Civilian “superbike” from Suzuki: Gamma two-stroke

Suzuki RGV 250

Suzuki RGV250

(Gamma) was a Suzuki high performance sports motorcycle that had many of its features and design cues based on Grand Prix technology and ideas.
This is a racing replica based on Suzuki 250cc motorcycles. CM (15 cu in) from 1987 to 1998, RGV Gamma V-2 racing cars. This motorcycle replaced the RG250 Gamma, which used an alloy frame with a two-stroke parallel twin engine. The bike produced more than 60 hp. in a narrow power band from 8000 to 11000 rpm. Dry mass ranged from 128 kg (282 lb) (1989) to 140 kg (309 lb) (later models) dry mass. [ citation needed
]

The standard RGV250's top speed is around 130 mph (209 km/h). It accelerates from 0-60 mph (97 km/h) in 3.7 seconds. [ citation needed

]

The engine performance of this motorcycle is not very impressive below 7000 rpm due to the two-stroke engine's power delivery over a relatively narrow powerband. However, once the engine revs past 8,000 rpm, the power delivery characteristics effectively double, as expected from a two-stroke race bike.

Its light weight, engine performance and cornering capabilities make it particularly suitable for track racing compared to other motorcycles of similar engine displacement.

Model designation and power[edit]

All RGV250 models, with the exception of the Japanese domestic market version (limited to 40 hp), are rated at 50+ hp. Model designations:

• VJ21: 1988-1991: indicated power; 1988 = 58 hp, 1989 = 59 hp (90° V-Twin)
• VJ22: 1991–1996: indicated power; 1990 = 62 hp (modified engine, still 90° V-Twin)
• VJ23: 1997-1998: indicated power; 1997 = 70 hp (SP (Sports Production) model with new 70-degree V-twin engine)

Technical[edit]

The VJ21 was the first production RGV250 motorcycle available in Japan in 1988. Technical aspects:

• Alloy frame
• Water-cooled, two-cylinder, two-stroke, 90-degree V-twin engine (separate crankcases, single inline crankshaft)
• 2 part, vane, exhaust valves that have two positions - open and closed.
• Dual reed valves with Suzuki Intake Pulse Control (SIPC) similar to Yamaha Energy Induction System (YEIS) but without the patent issues
• 32mm Mikuni carburetors on 88/89 models, replaced by 34mm single bleed models on 1990 models.
• 17" front, 18" rear three-spoke alloy wheels with dual 296mm front disc brakes and single rear disc brakes.
• Front Suspension: Conventional 41mm damper-type telescopic motorcycle fork (not cartridge)
• Suzuki Pointless Electronic Ignition (PEI) analogue ignition system on 1988 models, replaced by a digital system on 1989/90 models, which was the predecessor to the SAPC found on the VJ22
• Dual side-by-side expansion chambers

The VJ22 relied heavily on the VJ21, but had the following improvements:

• Suzuki Advanced Power Control (SAPC) Electronic power valve and ignition timing adjustment
• 3-piece, vane, exhaust valves with three positions - closed, half-open and fully open
• 34mm Mikuni carburetors with dual bleed system
• 41mm Inverted Cartridge Telescopic Motorcycle Fork
• modified swing arm allowing both expansion chambers to be directed to the right side
• 17" rear wheel
• Front discs 310 mm

Additionally, a limited VJ22 model was available in Japan as a Sports Production (SP) model, which came standard with a dry clutch and close-ratio gearbox. The later SPII model reverted to a standard wide-ratio transmission. The VJ23 uses a completely redesigned engine with several parts interchanged with earlier models.

Review of Suzuki RGV250 Gamma. How to choose

On an arrow-straight track, the motorcycle realizes its best qualities: perfectly controllable and stable at all speeds. Please note that it knows how to stop, because for Suzuki, brakes are the standard of quality.

But when traveling in cities, the “highway” advantages of the Gamma appear to be disadvantages. A slurred, derated engine and sporty short gears are not your best helpers when driving like this. Without a doubt, a 45 hp engine. With. For a sportbike it’s clearly not enough. And it’s all the fault of Japanese legislation - it prohibits the production of truly powerful 250 cm class cars. For the European market, a model is being produced with an engine one and a half times more powerful; such a machine has more than enough two-stroke “malice”. The “racing spirit” is once again emphasized by the Kickstarter, which is not typical for the “Japanese”. The engine life is quite long - on average, 30,000 km before replacing the pistons. The main thing when buying is not to run into a bike that was “under the racer”, in other words, half-dead. It’s easy to identify such a motorcycle: they usually have a high degree of tuning. Non-standard mufflers, handles, footrests, and other “little things” are a reason to think about the possibility of purchasing. Convincing evidence that the motorcycle participated in competitions in a “past life” is changes to the separate lubrication system. It goes without saying that it is difficult to determine “by eye” the degree of increase in system throughput. But it is quite possible to verify whether it was opened or not. To do this you will have to remove the fairing.

“Two strokes” are reliable and simple. The pistons are considered their weak point. The characteristic engine noise is a consequence of their wear. This is the worst gift from time and high mileage to the RGV250 engine. But it is clear that old pistons and rings can be replaced.

The chassis can bring trouble to the future owner if a thorough analysis of the rear monoshock absorber with its linkage system is neglected. Experts warn that the front fork of the bike produced in 1989-1991 suffers not only from a not entirely successful selection of damping characteristics, but is also characterized by frequent failure of oil seals.

Don’t hesitate to stick your finger into the oil tank - check what’s there. Typically, special “push-pull” oils have a pungent odor and are colored in some way. If you find a car in the oil tank, it is better to abandon the motorcycle - the previous owner significantly shortened the life of the car.

With all this, the Suzuki RGV250 is one of the few motorcycles that is not scary to buy “with mileage in Russia”. After a year or two, it is still in “decent shape”, but has already managed to drop in price considerably.

Another feature of the model. Although it is of Japanese origin (and most of them are designed for short pilots), the RGV is convenient for people of both average and tall stature to operate. Note: I recently learned what a VIN code is (read), as it turned out in the USA it is a vehicle number.

Korean and Japanese lenses

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Reception [edit]

In the UK the VJ21 received positive reviews from the motorcycling press. [ citation needed

] However, the original VJ22 models had a design flaw in the three-piece "improved" exhaust valves in which they cracked, likely due to carbon buildup from boiling oil inside the mechanism, and would not open from the idle position/ low power.
This has been corrected on later VJ22 models but still requires regular checking. The VJ23 is not known to have hydraulic valve problems. [ citation needed
]

He promised a few words and impressions about this rather rare device. He deserves it)) I can talk about him forever and there are plenty of stories in the 12 years since I have him in my garage... I’ll try to briefly explain who he is 250cc weighing 123 kg (according to the passport 127 but there’s probably something missing there - I weighed it) 53 hp ( According to the passport there are 61, but there is probably a shortage there too)). Due to lightness, strength and other technical solutions, it makes 600cc (old) sportbikes for drag racing. And since it is small and maneuverable, it is not inferior to other spinning kids in handling, which is proven by third place in the championship in high-speed maneuvering. I don’t rule out the factor of spacers between the saddles, but this shouldn’t have such a strong impact compared to other equally experienced participants. Interesting. If I had been number 1, I might have gotten 1st place) mysticism) One of my comrades correctly noted - there is no concept of a 2-stroke engine with high mileage... I don’t even remember what mileage it has. The odometer probably went to the 5th circle... I changed 9 sets of pistons in 12 years... I had already gotten so good at it that changing the pistons was the simplest thing... even puncturing a wheel seemed difficult in comparison. I changed and cleaned the power valves (petal valves), these are the things that are responsible for the impudence and unpredictability of the motorcycle above 7000 rpm, and if the valves of the RGV are not clogged and adjusted correctly, then you have to pump your hands so as not to tear yourself away from the steering wheel! By the way, they open there 2 times, but I didn’t notice it...

You try not to tear your hands away even when the steering wheel wobbles, and with this model this often happens - the front is very light and with any accelerator it becomes even lighter. I got used to this too... There were no serious accidents, but the motorbike received injuries quite often, mainly due to the valves, and for this reason I decided to remove the battery since it was responsible for the servo drive and these models do not have a starter) from the leg)... The Akum was 20 years old. and he worked like a bastard!!!

In general, over the years of use, I spent a lot of nerves, plasters, iodine and brilliant green and wiped three sets of equipment to zero) ... I required little finance and I bought it for 600 bucks)) the guys brought it from Japan for 2 years could not start the engine and we have craftsmen According to the bikes, there are 3 pieces at most, and there are no those who understand 2-stroke bikes at all, well, except for my friend who, after buying it, started it in literally 2 minutes..(The sellers seemed not entirely happy)))

photos...

We decided to sell Kava and take some photos. For me too) It turned out to be a good cover

So it’s standing in the garage - it’s sad... It’s seen a lot and there’s no desire to sell it - let it be. It is full of drive and emotions. I don’t think this post is useful in any way, but it was somehow nice that I told you about it))…

Horse riding experience[edit]

These motorcycles are not particularly suitable for carrying pillion passengers on long trips due to their racing design, which reduces comfort. Consequently, the station wagon is also not the strong point of this model. When accelerating in a straight line, the RGV250 is faster than most other 250cc two-stroke and four-stroke motorcycles. [ citation needed

]

The Aprilia RS250 is related and uses a modified RGV250 VJ22 (90° V-Twin 2-Stroke) engine.

Aprilia bought the engines from Suzuki (which were fitted with Aprilia-branded castings on the timing and clutch covers) and then installed their own expansion chambers, cylinders and engine control unit. They also redesigned the heads to have larger cooling passages and a slightly different combustion chamber shape.

Civilian “superbike” from Suzuki: Gamma two-stroke

At the beginning there was a race...

This year, Suzuki returned to the “royal class” after a very long break.
An excellent opportunity to remember how the brand’s history in MotoGP began. The company debuted with its factory racing team in the royal class of motorcycle racing in 1974. Two experienced riders Barry Sheen and Jack Findlay, who had already raced Suzuki in MotoGP, but as part of private teams, were invited to defend the honor of the young factory team. Factory support is always a trump card in the hands of a racer, and already at the first stage Shin brings silver to his team. The loud start, however, turned out to be the team’s highest achievement for the entire season, but in the next year, 1974, Barry Sheene won the Dutch TT stage on a Suzuki RG500 motorcycle, and in 1976 he led Suzuki to the world champion title for the first time! It is worth recalling that until 2002, the royal class raced on two-stroke motorcycles with a displacement of 500 cm3. By the way, in the next season in 1977, Barry Sheen won the championship again. After a short break, Italian Marco Lucinelli, on a modernized RG500, again brings Suzuki the world championship trophy in the 500 cc class. This is no longer just a racer's success. Three seasons on the podium indicate that the engineering team has created a truly unique motorcycle!

Marco Lucinelli and his champion RG500

Suzuki's triumph continues with the arrival of legendary racer Kevin Schwantz to the team, who, after a three-year break from the company's participation in the world championship, begins to show serious results on the updated RGV 500 and achieves the long-awaited title of world champion in 1993.

Kevin Schwantz's championship RGV500

The next triumph awaited Suzuki in 2000, almost at the end of the two-stroke era of “royal racing”. It was in the last year of the 20th century that Kenny Roberts Jr. won four stages of the season on the next iteration of the RGV500 motorcycle and “brought” the world champion title to Suzuki for the seventh time. Seven years have passed since Kevin Schwantz's previous victory!

Kenny Roberts Jr.

Like a champion

There have always been countless numbers of people willing to buy a motorcycle “like a champion’s”, even taking into account the cost of such replicas. Big sport is not only the engine of progress, but also the engine of trade. That is why in 1985 the “civilian” Suzuki RG500 Gamma was presented to the public. A 500cc two-stroke sportbike that almost completely replicates the “combat” apparatus of the factory team’s riders.

Despite the fact that by the mid-80s, the now familiar four-stroke four-cylinder motorcycles, and the GSX-R series of sportbikes in particular, had long been widely sold, two-stroke bikes, “like those of champions,” were considered “real” athletes.

Square, practice, gut!

"Gamma" has a two-stroke four-cylinder engine of an unusual layout. The cylinders are arranged in a square (two in a row), and each pair has its own crankshaft. The carburetors of each pair of cylinders are located on the sides of the engine, and spool valves are installed at the intake. The engine produced a very impressive 95 hp even by today's standards. Thanks to this engine design and the aluminum diagonal frame, the motorcycle turned out to be incredibly light - the dry weight of the device was only 156 kg, and the loaded weight was 175 kg. This is, for example, 22 kg lighter than the GSX-R 750 of that model year, and 9 kg lighter than its main racing rival, Yamaha.

Engine Suzuki RG500

Experts wrote about that motorcycle: “even reading its technical characteristics can cause an epileptic attack with foam on the lips! The production bike's power is only eight horsepower less than Barry Sheene's racing car! The design of the engine is completely copied from the champion’s motorcycle.”

But maybe, damn it, we can do it again?..

However, even by the standards of professional athletes, two-strokes turned out to be too harsh, and therefore unfriendly to the pilot. To fully realize their potential, you had to be truly professional, and on public roads such motorcycles were more of a burden than an assistant. Despite all these factors, the Gamma remained in production for three years, from 1985 to 1987, with a total of 9,284 cars produced. In addition, 6,213 copies of the 400 cc version for the Japanese market and many 125 and 250 cc “relatives” of the combat Gamma were released.

Some time ago, the RGV500 Gamma could be found on sale in the Russian second-hand market, but among domestic motorcyclists this motorcycle quickly gained fame as a “bike for scumbags.” His character turned out to be too obstinate and unsuited for the city.

Thus ended the two-stroke era of Suzuki on asphalt. Today, the world of big racing and city roads is ruled by four strokes, but who knows - perhaps evolution will soon take a turn, and we will again see in showrooms two-stroke engines equipped with electronic fuel injection systems, lighter, more powerful and environmentally friendly than modern four-stroke engines. Even though environmentalists are winning today, everyone who is at least a little familiar with the world of internal combustion engines knows that two strokes are always more efficient than four.