Ryan Nitzen | October 21, 2022
The summer and fall seasons are like early Christmas for motorcycle enthusiasts as new bikes pop up online, in magazines, and at your local dealer. Updated models keep showing up at our doorstep, and buyers wait in anticipation as manufacturers unveil their latest and greatest technology. However, one brand stays more within the lines, you could say. Suzuki has again released their RM-Z250 and RM-Z450 without any changes for the 2023 model year.
The 2023 Suzuki RM-Z450 returns unchanged. Even the graphics are the same.
Photography by Kit Palmer
Let’s start things off with the RM-Z450. This bike entered a new generation in 2018, and just before that, it was competitive, even winning titles in the hands of Ryan Dungey and Ken Roczen. The RM-Z then received a new frame, suspension and bodywork but retained a large portion of the previous generation engine. This included the three-map coupler system and the traditional kickstarter. Since its redesign in 2018, however, the bike has received virtually no changes, and the same is true for 2023.
For ’23, the bike returns with a 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 good horsepower in the 50-plus range, but it’s down about five horses compared to the current-gen Honda or Yamaha. The Zook also has some built-in electronics like a three-map coupler system, launch control, and Suzuki’s MX Tuner 2.0, which allows users to specifically tune an individual coupler. The tuner operates via a smartphone app but is powered by an accessory battery since the RM-Z doesn’t have onboard e-start capabilities. It’s a cool tool, but the battery and plug-in system is clunkier than the streamlined Yamaha Power Tuner. The Suzuki is the lowest-priced bike in the 450 class at $8999 but is also the heaviest at 246 pounds.
The RM-Z250 follows in similar footsteps to its bigger 450 counterpart. The smaller of the two Suzuki’s got a similar redesign in 2019, and, like the 450, it has seen no updates. The 250 is equipped with a five-speed, fuel-injected 249cc engine and also comes with three programmable couplers that can also be tuned via the same MX Tuner 2.0 setup. Launch control is another standard feature in the 250, as are the D.I.D Dirtstar wheels, Renthal Fatbars and 270mm front brake rotor. A few differences from one bike to the other are the KYB suspension and Dunlop tires for the 250 as opposed to the Showa, Bridgestone combo found on the 450. Similarly, the RM-Z250 is the least expensive bike of the bunch coming in at $7899 but tipping the scales at 233 pounds.
Like the 450, the ’23 RM-Z250 is back like it was. Despite seeing little updates over the years, both bikes have their benefits.
We recently met the Suzuki technicians at the classic testing grounds of Glen Helen Raceway. With the track’s famed steep hills, banked corners, and wide-open straights, GH always puts a bike through its paces and sifts out the good and bad. Plus, having Suzuki techs on hand gave us some extra insight into how to set up the bikes. We know the RM-Zs can be finicky from years past, so any added help is always welcomed.
With a few kicks of the trusty kickstarter, we fired up our day on the 250. We opted to take the smaller of the two bikes out first while the track was at its best because this is where the 250 excels. The scrappy little 250 is a screamer, and Glen Helen’s wide-open layout was the perfect place to stretch its legs. We first rode in the stock map but plugged in the more aggressively tuned coupler immediately. Since the RM-Z is down a bit on overall horsepower compared to its rivals, the stronger coupler delivers some added pep that it desperately craves. It lacks a little down low, but it’s easy to find the sweet spot in that upper mid-to-top range. A quick feather of the easy-pulling clutch wakes the bike up and puts it right where it wants to be.
The RM-Z250 is the least expensive in its class. The money you save can be used to tune it the way you want…
…Same with the 450. Both bikes are good motocross bikes, just not the best.
The brakes, clutch and rider cockpit are the same as before, which are up to par as far as we’re concerned. It’s a super neutral setup that’s easy to get used to right away. The bars, pegs, and seat relationship is like a classic Japanese dirt bike and will be comfortable for most riders straight out of the gate. Nothing crazy in this department, just tried and true Suzuki.
As far as handling, the bike is as nimble as they come. In smooth conditions, the RM-Z slices up the track on inside or outside lines, and lean-in on corner entry is as good as they come. Despite a claimed weight of 233 pounds, the bike doesn’t feel overly heavy, as side-to-side movements on the ground or in the air don’t require a ton of rider exertion. It does feel sluggish, though. Once the motor is revved up, the drivetrain feels like it is working overtime to get the rest of the bike up the hill or through the section.
If you’re used to kickstarting, you won’t have a problem with the Suzukis. We, however, miss the button.
The 250 is still a blast to ride as more experienced riders can really push the bike to its limit. You must shift the bike frequently to keep it in its preferred rev range, whereas some of its competitors can hold a gear longer. The more aggressive map is our go-to setting, but the mellower coupler paired with the bike’s already tame character might be the perfect match for a newer track rider or someone making the often-intimidating step up to the big bike.
Up next is the 450. The RM-Z450 is the last of its kind when it comes to kickstart machines, but if your current bike requires you to kick, it won’t seem like a big deal. Only once you’ve transitioned to the magic button does the kicker seem like a nuisance. The team at Suzuki knows what makes their bike work best, and they set the suspension at the 110mm mark, a few ticks over the more traditional 105mm mark. Due to its wonky suspension settings and unbalanced character, more sag is supposed to give the bike extra squat in the rear and get the front end to track better in high-speed conditions.
Out on the track, the 450 is solid. It does feel a bit heavier than the other bikes we’ve ridden lately, but for some, that will equate to a more “planted” feeling. The power is meaty and has good pull in the midrange RPMs. Typically, I favor the “smoother” more mellow maps with 450s, but all of our testers quickly opted for the aggressive coupler on the Suzuki. It needs it. It makes it more lively and gives you a more connected feeling from the throttle to the rear wheel. This is a feeling that the RM-Z doesn’t usually possess, but the agro coupler gave the bike a faster yet more controlled character simultaneously. Since dropping this map in the bike, neither of our riders wanted to switch back.
Suspension is the RM-Z’s weakest link. You’ll want to dedicate plenty of suspension tuning days at your local track.
The cockpit on the 450 is almost identical to the 250. For that, 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 just as it should.
In the looks department, the sharp lines, yellow-blue color combo and gold forks make it still one of the best-looking bikes out there. We’re not tired of it yet.
The 450 has an extremely user-friendly motor that make good power. You’ll just want more of it after a while.
Ultimately, the Suzukis fall short regarding the factory’s suspension setup. Both bikes come with the same ultra-harsh fork springs, and their shocks aren’t much to write home about, either. We’ve said it before, but both the 250 and 450 are overly sprung and simply way too stiff for any typical rider. They’re okay for a few laps on a perfectly prepped track, but your arms and legs are in for a serious workout as soon as the braking bumps start forming.
The 450’s engine and suspension simply don’t work together. The engine is user-friendly, which, for some, might make up for its lack of power on top, but the suspension is sprung for supercross riding with large jumps. If the engine output was increased and/or the suspension rates were decreased, the yellow submarine might stand more of a chance.
In the right conditions, the RM-Z250 is still a fun bike to ride. The smoother the track the better.
Granted, most of these complaints can likely be cured with some tuning from your local suspension tech but needing to fork out some extra money on your way home from the dealership isn’t ideal. However, by saving some money on the sticker price, you will likely have a little extra dough to throw at the Zook’s suspension. Pair that with an aftermarket exhaust system and an ignition, then both RM-Zs would bump up a notch in their overall competitiveness.
Overall, the Suzukis are still a solid platform for someone who wants a new bike. We’ve seen teams like HEP and BarX Suzuki holeshot main events on the 250 and the 450, so we know the motors have potential. The stock RM-Zs don’t have the bells and whistles of some of the other new models, but they are cheaper in price. Suspension can almost be overlooked but the real kicker here, no pun intended, is that both bikes would make huge strides forward if they came equipped with an electric start rather than the old-school kickstarter. A few extra tweaks, like a pipe and ignition, would also give the Suzuki an extra bump in power. Our fingers are crossed that the yellow brand will eventually sort out the suspension gremlins or possibly bring us a new generation soon. CN
2023 Suzuki RM-Z250 / 2023 Suzuki RM-Z450 Specifications
| MSRP: |
$7899/$8999 |
| Engine Type: |
4-stroke, single |
| Valvetrain: |
DOHC, 4-valve |
| Displacement: |
249cc / 449cc |
| Bore x Stroke: |
77.0 x 53.6mm / 96.0 x 62.1mm |
| Compression Ratio: |
13.75:1 / 12.5:1 |
| Fuel System: |
EFI, dual-injector type |
| Starting System: |
Kick |
| Lubrication: |
Semi-dry sump |
| Clutch: |
Wet multi-plate |
| Transmission: |
5-speed constant mesh |
| Frame: |
Aluminum, twin-spar |
| Handlebars: |
Renthal tapered aluminum |
| Front Suspension: |
KYB, 48mm fork, coil spring, fully adjustable / Showa fork, 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 |
