Suzuki’s 2014 RM-250 and RM-Z450 may not be all-new, but there’s still a lot to like in what are already very competitive machines. In fact, Suzuki says that the most sweeping changes to the 2014 Suzuki RM-Z450 and RM-Z250 are updated ECM ignition programs intended to make both bikes easier to start, along with “Champion Yellow-and-black graphics,” which are highlighted by two-tone radiator shrouds and a yellow front number plate.
Significantly updated in 2013, the RM-Z 450’s fuel-injected, DOHC, 449cc four-stroke engine soldiers into battle without any noteworthy mechanical changes. Last year, Suzuki engineers revised the lift and duration on the intake cam in search of smoother power delivery, and they also redesigned the muffler internals to give the 450 more low-to-mid range grunt while not sacrificing top-end power. The muffler body also gained conventional bolts in its end-cap rather than rivets to make repacking the muffler a simpler chore.
The 450’s piston retains the Diamond-Like Carbon-coated piston for friction reduction and durability. Redesigned in 2013 along with the piston pin and connecting rod, it was developed with use of Finite Element Method (FEM) analysis that allowed Suzuki engineers to shave 13% of piston weight without compromising its strength and rigidity. The piston rides in an aluminum cylinder with Suzuki Composite Electrochemical Material (SCEM) coating for durability and to dissipate combustion heat.
Suzuki was the first big-four manufacturer to incorporate electronic fuel injection on its four-stroke motocrossers, and the 450’s lightweight, Keihin battery-less, electronic fuel injection system returns for 2014 with the same progressive throttle linkage and 12-hole fuel injector designed to deliver optimum fuel atomization to suit the horsepower and throttle response demands of motocross and supercross.
To improve trackside tuning ability, the RM-Z’s ignition coupler system allows the rider to choose between three different ignition couplers that alter the big RM-Z’s power delivery. One coupler contains the stock specs, while a second is for a richer fuel setting than the stock setting. The third is for a leaner setting. Swapping couplers is a simple matter of unplugging one and replacing it with another. It only takes a few seconds to complete the task.
The RM-Z’s 450 five-speed transmission also retains the reshaped shift cam, stopper spring and drive shaft that Suzuki incorporated last year in order to give the 450 a more solid and precise shift feel.
The RM-Z’s twin-spar aluminum chassis is unchanged for 2014, and the front end is still connected to terra firma by a fully adjustable 48mm Showa Separate Function Fork (SFF). The SFF separates spring and damping functions by placing a single spring in the right leg, while the left leg carries the cartridge assembly and damping adjusters. The SFF design is claimed to reduce friction and improve bump absorption over a wider variety of track conditions while also reducing weight. Out back, the rear suspension carries a Showa Piggyback shock that features high/low-speed compression damping adjustability as well as rebound damping and spring preload adjustability.
The 2014 RM-Z250 shares many of the 2013 tweaks that the RM-Z450 received, most notably in the chassis and suspension departments. Besides packing a smaller displacement, the 250 engine features a 3% lighter piston than the 2012 model and a crankcase reed valve that is designed to offer more efficient oiling. It uses a Keihin battery-less fuel-injection system with a 44mm throttle body, a progressive throttle linkage and a 16-bit computer for optimum throttle response, and it features the swappable ECM modules. Another other unique change in 2013 included redesigned radiator fins and revised water hose routing to aid cooling.
Pricing for the 2014 RM-Z has not been set, but Suzuki has confirmed that both models should be hitting the dealerships in July.
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