The red ODI Podium 7/8 bars were a nice touch, and Race Tech helped re-valve the front forks.

This is a blast from the past. The two-stroke was just two years shy of being terminated by Suzuki. By then, the four-stroke craze had taken over the market. It was almost impossible for dealers to sell new RM125s and even more dire for the used-bike market. If you had a two-stroke in your garage during the four-stroke explosion, odds were that it would be sitting there for a very long time. 

THE LIFE CYCLE OF MANY OLD TWO-STROKES CAN GET A LITTLE FUZZY,
AND SO IT WAS WITH BRENT GRIFFITH’S 2006 SUZUKI RM125.
AS WITH MANY BIKE BUILDS, IT TOOK A LONG TIME BEFORE IT EVER HIT DIRT. 

This 2006 Suzuki RM125 belongs to Brent Griffith, who is in the U.S. Air Force and stationed at Nellis AFB in Las Vegas. Work on restoring it had to wait a decade because of his military commitments. In 2016, he enlisted the aid of Jay Clark to rebuild it for him. The life cycle of many old two-strokes can get a little fuzzy, and so it was with Brent Griffith’s 2006 Suzuki RM125. As with many bike builds, it took a long time before it ever hit dirt. 

Jay took on the Suzuki project back in 2016, but he didn’t enlist the MXA wrecking crew to give the 2006 RM125 its first shake-down test ride until 2024. It was a project that took 18 years from start to finish. That may sound like a crazy span of time, but in the vintage world, that is fairly common.

The Dunlop MX14 tire allows maximum traction and looks mean on this restored bike.

DETAILS OF THIS BUILD 

When finally finished, this particular RM125 had every part you could think of to make it a truly magnificent machine. Something of note is that for the money it took to rebuild this 2006 Suzuki RM125, Brent could have purchased a brand-new 2025 Yamaha YZ125. Over its long gestation period, this RM125 acquired parts from virtually every aftermarket supplier on the planet. Need proof?

(1) TMR handled the engine work, including the porting, head modification and carburetor setup. 

(2) The radiator hoses and high-pressure radiator cap came from CV4.

(3)  Wiseco provided the standard-bore top-end kit. 

(4) ProX Racing supplied the connecting rod rebuild kit, main bearings, crank seals, carb rebuild kit, clutch plates, throttle and clutch cables, front and rear sprockets, gold MX chain, chain rollers, steering, swingarm and wheel bearing kits. 

(5) Millennium Tech was called in during the process to repair and re-plate the cylinder to stock bore per TMR’s specs.

(6) Cometic provided all the necessary engine gaskets. 

(7) ParaPros took care of the actual engine rebuild.

(8) Andrew Langston rebuilt the crankshaft using a ProX rod kit. 

(9) FMF Racing contributed a Fatty exhaust and Shorty silencer.

(10) Dunlop provided the MX34 front and MX14 rear tires.

(11) Klotz supplied R-50 two-stroke pre-mix.

(12) ICW straightened and braced the radiators. 

(13) Uni Filter supplied the two-stage air filter. 

(14) DeCal Works created the semi-custom graphics kit, pre-printed number plates and frame tape. 

(15) MX Plastics provided the full plastic kit.

(16) Moto Seat made a custom seat cover. 

(17) Works Connection pitched in the hour meter, bike stand, elite clutch perch assembly, brake reservoir cap and steering stem nut. 

(18) Moto Tassinari  supplied the V-Force reed cage.

(19) ODI contributed Emig V2 lock-on grips and Podium 7/8 MX bars with a Champ bend. 

(20) Race Tech handled the suspension re-valve and setup.

(21) GBrakes USA provided the front and rear brake lines. The brake pads came from ProX.

(22) Specbolt supplied the engine and bodywork bolt kit, along with a rear sprocket bolt kit. 

(23) Raptor contributed titanium footpegs.

(24) San Diego Powder Coating handled the sandblasting and powdercoating of the frame. 

(25) FasterUSA built the wheels using the stock hubs.

(26) Fasst Co. provided the rear brake return spring and brake clevis.

(27) Finally, VP Racing Fuels supplied the C12 fuel. 

This build was equipped with an FMF Shorty silencer that worked seamlessly with the FMF Fatty pipe.

ON THE TRACK

When the MXA test riders were brought in for the last phase of this 18-year-old project bike, we had no overly ambitious expectations. We have ridden lots of restored 125 two-strokes and knew that all the work and parts that went into this build could produce the very best 2006 Suzuki RM125 ever, but the best it could be had to be seen through 2006 eyes. What does that mean? It was fast, but not by today’s standards We were just happy that it could pull third gear through the corners and still keep the rpm up at a satisfying rev. 

T.M. Designworks’ chain guide kept the chain and sprocket safe. It also came in a matching color, which helped tie in the yellow theme.

Like every Suzuki, the 2006 RM125 wanted to turn on a dime, but there was a shocking degree of head-shake at speed, especially on today’s modern tracks that are ripped by powerful four-stroke engines. MXA has always had good luck with Race Tech suspension on project bikes, but on the RM125, the forks were too stiff, making it hard to deviate from the line you picked. After we softened the forks by six clicks, the bike became more responsive and more inclined to go where the test riders wanted it to go; however, on the roughest section of the track, the ride was harsh and rigid. Speaking of rigid, the steel frame didn’t help much. Although it cornered well, the bike had almost no give when coming down Glen Helen’s big, fast downhills; long, rough straights; or braking bumps leading into the corners.

We always find enjoyment in being able to easily flick around a light 125 in the air.

COMPARE TO A NEW MODEL

The rider triangle was really comfortable. Anyone could hop on this bike and feel right at home with the layout. It felt much more grounded than today’s models and sat noticeably lower. On newer two-strokes, like the KTM and Husqvarna, you feel like you’re perched high up above the ground. On the 2006 Suzuki RM125, it felt like both wheels were firmly planted on terra firma. The 51-tooth rear sprocket was essential for getting out of turns, but didn’t push the bike to where you’d run out of power or have to shift into a higher gear too soon. The big rear sprocket was paired with a small, 12-tooth front sprocket, which is why it accelerated so hard out of corners. 

The biggest issue was the suspension, mainly the front end. Forks have come a long way since 2006, but even with that said, we still have complaints with the forks on a modern RM-Z250 or RM-Z450. Surprisingly, the shock wasn’t too bad and could be adjusted to our liking.

The 2006 RM125 engine was fine-tuned by Tom Morgan Racing.

COULD YOU RACE IT TODAY?

Every now and then a rider shows up on an older bike and pulls off an impressive finish, proving it’s not always about having the newest machinery. The key to riding and racing is that the most successful rider is usually the one having the most fun. There are many stories of riders who showed up at amateur championship events on bikes that were way past their prime only to wax the field. There’s something about seeing an older bike still ripping it up that gets people talking, and many dads in the pits can’t help but throw out a compliment.

MXA HAS ALWAYS HAD GOOD LUCK WITH RACE TECH SUSPENSION ON
PROJECT BIKES, BUT ON THE RM125, THE FORKS WERE TOO STIFF, MAKING IT HARD TO DEVIATE FROM THE LINE YOU PICKED.

Can you win on a fully restored and modified 2006 Suzuki RM125 two-stroke? It would be possible with the right rider on the perfect track, but the odds against it are New Jersey Lottery slim. That’s why we hail any rider who makes it happen.

Some things never change for Suzuki; one aspect that every rider enjoys is how well they corner.

MOST IMPRESSIVE THING?

To put it simply, it was easy to hop on this bike and start putting in laps. As with all two-strokes, there’s a bit of a learning curve if you’re coming off a 250 or 450 four-stroke. The 125 doesn’t like to stay in the rpm through turns if it’s in too high of a gear. On a four-stroke, you can go through a corner in third, roll on the throttle and the bike will pull you back up to speed. But, on a two-stroke, you need to use the clutch to keep the rpm percolating. Luckily, this tuned RM125 did a great job of staying in the meat of the rpm band, which made it much easier to ride. 

Everything was helped by how light the bike was and how well it cornered. It was actually pretty impressive to hop on a bike that came out 18 years ago and actually be able to spin laps on the same tracks as modern two-strokes. 

Jay Clark didn’t miss a single detail on this build. From the frame to matching gold Excel rims, this bike was a sight for sore eyes.

ICW Radiators are strengthened with extra bracing and seamless welds.

We liked the Suzuki RM125 engine back in 2006, and we still like it in 2024. It’s exciting. Hold this bad boy wide open, fan the clutch and listen to the engine sing. You’ll be living on the edge, but sometimes that’s the only thing that makes life worthwhile.

CAN YOU WIN ON A FULLY RESTORED AND MODIFIED 2006 SUZUKI RM125 TWO-STROKE? IT WOULD BE POSSIBLE WITH THE RIGHT RIDER ON THE PERFECT TRACK, BUT THE ODDS AGAINST IT ARE NEW JERSEY LOTTERY SLIM.
THAT’S WHY WE HAIL ANY RIDER WHO MAKES IT HAPPEN.

Would we be willing to wait 18 years? Heck no! The MXA test riders raced the Suzuki RM125 when it was brand new in 2006, and we knew back then that with the rise of 250 four-strokes and the mighty power of the KTM 125SX, plus the brand-new Kayaba SSS suspension on the YZ125, it faced a relatively short lifespan.

Brent Griffith should be commended for his patience.