Suzuki came roosting into 2007 with its all-new RM-Z250. We knew this would be a gamer from the minute we first rode it at the press intro.
Suzuki bent over and took it like a man last year with its outdated steel chassis and anemic motor, but 2007 is a totally different story. The Z250 is a real rocketship, at least in the sense that it revs to the moon. We couldn't even find the rev-limiter during our
First Ride and it hardly got touched during the shootout. With the exception of a couple panic revs during Huffman's whip clinic, we had to rely on the dyno to find Little Yellow's limit.
The RM-Z cranked out a max horsepower of 34 at 11,200 rpm - 200 to 300 above any of the others. Redline is a comparable 13,200 rpm, but it's perceived much higher by a rider. This bike likes to sing but projects its moto lyrics at only 96 dB at race pace. Suzuki is leading the quiet race, which is a noteworthy point if you plan on venturing off the marked course with your new RM-Z.
The aluminum frame is 2.4 pounds lighter than the steel version which plays an integral part in keeping the tank-empty weight to a skimpy 217 lbs. Only the Honda is lighter. Sometimes a bike can feel heavier than it is, but not the Suzuki. The steering head was moved rearward 15mm and the twin spars were shrunk in diameter when the frame was downsized from the Z450. Surprisingly, the steering geometry isn't the most aggressive in the bunch, but almost. With 27.2 degrees of rake and 4.5 inches of trail, only Yamaha has a more acute angle at 27.0 degrees. However, the RM-Z carries on the
Suzuki tradition of quick handling. Engineers redesigned the triple clamp to offer better stability under braking. We were happy to find that while the Z450 can sometimes be shaky, the 250 gives plenty of confident feedback. A couple testers thought the front end had a tendency to wash at times, but we attribute most of that to tire selection. Multiple riders noted that they would prefer a different tire on some of the tracks.
Riders can get a stout grip on the bike using their legs. A roomy cockpit not only lets the rider move around easily, but the neutral ProTaper handlebars encourage rider mobility. The YZ-F also comes with ProTapers, but the Yamaha's bars feels like a low-rider compared to Suzuki's relaxed arrangement.
Suzukis will be Suzukis. Even though it's new from the ground up, the RM-Z still feels familiar. The chassis and handling were a strong point.
The only complaint we had with the ergonomics was the seat. Soft foam creates the sensation of sitting down in the bike rather than on top of it. Also, the gripper seat cover has texturing on the sides rather than the top. While it makes a great contact for the legs, all of us would rather have it holding our butt in place.
The seat wasn't the only soft component on the RM-Z. Back when Suzuki and Kawasaki were collaborating on the 250F project, Kayaba suspension was bolted on to keep things smooth. Though the two companies have ceased their working arrangement, the RM-Z looks more like the KX-F than any other Japanese bike. Suzuki followed suit with a switch to Showa units. However, while Kawasaki got dinged for being too stiff, soft and smooth is the name of the game with the yellow bike.
The suspension is extra-plush on small hits, but faster riders will want to consider stiffer springs - bottoming was a problem four our speedsters. The Showas' ability to eat up holes and chatter around the track made it a favorite for riders who prefer a sponge-like setup, but overall we'd like to see a little more bottoming resistance to make it a better all-around performer.
Our intermediate rider was pleased enough with the overall package to rank it second. Unfortunately, the rest of our testers weren't quite as enamored, and the Suzook dropped to the bottom of the pack. Our two fastest riders had trouble trying to coax the RM-Z into race pace.
"The Suzuki feels soft," says Huffman. "At race speed it feels a bit worn out but it has a lot of potential."
- Super-supple Showas
- Stable yet quick
- MSRP under $6K
- Tony D school hook-up
- Super-supple Showas
- Missing bottom-end hit
- Hard starting
- Gripper seat forgets to grip
- Least ground clearance
- Does neutral exist?
A lot of things about the Suzuki simply draw a love/hate response. If you like riding tracks where mid- and top-end power rule, and chop-eating suspension gets you through the second half of long moto, this bike is for you. Basically, we believed the RM-Z was better suited to outdoor motocross. It all makes perfect sense that Suzuki held its press introduction at the long, flowing Zaca Station track where the Z250 left a lasting first impression.
Another example is in the gearbox. Aside from the fact that finding neutral is like the proverbial needle in a haystack, closer ratios between third and fifth make for smooth transitions. A new link-type shift mechanism will keep your left foot happy with clean, simple cog transfers. This ease of shifting extends to the clutch lever where a light pull allocates the proper amount of engagement.
"It seemed to have taller gearing for this year which works well for the outdoors," says 135-lb Mini-Martin. "The shifting is smooth and the clutch was buttery."
Overall Rank: 4th
