We just finished spending two days riding Suzuki's all-new RMX450Z off-roader, one of the company's only 2010 models. Just as it sounds, the RMX450Z is closely based on the RM-Z450 motocrosser but retuned in key areas to make the "X" trail friendly yet still be race-worthy.

The media was invited to mountains of Medicino National Forest in Northern California, where local off-road racing legend Rodney Smith, who was a key player in the development of the RMX, laid out two days worth of trail for us to try out the new "Green-Sticker"-legal machine. The weather was cool, the ground was wet and the trails were awesome.

The bike is pretty much ride-ready right out of the crate. The only modification it really requires is shortening the throttle-stop screw in the throttle mechanism, ala Yamaha's WRs. Or, you can just simply remove the bolt and plug up hole somehow. It's a simple five-minute procedure. You can do more, like remove the airbox cover, if you want, but the throttle stop mod is the only must-do.

The RMX incorporates both manual (kick) and electric starting. We found the X a little difficult to start when cold, and not especially quick to light when warm, either, and would almost always require the application of the hot-start lever (and, of course, the clutch lever) even when the motor wasn't so hot. Still, it was far better than having to kick.

This was about our only real gripe with the bike. Everything else worked like magic.

A few things stood out right away. First, fuel-injection. The RMX is the first Japanese off-road bike fitted with FI, which means no more worrying about jetting when riding from the bottom of the mountain to the top. Nice. It's the same FI system found in the RM-Z but with slightly smaller throttle bodies.

Throttle response from the FI was excellent, but this was hardly a surprise. We've had good experiences with the previous fuel-injected RM-Zs, including the 2010 RM-Z250, and it's no different with the RMX. Throttle response is spot on and very smooth. Bottom-end is extremely controllable, just how you want it when you're off-roading. And there's no sign of that herky-jerky on/off transition at idle speeds.

Power is very smooth and controlable, and it's plenty fast when the trails open up. It has excellent bottom-to-mid power delivery and didn't seem to prone to stalling when things got tight. Flame-outs were few and far between.

Suspension scored high with us. Both the Showa shock and fork felt very plush and supple over the ripples and loose rocks, but the fork could've used a bit more resistance from mid-stroke and beyond. The shock, however, felt extremely good overall - not too soft, not too stiff.

Probably our biggest concern going in was the RMX's 272 claimed curb weight, which is about 30 pounds more than its motocross brother, the RM-Z. Remarkably, the RMX doesn't not feel nearly that heavy on the trail. The bike feels incredibly nimble and well-balanced. The RMX uses the '09 RM-Z450 frame and the 2010 swingarm, and the end result is a fantastic-handling machine.

Of course, the RMX turns well, just like its brother. No surprises here.

Brakes are also RM-Z clones, except the front disc isn't rigidly mounted to the hub. Front and rear brakes are strong, but the back brake seemed to lack feel. Perhaps more trail time will fix that.

The fuel tank is also taken from the RM-Z450, so that means that the RMX holds a measly 1.6 gallons. We saw about 32 miles on the odometer before the low-on-fuel warning light came on, yes, a warning light. Since the RMX does not have a petcock, there's a warning light instead, which is mounted behind the front number plate. You better be within about 10 miles from camp when the light comes on.

Overall, our first ride on the all-new RMX450Z left us quite impressed. But will that be the same with our second impression? We will soon have one in our own hands and you can bet that we'll let you know.

The RMX should start hitting dealer showrooms by the end of the month.

Specifications:
2010 Suzuki RMX450Z
ENGINE TYPE:    Liquid-cool, four-stroke, single
VALVE TRAIN:    DOHC, titanium valves
DISPLACEMENT:    449cc
BORE/STROKE:    96.0/62.1mm
COMPRESSION RATIO:    11.6:1
FUEL SYSTEM:    Fuel injection, 41mm Keihin
LUBRICATION SYSTEM:    Suzuki Advanced Sump System
CLUTCH:    Wet multi-plate type
STARTING SYSTEM:    Electric/kick
TRANSMISSION:    5-speed, wide-ratio
GEAR RATIOS:    1st. 2.153 (1.800 RM-Z)
        2nd 1.611 (1.471)
        3rd 1.250 (1.235)
        4th 1.000 (1.050)
        5th 0.826 (0.909)
FINAL REDUCTION RATIO:    3.923 (51/13)
FRAME:    Aluminum, twin-spar
RAKE/TRAIL:    28-degree 10'/4.80 in.
FRONT SUSPENSION:    Showa, 47mm telescopic fork, fully adjustable
REAR SUSPENSION:    Showa, single-shock, swingarm, fully adjustable
FORK SPRING:    5.5 kgf-m
REAR SPRING:    0.48 kgf-m
FRONT WHEEL TRAVEL:    12.2 in.
REAR WHEEL TRAVEL:    12.2 in.
FRONT BRAKE:        Single, floating disc
REAR BRAKE:    Single disc
FRONT TIRE:    Dunlop Sports D742FA, 80/100-21 in.
REAR TIRE:    Dunlop Sports D756, 110/100-18 in.
FUEL CAPACITY:    1.6 gal.
O/A LENGTH:    86.0 in.
O/A WIDTH:    33.1 in.
O/A HEIGHT:    49.8 in.
WHEELBASE:    58.5 in.
SEAT HEIGHT:    37.4 in.
CURB WEIGHT:   272 lbs.