UP CLOSE: 2020 SUZUKI RM-Z250
The 2020 Suzuki RM-Z250 hasn’t seen too much press this season and we wondered why? OK, it is the same bike as 2019 but that doesn’t mean it should be cast aside among the other brands.
2019 was a huge year with the Suzuki Lites bike receiving a complete overhaul. Engine, frame…everything. And even then no one really made a big deal about it. So I decided to give the RM-Z250 the dues it deserves. With that, please join me in officially welcoming SUZI to The Dirt Garage. Enjoy your stay!
The engine may look the same as the 2018 version, but Suzuki really put an effort into making this bike’s power plant much better for 2019, and subsequently 2020. There was no doubt that it was lacking compared to the other brands, which isn’t ideal, but at the same time, it also made for a pretty easy-to-ride machine. The biggest news was the all-new cylinder head that has a new intake port shape and finish. This version has a really strong bottom end that can play ball with any of the other bikes in its class. But when it comes to peak power and top-end pull, universally the RM-Z is said to still be lacking a bit. It will be interesting to feel for myself whether that is actually the case, or if the lack of top-end is really only noticeable to the top 5% of racers?
The Map coupling system is by far the easiest map-changing system (excluding a handlebar switch) and allows you to change from stock, to lean to rich in seconds. No fiddly tech to get in the way. But again having said that - if you want to knuckle down and get really specific with your ignition timing and throttle opening settings, you will have to get some experts on the job which may cost you some petrol money. The two injectors are placed at the bottom of the throttle body and further up in the air boot, just down from the airbox. This helps
Suzuki Holeshot Assist Control (S-HAC) is a selectable launch system derived from the factory race bike to help riders’ take-off from the starting gate for an early lead. There are three options riders can choose for the best option, depending on their skill level and starting conditions.
A Mode: For hard surfaces or less than ideal conditions at the starting gate
B Mode: When there is better traction and a more aggressive launch is needed
Base Mode: Standard power launch
We will be testing these different options to see if a difference can be felt. A version of this system is starting to become standard on a lot of the MX bikes these days.
When the upgrade occurred in 2019, the rear shock was a new KYB unit with a revised linkage ratio. The factory claimed that it was 0.5kg lighter than the previous shock and linkage setup. Will be good to see how SUZI handles 100-odd kgs of rider swinging off the back.
Suzuki went from the PSF-2 air forks back to a conventionally sprung KYB fork with a free-piston design that separates the air and oil for optimum damping action. And that is a huge Hallelujah! I was never a fan of the air fork set up. It was finiky, variable and a blown seal meant it wouldn’t hold air and sit on the bump stops. Not cool! The spring fork, although heavier, is a tried and true system that has very few flaws. The RM-Z250 is said to have a stiffer front end, which for a rider in the 100’s can only be a good thing. We will let you know.
The chassis is much slimmer and has a more modern look and feel. The new frame is claimed to be another 0.5 kg lighter and has a 10 percent increase in torsional rigidity. You can see on the head stock that extra bracing down to the beams. The chassis has been made stiffer, while still keeping that Suzuki trait of turning on a dime - according to ride reports from around the globe. I’m excited to ride the new 250 frame for the first time and see if i can feel the changes myself.
The shrouds have some nice detail that creates grip through the knees, allowing you to hold on to the bike better at speeds and really gripping with your knees. Add to that the side grip material on the seat and the bike should feel pretty locked in down straightaways.
SUZI’S exhaust is like any other stock exhaust - not really much to look at. There is no doubt that the Yellow engineers have put in the work to get an exhaust that works with the bike well, while keeping it in the mandatory decibel zone. But even just looking at it, I can’t help but wonder what an aftermarket pipe might do for the bikes lack of comparable top-end? Hopefully we will be able to report on that too. Watch this space.
The brakes are as you would expect- Nissin and as good as any of the other Japanese brands. The large 270mm rotor on the front is a great addition. Gone are the days when you need to install a huge front rotor to get that stopping power. What did stand out during my long look over of the bike is the larger than ‘normal’ rear brake reservoir. This would assist keeping the heat down and increase your brakes longevity during a hot, long moto.
One gripe that we have from our initial look is that there is still only one position for the handlebars to be in. A second hole would open the bike up to a larger demographic - like those who are exceptionally tall and need that extra room out front. Because if you have to start putting on bar raisers to get comfortable, you’re messing with how the bike handles, which can turn a great cornering bike, like this Suzuki, into something that turns like a truck.
Another gripe - that is really pointless - is that I totally loved the alloy tank. I think it was a really cool feature that make the Suzuki stand out. Plus the alloy was dope AF. On the track, it doesn’t make the bike any better or worse. It was just a visual preference thing for me.
The styling was of course updated in 2019, and for 2020 the only difference is a slightly different accent with the positioning of the blue/red/black/ edges. The old bike for-sure needed an update and Suzuki has brought the Lites bike alongside their flagship RM-Z450. It’s nice when both bikes share the same DNA.
The only other downside that I can think of right now is that I have to kick the bike over. Now, Suzuki’s in the past have had no issues with starting easily, but with Honda, Yamaha, KTM and Husqvarna all having start buttons as standard, this lack of (whether you agree with it or not) will put some riders off buying the Suzuki. I’d be surprised if the next update, which will probably be 2022 (2021 hopefully for the 450), didn’t sport an electric start. They have the technology in the RMX450-Z, All you need to do is give it to the Motocross engineers. Easy!
The 2020 Suzuki RM-Z250 (in fact most of their 250s from about 2010) have been known as probably the easiest bikes to ride out of all the options in the class. The smooth power, good bottom end and superb turning abilities make this a great bike to cut your teeth on as a beginner/intermediate, while also having the potential to be an easily tame-able weapon in the right hands. Hands that look a lot like Brad Groombridge’s for example.
SUZI and I are going to become really close over the next little while so stay tuned to The Dirt for a lot more information and content around the 2020 Suzuki RM-Z250.
CLICK HERE for all the specifications.
A big thanks to Suzuki New Zealand for supporting us with the bike, and to Wilks Penny Motorcycles in Te Awamutu for uncrating this beauty and putting her together for us. They are the go-to for all your Suzuki and Kawasaki dirt biking needs in the Waipa District.