| May 6, 2021
We’re well into 2021, and it’s no secret that Suzuki’s latest big-bore motocrosser, the RM-Z450, is not changed—much.
By Ryan Nitzen
We recently took delivery of the elusive 2021 Suzuki RM-Z450, which arrived a bit tardy at the dealerships, and as you probably know by now, it returns for the ’21 model year exactly as it did the year before. Well, almost.
The current-generation RM-Z450 was launched in 2018 and was a striking change from its predecessor. Let’s not forget the previous generation Suzuki (2008-2017) was the same bike that took riders like Ken Roczen, Ryan Dungey and Chad Reed to the top step of the sport. And we all know the story of the number-4 machine before that. The newest-gen bike, however, has not received some of those same accolades. In fact, since being introduced in 2018, the Suzuki has not seen much in the way of R&D. The same is true for the ’21 RM-Z450, as it took on just one change, but it’s actually a pretty nice one—a more precise way of tuning the engine from track to track via Suzuki’s new MX-Tuner 2.0.
No frills but the Suzuki RM-Z450 can still get the job done.
2021 Suzuki RM-Z450 Review | Plug And Go
With the Suzuki MX-Tuner 2.0, used in conjunction with your Apple or Android phone and the free WiGet app, riders now have a way of customizing the power characteristics within each of the bike’s three couplers that still come with the RM-Z. The Suzuki tuner features four pre-programmed map options (Aggressive, Smoother, Richer and Leaner), but you can also build your own map by adjusting the fuel injection and ignition system settings. Or you can simply borrow and swap custom maps with your fellow RM Army teammates. The app performs other tasks, as well, such as monitoring engine functions in real time and logging maintenance records.
Before we dove into the new tuner, we first hit the track and re-familiarized ourselves with the RM-Z450 and its 11-year-old plug-in coupler system, which allows you to swap out mapping settings via the three pre-programmed couplers (lean/aggressive, stock, and rich/mellow) that you get with the purchase of the bike.
Out on the track, with the standard (stock) coupler in place, the Suzuki provides a friendly power character compared to many of its rivals just like it did last year and the year before that, and… The responsive yet smooth power delivery with the standard mapping can be a welcomed contrast from some of the pull-your-arms-off power that we’ve felt from other bike manufacturers lately. However, you find yourself frequently shifting to keep the Suzuki in the powerband’s sweet spot.
Smooth controllable power is still an RM-Z450 trademark.
Next, we moved to the more aggressive coupler, which allowed us to carry gears farther. This resulted in less shifting and, overall, less work. It also gives the Suzuki some more pep and a more aggressive feeling mid to top, making it our map of choice of the three couplers. We didn’t bother with the rich (mellow) coupler that is designed for extremely slick (wet or ultra-dry hard) surfaces. Plus, based on our past experiences with the RM-Z450, the mellow couplers never left the toolbox.
Okay, time to play with the new Suzuki 2.0 MX-Tuner. The phone/app, which communicates with the 2.0 tuner, looks very similar to the Yamaha Power Tuner and is easy to use after the usual short learning period. The hard part, however, is the setup process.
Suzuki could be forgiven for not giving the RM-Z450 electric starting had they given it less weight, which is our biggest gripe with ol’ yeller. Otherwise, the RM-Z is fine motorcycle.
The Suzuki tuner has its own wiring harness and has to be physically plugged into the bike for it to work (there is no wireless connection here as there is with Yamaha’s or even KTM’s power tuner systems). Since the Suzuki still does not have e-start, which means there is no onboard battery, users must supply their own external 12-volt battery to power the 2.0 Tuner unit. The battery powers the tuner, and the tuner connects to the phone via the app, which requires some phone tapping. Sounds like a pain? To be honest, it kind of is. It’s a bit of a process to get it all wired up and you’ll probably want to do all this first from the comforts of your garage. Then, you can simply bring all of your modified couplers with you to the track and swap them out as you see fit.
Here is what sets the 2021 RM-Z450 apart from the 2020 model: you get this, Suzuki’s new engine tuner package, sans battery. Now you can customize those three engine mapping couplers that come with the bike.
By the way, Suzuki designed the MX-Tuner 2.0 so that it won’t let you harm the engine, so you can experiment with a piece of mind that your bike won’t blow up from your settings.
In case you are wondering, the MX-Tuner 2.0 is compatible with the 2019-21 RM-Z250 and 2020-’21 RM-Z450. If you already own one of these models, the Suzuki MX-Tuner 2.0 can be had for $600 and another $30 for the wiring harness, but everything, except the battery, is included with any new purchase within these model years.
It is nice to see Suzuki taking a crack at the “smart-bike” market, and the app does offer some cool adjustability and features, but we’d gladly trade the whole battery, tuner and app combo for an electric-starting system.
The RM-Z’s suspension is good right out of the crate but can be made better after setting aside some track time for fine tuning. Luckily, the Suzook’s suspension is fully adjustable.
2021 Suzuki RM-Z450 Review | Familiar Ground
Everything else about the RM-Z450 is the same as it was, which isn’t a terrible thing by any means. The bike still makes good old-school power that is still very much competitive to this day; it just doesn’t deliver it in such an exciting fashion, though the new power tuner will help in this department. The Suzuki just doesn’t have the same all-out power as its peers, but in reality, the RM-Z450 still has more power than most of us can fully use anyway (be honest now!), especially late in the moto.
There was a time when the RM-Z450 was the best handling bike out there, especially in the turning department. It’s still an excellent handling machine, but most of its competitors have caught up to or even surpassed it in certain areas. As usual, smooth ruts don’t stand a chance against the sleek Suzuki. The bike has a narrow feeling up front that tracks straight through the corner while the fluid power plant helps keep the chassis in line. And the Suzuki is still very comfortable. The rider cockpit and peg-to-bar ratio are still very neutral and felt comfortable right from the get-go.
Suzuki’s BFRC (Balance Free Rear Cushion) Showa shock has improved since its debut a few years ago.
Suspension has been a little bit of a sticking point with the RM-Z450 as of late. When the track is good, the suspension is good. I had nearly no complaints prior to the 12-o’clock exodus; you know the time of day when the track gets dry, and most of the fair-weather riders start heading home. As the track roughs up, well, it doesn’t do the Suzuki any huge favors. The Showa coil-spring fork is pretty stiff out of the box, and the chassis doesn’t always want to comply with the suspenders. The Showa shock with Suzuki’s unique BFRC (Balance Free Rear Cushion) technology works well off the showroom floor, but as with last year’s model, taking the time to finely tune the suspension will be vital in improving the overall riding experience. We eventually became quite happy with the Suzuki’s suspension last year the more we rode it and the more we fiddled with the “clickers,” and we expect this will be the same with the ’21 model.
The RM-Z’s ergos is still one of the best in the business.
Overall, the ’21 RM-Z450 is still a competent package—it has a user-friendly motor, good brakes, solid handling and suspension with tons of potential. It also comes fitted with several quality components, such as Renthal tapered aluminum handlebars, Suzuki’s Holeshot Assist Control (S-HAC), a gripper seat, black rims, Bridgestone X30 tires and fully adjustable suspension. Unfortunately, Suzuki missed the boat by forgetting to give its latest-generation RM-Z electric starting and failing to make up for that by not making the RM-Z any lighter when they had the chance in 2018.
When it gets down to it, these two things are our main gripes with the RM-Z450—it feels heavy (and it is at a claimed 247 pounds, our 2020 RM-Z450 weighed 252 pounds with a full tank of gas) and we don’t like having to kick start it anymore, oh how times have changed. But if these two things don’t bother you, and you like the idea of increased engine tunability of the 2021 RM-Z450 and its $8999 MSRP, which is the lowest in its class by at least $400 (it is, however, $400 more than Honda’s previous-generation CRF450R-S that is still in Honda’s lineup), then the RM-Z450 should still be one of the bikes on your 450 shopping list. The 2021 Suzuki RM-Z450 can very well be the right bike for the right person. CN
2021 Suzuki RM-Z450 Specifications
MSRP: |
$8,999 |
Engine: |
Single cylinder, 4-stroke |
Valvetrain: |
DOHC, 4-valve |
Displacement: |
449cc |
Cooling system: |
Liquid |
Bore x stroke: |
96.0 x 62.1mm |
Fuel system: |
EFI, 44mm throttle body w/ 3 fueling couplers, Suzuki MX-Tuner 2.0 engine tuner |
Starting system: |
Manual (kick) |
Lubrication system: |
Semi-dry sump |
Clutch: |
Wet multi-plate |
Transmission: |
5-speed |
Rider aids: |
S-HAC (Suzuki Holeshot Assist Control), ECM (Electronic Control Module) traction control |
Frame: |
Aluminum, twin-spar |
Handlebars: |
Renthal tapered aluminum |
Front suspension: |
Showa fork, USD, coil spring, full adjustable |
Rear suspension: |
Showa single shock, linkage, BFRC technology, fully adjustable |
Front brake: |
Single 270mm disc |
Rear brake: |
Single disc |
Front tire: |
80/100-21 in. Bridgestone Battlecross X30 |
Rear tire: |
110/90-19 in. Bridgestone Battlecross X30 |
Wheelbase: |
58.3 in. |
Ground clearance: |
13.0 in. |
Seat height: |
37.8 in. |
Fuel capacity: |
1.7 gal. |
Weight (curb, claimed): |
247 lbs. |