VOLUME 59 ISSUE 42 OCTOBER 18, 2022 P99
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 coun-
terpart. 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.
We recently met the Suzuki
technicians at the classic testing
grounds of Glen Helen Raceway.
Like the 450, the
'23 RM-Z250 is back
like it was. Despite
seeing little updates
over the years, both
bikes have their
benefits.
