Instruction manual: It’s best to ride the RM-Z250 in the
midrange and shift before getting too high in the rev range.
Hello, again: Showa’s Separate Function Fork once again
graces the RM-Z250. It’s a good system for the everyman.
slows forward progress to the speed of a snail wearing a
Q: WHAT DID WE DO TO IMPROVE THE 2015
A: Find success by making these modifications to
the 2015 Suzuki RM-Z250.
(1) Couplers. Optional ignition couplers are now commonplace on 250 four-strokes, but the RM-Z250 paved
the way (couplers have come standard on the bike since
2011). The MXA wrecking crew members are fans of
having options, and the RM-Z250 couplers actually make
a difference to engine performance. We’re particularly
fond of the lean (white) coupler, which supercharged
the powerplant and provided a more aggressive feel.
The rich (gray) coupler detunes the engine to prevent
wheelspin on hardpack tracks. A rule of thumb is to run
the lean coupler all of the time, except if you’re riding
on a surface that’s as hard as a pool table. Note that the
RM-Z250 comes with a white coupler out of the crate;
however, it is merely a cap to prevent the electronics
from getting clogged with dirt. You’ll be able to differentiate the lean coupler from the stock coupler because it
has a wire extending out and looping back into the plug.
( 2) Clutch. Alongside the Honda CRF250, the
RM-Z250 has the sad distinction of having the worst
clutch. Those who abuse their clutches will be faced
with a Joe-versus-the-volcano scenario when they
remove the clutch cover. At the very least, install
stiffer aftermarket clutch springs. If you’re interested
in nipping the problem in the bud, spend next month’s
paycheck on a complete Hinson clutch
( 3) Exhaust system. More power has to come from
somewhere, and the most logical choice is the exhaust
system. You could spend your life’s savings on a
high-strung piston, head and cam package, but that only
further sacrifices reliability. Instead, invest in an aftermarket exhaust. We’ve had good luck with a host of
systems, notably from Yoshimura, Pro Circuit and FMF.
A tuned exhaust is a small price to pay for more of what
the RM-Z250 needs—power.
( 4) Steering stem. Just because the RM-Z250 is the
best cornering bike in the class doesn’t mean that it’s
the best handling bike. Overall handling performance is
not based on cornering alone, but a combination of traits,
including straight-line stability, balance at speed and
rough ground manners. Unfortunately, the RM-Z250 is not
very stable at high speeds or through rough terrain. We
always tighten down the steering stem to eliminate free
play in the front end. As a rule of thumb, we know that
enough free play has been taken out when the front end
doesn’t flop easily from side to side.
Q: WHAT DO WE HATE?
A: The hate list:
(1) Updates. The RM-Z250 was overlooked by Suzuki
for 2015. Instead, the focus was placed on the RM-Z450.
The fact that the 250 didn’t receive a single quality
update is disheartening.
( 2) Clutch. What clutch?
( 3) Bolts. Maybe it’s just us, but we round off more
Suzuki bolts than all the other brands combined.
( 4) Brakes. Suzuki must have missed the memo from
Honda and Kawasaki announcing that 2015 was the year
to go oversize on their previously pitiful brakes.