SUZUKI RGV250 VS HONDA NSR250 (PHOTOS+VIDEO)

The Suzuki RGV250 (Gamma) is a Suzuki high performance sport bike which had a great number of its features and design cues based on Grand Prix technologies and ideas.
It is a race-replica based on Suzuki's 250 cc GP bikes from 1987 to 1998, the RGV Gamma V-2 racer. This motorcycle replaced the RG250 Gamma, which employed an alloy frame with a two-stroke parallel twin engine. The bike produced over 50 bhp in a narrow power band between 8,000 to 11,000 rpm. The dry weight ranged between 128 kg (282 lb) (1989) to 140 kg (309 lb) (later models) dry weight.
The top speed of a standard RGV250 is around 130 mph (209 km/h). It has a 0-60 mph (97 km/h) time of around 3.7 seconds.
This motorcycle's engine performance is not very inspiring at engine speeds under 7,000 rpm, due to the two-stroke engine power delivery of a relatively narrow power band. However, once the engine is revved over 8,000 rpm, the power delivery characteristics effectively doubles, as is expected of a two-stroke racing motorcycle.
Due to its light weight, engine characteristics and cornering capabilities, it is particularly suited to the track, compared to other motorcycles of similar engine capacity.

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

• Alloy Beam frame
• 90-degree, water-cooled two-cylinder two-stroke V-Twin style V engine (separate crankcases, single in-line crankshaft)
• 2 piece, blade style, exhaust valves which have two positions - open and closed
• Dual Reed valves, with Suzuki Intake Pulse Control system (SIPC), similar to Yamaha Energy Induction System (YEIS) but avoids patent issues
• 32 mm Mikuni Carburettors on 88/89 models, replaced with 34 mm models with single air bleed on 1990 model
• 17" front, 18" rear three spoke alloy wheels with twin 296 mm front disc brakes and single rear
• Front suspension is conventional 41 mm damper type telescopic motorcycle forks (not cartridge)
• Suzuki Pointless Electronic Ignition (PEI) analogue ignition system on 1988 models, replaced with digital system on 1989/90 models which was a predecessor to the SAPC as fitted on the VJ22
• Dual, side-by-side expansion chambers

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

• Suzuki Advanced Power Control (SAPC) Electronic power valve and ignition timing control
• 3 piece, blade style, exhaust valves with three positions - closed, half open and fully open
• 34 mm Mikuni carburettors with dual air bleed system
• 41 mm inverted cartridge type telescopic motorcycle forks
• modified swing arm fitted to permit both expansion chambers to be routed on the right hand side
• 17" rear wheel
• 310 mm front discs

In addition, a restricted VJ22 model was available in Japan as Sports Production (SP) model, which came with dry clutch and close-ratio gearbox as standard. A later SPII model reverted to standard wide ratio gearbox with a dry clutch.
The VJ23 uses a totally redesigned engine with few interchangeable parts with the early models, and has a dry clutch and close-ratio gearbox as standard.

Honda NSR 250R-SP

Make Model	Honda NSR 250R-SP  (MC28)
Year	1995
Engine	Liquid cooled, 90°V-twin cylinder, two stroke, reed valve
Capacity	249
Bore x Stroke	54 x 54.5 mm
Compression Ratio	7.4:1
Induction	TB 10A
Ignition  /  Starting	CDI type
Max Power	40hp @ 9000 rpm
Max Torque	3.3 kgf-m @ 8000 rpm
Transmission  /  Drive	6 Speed  /  chain
Front Suspension	Telescopic cartridge valve adjustable type  preload and rebound
Rear Suspension	Single shock adjustable damper  Tension / compression  Pro Link PRO-ARM single sided swingarm
Front Brakes	2x 274mm discs 4 piston calipers
Rear Brakes	Single 220mm disc
Front Tyre	110/70-17
Rear Tyre	150/60-17
Dry-Weight	137 kg
Fuel Capacity	16 Litres

The 1995 NSR SP changed it's colors to the HRC tri-colors with carbon fiber like stickers and it's high grip Michelin tires to celebrate Mick Doohan's 1994 GP 500 Championship. There are only a few of these bikes around as Honda again limited these bikes to a brief production run of 1,500 units. Therefore they hold there value strongly too. In 1996 there were no mechanical changes for the NSR's only new colors for the new models. The standard R model was discontinued and now there were only two types available.

The SE model with the dry clutch and it's fully adjustable cartridge type front suspension and rear adjustable damper. Plus the SP version in full Repsol colors. Honda had produced a large amount of early MC28 NSR's ( 1994-1995 ) They were having difficulties selling them off so in 1996 the amount of NSR's built were reduced. 1996 colors were available in Ross white and sparkling red with yellow accents, the other choice was in Ross white and violet with yellow accents that were the reversed colors of the other SE colors. SE model NSR's were priced at 720,000 Yen and there were no more color changes for the SE NSR's until their end of production in May 1999. 1996 was also the last year for the SP to be sold in the world. It was released in striking Repsol colors to once again celebrate Mick Doohan's 2nd consecutive world championship in the GP 500 class.

These wonderful Repsol SP bikes were limited to only 1,000 bikes so getting your hands on one is probably a good investment if you can find one for sale. These SP bikes were priced at 800,000 Yen due to there pricey and light weight wheels in black. NSR's were still selling for 1997 and 1998 but they were loosing popularity.

The racer replica boom was coming to an end with younger people preferring American style cruisers or Café racers in Japan. Sales for the NSR's were down and newly introduced laws in Japan that restricted current two stroke emissions led to Honda canceling the NSR for street sales. Who knows what could have been had Honda continued with the NSR. One of the greatest racing bikes in all of history. 

Source:
en.wikipedia.org
youtube.com
motorcyclespecs.co.za