Smashing the RM-Z into corners is no problem with its quick handling and torquey motor that'll pull you right back out without hesitation.
Now the only Japanese OEM to use a 4-cog tranny, the
Suzuki was under extra scrutiny as the black sheep of our test. As everyone knows, the opportunities to use fifth gear on a motocross track, even long outdoor venues like the ones we visited, are scant. Even riders like Zalamea who typically enjoy rowing trannies like a collegiate coxswain found the easy-going Suzook gearbox to his liking.
"The transmission was smooth and the shifting easy," he admits. "It seemed like I stayed in two gears, third and fourth, just shifting between the two, but I didn't mind at all."
Nobody really minded considering the bike is a moto-specific weapon, but nobody liked it enough to go to bat for it in the score sheets and the gearbox ranked last in category scoring.
Suzuki is the last manufacturer not to offer a 450cc off-road/enduro racebike. It will soon, and when that happens there is a high likeliness that it will include another cog. One thing that Suzuki engineers won't have to change about their machine during off-road conversion is the muffler. The RM-Z blew a mellow 96 on our dB meter, which is less than some 250F machines.
"I know a lot of guys that like to take a rip out in the desert," muses the Las Vegas resident, Sun. "Sometimes a 4-speed is a bit limiting, but I know what the manufacturers are going for - they want a very specific, competitive (MX) motorcycle. One thing about the 5-speed is that it makes for a nice transition if you want to take it for a buzz out in the desert."
Well-rounded suspension and a responsive chassis were highlights for the 'Zook. Suzuki has done a good job of making the bike feel and handle lighter than it really is.
Another last-place component rank in braking was detrimental to the RM-Z's overall score but Suzuki was able to keep our testers happy by delivering class-best low-end power to the ground via a light, buttery and sensitive clutch. Though its peak HP numbers aren't anything mind-blowing, the power curve off the bottom and into the midrange easily distinguishes itself from the rest on the dyno chart and racetrack alike. It challenges the Kawasaki for the best torque and falling a tad short still comfortably outclasses the Red and Blue machines. The engine's willing and brisk response allowed for riders to bury a deep berm and explode out for a point-and-shoot style. Conversely, it could also provide smooth, early acceleration out of corners thanks to the muscle down low.
Our test riders' personal likes and dislikes of motor characteristics vary between tons of over-rev, midrange monsters or arm-stretching grunt, so the Suzook engine didn't please everyone. But we all came together on the Suzuki's suspension package. Everyone agreed that the RM-Z was able to outclass the rest of the bikes' suspension with its do-all Showas. Each of our five riders ranked the fork and shock separately, and the Suzuki received a first- or second-place score in 7-of-10 votes. The 47mm front and 50mm rear provided the best all-around bottoming resistance and plushness on smaller hack.
"For my weight the Suzuki was better for me. It tracked a lot smoother through the corners," says our fly-weight intermediate, Ian Martin.
On the opposite end of the weight spectrum, our former open-class champ took refuge from the abusive racetracks on the 'Zook.
Helmet:
Jersey:
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"A very predictable front end," mirrors Sun, "you can really do a lot with it. While the rear end is dancing around, the front end sticks."
Only our novice rider wasn't able to get totally comfortable on the RM-Z. Softening the compression damping front and rear helped significantly, but he still felt constantly on-edge with the handling. Much of that was due to the aggressive steering geometry and ergos. The
Suzuki utilizes 25 degrees of rake, almost two degrees less than the closest Japanese competitor, which is an integral part of generating the hallmark, knife-like handling on Yellow bikes. It also has the shortest wheelbase and seat height which can give larger riders a cramped feeling.
Overall Rank: 4th
Categories Won: Suspension
RM-Z450 Notepad:
Only bike with gripper seat on sides, not top
Hardest to kick through the stroke (but still lights easily)
No sight window for oil level
Only bike without skidplate
Lowest MSRP at $6799
