2002 Suzuki RM 250 Review: A Two-Stroke Legend That Still Thrills

Introduction: The Unapologetic Spirit of Pure Motocross

The moment you kickstart the 2002 Suzuki RM 250, the world narrows to three elements: the metallic scream of its two-stroke engine, the smell of premix exhaust, and the visceral thrill that only a purpose-built motocross machine can deliver. While modern four-strokes dominate today's tracks, this 249cc predator remains a benchmark for riders craving raw, unfiltered aggression. Suzuki didn't just build a motorcycle here - they bottled lightning. Even two decades later, this RM 250 doesn't feel like a relic. It feels like a challenge.

Design & Styling: Function Over Flair

The 2002 RM 250's design language shouts "business" through every angular panel. That signature Suzuki yellow (officially "Champion Yellow") isn't just eye-catching - it's practically a warning label. The streamlined bodywork features: - A narrow radiator shroud design that lets you grip with your knees like a vice - Minimalist number plates that shrug off roost with contempt - A seat so thin it feels like you're riding directly on the frame

At 965mm (38") seat height, mounting requires commitment, but once aboard, the 96kg (211.6lb) dry weight disappears beneath you. The cockpit layout remains brilliantly intuitive - everything falls to hand naturally, from the Pro Taper-esque bend handlebars (before Pro Taper partnerships became standard) to the cleated footpegs that dig into boots like crampons.

Engine Performance: Angry Bees in a Tin Can

Let's be clear - this isn't an engine. It's an adrenaline IV drip. The 249cc liquid-cooled two-stroke (66.4mm bore x 72mm stroke) delivers power like a series of controlled explosions. With its 10.4:1 compression ratio and 38mm Mikuni TMX carburetor, the RM 250 doesn't so much accelerate as teleport:

• Low-end: Mellow purr that fools newcomers
• Mid-range: Suddenly, the horizon starts coming at you faster
• Powerband: The hit feels like someone strapped JATO rockets to your hips

The 5-speed transmission ratios are perfectly spaced for track use, though the clutch demands forearm strength worthy of a climbing gym regular. What's astonishing is how modern this powerplant feels - with proper jetting, it rivals newer fuel-injected bikes in throttle response.

Chassis & Handling: Ballet Dancer in Steel Toe Boots

Suzuki's "Semi-Double Cradle" aluminum frame (then a relatively new concept) delivers stiffness where needed and flex where it counts. Combined with the 1,470mm (57.9") wheelbase and 350mm (13.8") ground clearance, this creates handling that's: - Razor-sharp in ruts - Stable at WFO desert speeds - Forgiving enough for intermediate riders

The suspension package remains the stuff of legend: - 49mm Showa conventional forks (not inverted, but don't scoff) with 305mm travel - Pro-Link rear suspension with 315mm wheel travel - Setup slightly stiff stock, but sublime once dialed to your weight

Braking? The single 240mm front disc and 220mm rear might look modest, but with braided steel lines (a common upgrade), they'll stand the bike on its front wheel with two fingers.

Competition: How the RM 250 Stacks Up

In 2002, the 250cc two-stroke class was Thunderdome. Here's how Suzuki's gladiator fared:

1. Yamaha YZ250: More linear power delivery, plus the first aluminum frame in class. Better for technical tracks, but lacks the RM's violent mid-range punch.

2. Honda CR250R: Case-reed induction engine with broader power, but controversial "RC Valve" that required more maintenance. Heavier feel in corners.

3. KTM 250 SX: Lighter (94.3kg vs 96kg) with WP suspension, but early 2000s KTMs had reliability gremlins. RM's engine was more race-ready out of the crate.

Modern Perspective: Against today's four-strokes, the RM 250 gives away nothing in pure excitement. It's 20kg lighter than a 2024 KX450F, and that two-stroke hit remains addictive. For vintage race classes or woods weapon builds, it's still competitive with period-correct mods.

Maintenance: Keeping the Beast Alive

Owning an RM 250 isn't maintenance - it's a relationship. Key considerations:

Engine Care - Top Ends: Every 15-20 hours for racers, 30-40 for casual riders - Upgrade Tip: MOTOPARTS.store offers forged pistons (+5% compression) - Reed Valves: Inspect every 50 hours; carbon fiber reeds improve response - Cooling: Replace coolant annually; consider higher-capacity radiators

Suspension Refresh - Fork oil changes every 30 riding hours - Linkage bearings repack every 60 hours - Our Kit Recommendation: All Balls Racing bearing kit

Modernization Upgrades - VForce3 Reed Valve ($129 at MOTOPARTS.store) - Boyesen QuickShot accelerator pump cover - DID Gold Chain/X-ring conversion kit

Carburetor TLC - Jet for your altitude; main jet typically #168-175 - Replace float needle annually - MOTOPARTS Pro Tip: Install an inline fuel filter ($8.99)

Conclusion: More Than a Machine - A Motocross Icon

The 2002 Suzuki RM 250 isn't just a motorcycle. It's a gateway drug to two-stroke addiction, a masterclass in focused design, and proof that "outdated" technology can still humble modern marvels. What it lacks in refinement, it makes up for in character - this is a bike that demands to be ridden hard, maintained religiously, and respected deeply.

For riders building a vintage racer, a woods weapon, or just chasing that golden-era motocross feeling, the RM 250 remains relevant precisely because it doesn't care about being relevant. It exists to rip, roost, and remind us why we fell in love with dirt bikes in the first place. And with MOTOPARTS.store carrying everything from OEM replacements to race-ready upgrades, keeping this legend alive has never been easier.

---

Specifications sheet

---