VOL. 52 ISSUE 39 SEPTEMBER 29, 2015 P73
added an oil-level window to
its redesigned clutch cover.
Plus, the EFI system has
be refined in many ways,
including adding a new
self diagnostic feature that
makes it possible for you,
the owner, to perform your-
self. And dealer technicians
can use the Suzuki Diagnos-
tic System to access trouble
codes and perform tests to
locate and rectify problems.
As usual, the RM-Z comes
with two additional EFI tuning
couplers; the grey coupler
richens fueling by four per-
cent (for smoother throttle
response on slippery sur-
faces), and the white coupler
leans fueling by four percent
(for harder throttle response
on more grippy surfaces).
Suzuki made most of
these engine changes to
increase power, mainly from
bottom to mid, as well as to
broaden the bike's power-
band. Did they succeed?
From what we can tell so
far, the answer is definitely
yes. Our first all-day out-
ing on the bike revealed a
much spunkier RM-Z. Our
test rider for the day, who
was admittedly far from
impressed with the RM-Z's
motor last year (2015), was
quite surprised by the new
motor, saying it was notice-
ably stronger from low to
mid and did, in fact, have a
wider powerband. Top-end
power was about the same,
he said, and he said that he
would've liked some more
up there, but shifting a little
earlier rather than revving it
out pretty much solved that
problem. Although we have
not yet ridden the Suzuki
back to back with any of
the other 2016 250Fs, we
doubt that it's more powerful
overall than the new Ya-
maha YZ250F or KTM and
Husqvarna 250Fs, but the
Suzuki certainly seems like
The biggest
problem with
the all-new RM-
Z250 is that it's
not all new—the
plastic is nearly
a decade old.
Luckily, it's still
a good-looking
bike but we're
tired of it.
