Perky: The RM-Z250 has a solid, race-inspired engine package.
Numbers: Suzuki has figured out the frame geometry formula.
Go in: Most testers preferred to crank in on the SFF preload.
2014 RM-Z250 Every MXA test rider preferred the lean, aggressive coupler. It added punch to the powerband. The lean coupler was the shock of energy that brought Frankenstein’s monster to life. Rich coupler (gray): An excellent choice for dry and hardpack tracks, the rich coupler detunes the engine to prevent wheelspin. It is not a smart choice in loam or heavy soil, but it works great if you’re riding on the moon. Q: HOW DOES THE 2014 SUZUKI RM-Z250 RUN ON THE DYNO? A: We were surprised to discover that our 2014 RM-Z250 gained some horsepower at peak over the 2013 model. Not only that, but the 2014 averaged almost a horsepower better than last year’s bike throughout the power curve. The 2014 RM-Z250 amassed 39. 23 ponies at 12,200 rpm, with 19. 79 foot-pounds of torque. In comparison, the 2013 engine hit 38.01 ponies at 19. 29 foot-pounds of torque. Q: WHAT IS THE GREATEST ATTRIBUTE OF THE 2014 SUZUKI RM-Z250? A: Suzuki has done a masterful job of reaching perfection in two key areas of motorcycle development. (1) Handling. The RM-Z250 has long held the distinction of being the best-handling bike in its class. The twin-spar aluminum chassis is a marvel, but that’s not all. It’s becoming popular among bike manufacturers to take handling to the extreme by pulling in the head angle and putting a greater emphasis on front-end weight bias. Not Suzuki. They have discovered the magical frame geometry formula. Yes, the RM-Z250 suffers from headshake, but straight-line stability improves once the bike is set up properly. ( 2) Engine. The seat-of-the-pants dyno is more accurate than the mechanical one. And while it’s true that the RM-Z250 produces less peak horsepower than the KTM 250SXF ( 41. 92 ponies) and Kawasaki KX250F ( 41. 14 ponies), there is not that obvious a power difference under race conditions. Why? The RM-Z250 powerband is broad and fruitful. It has a modest amount of over-rev to satisfy those who refuse to shift and carries speed from gear to gear. Q: WHAT DID WE DO TO IMPROVE THE 2014 SUZUKI RM-Z250? A: Find success by making these modifications to the 2014 Suzuki RM-Z250. (1) Couplers. We heartily recommend that you conduct your own test session by trying out the optional couplers provided by Suzuki at every track you frequent. ( 2) Clutch. The clutch cannot handle the rigors of a serious clutch abuser. Even riders who play nice with the RM-Z250 clutch will benefit from stiffer clutch springs. ( 3) Exhaust system. The restricted muffler on the RM-Z250 is a disservice to the engine. We’ve had good luck with a myriad of aftermarket exhaust systems. ( 4) Steering stem. As with the Honda CRF250, don’t be afraid to crank down on the steering-stem bearings. When slack, the front end of the RM-Z250 tends to wander at higher speeds, leading to headshake. Q: WHAT DO WE HATE? A: The hate list: