-brilliant.
Equipment's adequate: the headlight is equal to the RG's
speed, the brake lever is four way adjustable (and the rear pedal is nice and
gentle). Pillions are a definite non starter, the flip-up side stand hides
awkwardly beneath the footpeg/gearshift linkage and the tank runs dry without
enough warning.
Still, this bike isn't about niceties, it's designed to give biking virgins a
taste of the thrills they can expect if they stay away from Mk 3 Cortinas long
enough to pass their tests. Judged by that criterium alone, it's a total
success, the mostest restricted 125 yet.
Source Bike Magazine 1992
Year | 1994- 96 |
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Engine Type | Two stroke, single cylinder, crankcase reed valve |
Displacement | 124 cc / 7.6 cu-in |
Bore X Stroke | 54 x 54 mm |
Compression | 7.4:1 |
Cooling System | Liquid cooled |
Lubrication | Suzuki CCI |
Induction | 28mm Mikuni carburetor |
Ignition | CDI |
Starting | Electric |
Max Power | 16,5 kW / 22 hp @ 10.000 rpm |
Max Torque | 17,4 Nm / 1,7 kg-m / 12.8 lb-ft @9000 rpm |
Clutch | Wet multi-plate type |
Transmission | 6 Speed |
Final Drive | Chain |
Gear Tatio | 1st 2.636 / 2nd 1.857 / 3rd 1.333 / 4th 1.095 / 5th 0.916 / 6th 0.833 |
Front Suspension | Upside-down forks |
Rear Suspension | Monoshock preload adjustable. |
Front Brakes | Single 300 mm disc, 4 piston caliper |
Rear Brakes | Single 210 mm disc, 2 piston caliper |
Front Tire | 110/80-17 52S |
Rear Tire | 120/80-17 61S |
Rake | 25° |
Trail | 97 mm / 3.8 in |
Dimensions | Length 2005 mm / 78.9 in Width 770 mm / 30.3 in Height 1090 mm / 42.8 in |
Wheelbase | 1335 mm / 52.6 in |
Seat Height | 760 mm / 29.9 in |
Ground Clearance | 140 mm / 5.5 in |
Dry-weight | 123 kg / 271 lbs |
Fuel Capacity | 14 Liters / 3.7 US gal / 3.1 Imp gal |
Road Test | Motosprint 1991 |