Ryan Nitzen | April 1, 2022
We revisit Suzuki’s RM-Z motocrossers.
Photography by Kit Palmer and Nitzen
We’re well into 2022, and with the new year comes new bikes and new technology. However, our friends at Suzuki have stuck to a more traditional route, re-enlisting its tried-and-true RM-Z250 and 450 for another model year. In fact, the ’22s are identical to the ’21s, even down to the graphics. All good, though. We had plenty of fun on our 2021 RM-Z’s and jumped at the invite to ride the ’22s with the Suzuki techs.
The RM-Z250 is still a good-handling machine that likes to be thrown around and ridden hard.
2022 Suzuki RM-Z250 and RM-Z450 Review | Going Big
Let’s start things off with the RM-Z450. It got a significant makeover in 2018, and just before that, it was busy winning titles with Ken Roczen before his switch to Honda. At that time, the RM-Z received a new frame, suspension and bodywork but kept much of the previous engine. This included the three-map coupler system and (unfortunately) the traditional manual kickstarter. Since its redesign in 2018, which is an eternity by motocross standards, the bike has seen virtually no changes.
It’s still a looker. The RM-Zs are attention grabbers despite five-year-old plastic.
For ’22, it again returns as it was with its fuel-injected 449cc, liquid-cooled, four-stroke, four-valve, DOHC engine. This motor is strong and reliable but doesn’t pack the same punch as its competition. It puts out right around 50 horsepower, which still seems like a lot, but it’s down approximately five horses compared to the current-gen Honda and other 450s.
The Suzuki also has some built-in electronics like a three-map coupler system, launch control and MX Tuner that allows owners to specifically tune each individual coupler. The MX Tuner is controlled via a smartphone app but is powered by an accessory battery since the RM-Z doesn’t have onboard e-start capabilities. The Tuner is a cool tool to have, but the battery and plug-in system are a bit clunkier than, say, the streamlined Yamaha Power Tuner. The Suzuki is the lowest-priced bike in the 450 class at $8999 and the heaviest at 246 pounds with fuel.
The 250 (pictured) is fitted with KYB suspension components versus the 450’s Showa units.
2022 Suzuki RM-Z250 and RM-Z450 Review | The Little Z
The RM-Z250 follows in similar footsteps to its 450 brethren. The smaller of the two Suzukis got a similar redesign in 2019 and, like the 450, has seen little development since then. The 250 has a five-speed, fuel-injected 249cc engine and also comes with three programmable couplers that can be tuned via the same MX Tuner setup as the 450’s. Launch control is another standard feature in the 250, as are the D.I.D Dirtstar wheels, Renthal Fatbars, and a 270mm front rotor. The 250 uses KYB suspension and Dunlop tires versus the 450’s Showa suspension and Bridgestone tires. Similarly, the RM-Z250 is the least expensive bike of the 250F bunch coming in at $7899 and 233 pounds.
Unfortunately, manual starting doesn’t mean a lighter motorcycle in the RM-Z450’s case.
2022 Suzuki RM-Z250 and RM-Z450 Review | Lap Times
2022 Suzuki RM-Z250
We met the team from Suzuki at Glen Helen Raceway for a day on the 250 and 450 with their technicians on hand to assist and to offer their advice with setup.
Kickstart engaged; we started our day on the 250. The scrappy little 250 is a screamer, and the hills of Glen Helen were the perfect place to let it stretch its legs. We first went out with the stock map but didn’t wait long to clip in the more aggressively tuned coupler. It’s not a secret that right out of the crate, RM-Z250 is not the horsepower king; the more aggressive coupler gives it a little more snap, which it desperately craves. It lacks a little down low, but the sweet spot is in that mid-to-top range. A quick feather of the easy-pull clutch wakes the bike up and puts it right where it wants to be. The RM-Z250 is still a blast to ride despite what the keyboard critics say. There is something to be said for spinning laps on a bike closer to its full potential; you know, holding the throttle wide open all the way around the track, at least more so on the Suzuki than on more powerful bikes.
The brakes, clutch and rider cockpit are the same as before, which we continue to like. It’s a super neutral setup that’s easy to get used to right away. Nothing crazy in this department, just tried-and-true Suzuki. As far as handling goes, the bike is as nimble as they come. In smooth conditions, the RM-Z250 slices up the track on inside or outside lines, and despite a claimed weight of 233 pounds, it doesn’t feel overly heavy. But numbers are numbers.
The RM-Z250 has pleasing ergos.
2022 Suzuki RM-Z450
Up next, the 450. The RM-Z450 is the last of its kind for kickstart machines, but if your current bike requires kicking, it won’t seem like a big deal. Once you’ve made the transition to the button, however, does the kicker ever seem like a nuisance. The team at Suzuki knows what makes their bike work best, and they set the suspension at 112mm, which is 7mm more than the traditional 105mm mark. This is supposed to give the bike more squat in the rear and get the front end to track better in high-speed conditions.
The RM-Z450 is a solid motorcycle. It feels heavier than the other bikes we’ve ridden lately, but that will equate to a more “planted” feeling for some. The power is meaty and has a good pull in the midrange rpm, which is not a bad thing at all. It makes it more user-friendly compared to the more powerful 450s. But I want a little more “snap” from the Suzuki—a little more response. I usually favor smoother, more mellow maps on other 450cc motocrossers, but I quickly opted for the aggressive coupler on the Suzuki. For me, it needs it. The map we used was programmed by Suzuki and is available as a standard option in their MX Tuner App. I instantly felt more connection from the throttle to the rear wheel. This is something that I hadn’t felt before from the RM-Z, and it gave the bike a faster yet more controlled character all at the same time. Since dropping this map in the bike, I have not switched.
The 450 feels nearly identical to the 250 as far as ergos. We like the comfortable and neutral characteristics that are classic for Japanese-style machines. The bars, seat and pegs offer a solid platform that is easy to get used to right away. The brakes have good bite front and rear, and the clutch system works well but doesn’t have a reputation for being super strong.
In the looks department, the sharp lines, yellow/blue color combo, and gold forks still make this bike one of the best looking, in our opinion.
The RM-Z450 excels in the corners.
Ultimately, the Suzuki falls short in the suspension/chassis department. We’ve said it before, but both the 250 and 450 are overly sprung and simply way too stiff. For a few laps on a prepped track, it’s okay, but as soon as the braking bumps start to form, your arms and legs are in for a serious workout. It’s an obvious hiccup, so it is a mystery to us why it still comes from the factory set up this way.
Yes, a trip to your favorite suspension guy can surely fix you right up, but that’s not what you probably want to do after having just written a big check for a new bike; or you might be the type who drives straight to your suspension guru with any bike before you even get your new ride home from the dealership. If that’s you, well, this might not be an issue. The money you save on the RM-Z could be well spent at the suspension shop. Throw in a new exhaust system, and you’re right around the MSRP of a new Husqvarna FC 450 and have a competitive motocrosser.
Overall, the Suzuki is a solid platform for someone who wants a new bike at a bargain price. We’ve said it before and will say it again that the RM-Z450 does plenty of things right, just nothing particularly outstanding right out of the crate.
Keep it pinned and the RM-Z250 can be a blast to ride.
We know that the RM-Z250 and 450 are still competitive with a little bit of work. We’ve seen both the 250 and the 450 run up front in recent years, including Justin Bogle’s holeshot and brief run at the front at the recent Detroit Supercross. Both Bogle and his Suzuki teammate Brandon Hartranft finished inside the top 10, so there’s proof that the RM-Z450 can run competitively at the highest level with a little bit of wrenching. Same with the RM-Z250 and the BAR-X Suzuki Team as they have produced top-10 finishes in the past, as well.
Yes, suspension can be ironed out, but, unfortunately, two of our main gripes—manual starting and excessive weight—with both RM-Z’s can’t, at least easily. But if you’re old-school and don’t mind doing the kick thing, both RM-Zs are still worth a closer look. CN
2022 Suzuki RM-Z250 / RM-Z450 Specifications
| MSRP: |
$7899 / $8999 |
| Engine Type: |
4-stroke, single cylinder |
| Valvetrain: |
DOHC, 4-valve |
| Displacement: |
249cc / 449cc |
| Bore x Stroke: |
77.0 x 53.6mm / 96.0 x 62.1mm |
| Fuel System: |
EFI, dual-injector type w/ 3 fueling couplers / EFI, 44mm throttle body w/ 3 fueling couplers, Suzuki MX-Tuner 2.0 engine tuner |
| Starting System: |
Kick |
| Lubrication: |
Semi-dry sump |
| Clutch: |
Wet multi-plate |
| Transmission: |
5-speed constant mesh |
| Final Drive: |
#520, D.I.D |
| Frame: |
Aluminum, twin-spar |
| Handlebars: |
Renthal tapered aluminum |
| Front Suspension: |
KYB, 48mm inverted fork, coil spring, fully adjustable / Showa fork, USD, coil spring, fully adjustable |
| Rear Suspension: |
KYB, single shock, fully adjustable / Showa single shock, linkage, BFRC technology, fully adjustable |
| Front Brake: |
Single 270mm disc, 2-piston caliper |
| Rear Brake: |
Single disc, 1-piston caliper |
| Wheels: |
D.I.D Dirt Star rims, black |
| Front Tire: |
80/100-21 in. Dunlop MX33 / 80/100-21 in. Bridgestone Battlecross X30 |
| Rear Tire: |
100/90-19 in. Dunlop MX33 / 110/90-19 in. Bridgestone Battlecross X30 |
| Wheelbase: |
58.46 in. / 58.3 in. |
| Ground Clearance: |
13.0 in. |
| Seat Height: |
37.5 in. / 37.8 in. |
| Fuel Capacity: |
1.66 gal. / 1.7 gal. |
| Weight (curb, claimed): |
233 lbs./ 247 lbs. |
| Rider Aids: |
Suzuki Holeshot Assist Control (S-HAC), Traction Management System / S-HAC (Suzuki Holeshot Assist Control), ECM (Electronic Control Module) |
