Barker’s Performance:

Bad Axe, MI – June 21, 2018 – Just in time for the summer season, Barker’s Performance has completed the development of their newest exhaust system for the Suzuki DR-Z 400 Enduro Street/Dirt motorcycle. After much success with the Z400 motor on other machines, Barker’s was tapped to create a leading performance system for the DR-Z. Barker’s is proud to announce that following research and development, testing showed a very strong performance gain on this exhaust system throughout the entire power curve.

Performance

A third party, LaBaron’s Powersports, completed the dyno testing for their new exhaust with a K&N air filter on an otherwise stock machine. After tuning (jetting settings included with your purchase) and increasing the air flow, the full exhaust system achieved a solid 5hp increase. The megaphone design on their pipe is such that Barker’s anticipates even further gains on larger built bikes.

The Barker’s Performance DR-Z 400 Full Exhaust System includes a full exhaust system, a billet clamp to secure the exhaust to the bike’s frame, and the choice of a standard straight billet tip or a turn down tip. The exhaust system with the turn down tip does not require any modification to the bike, while the use of the standard billet tip will require an aftermarket turn turn signal. The system fits all DR-Z models (E, S, SM) from 1999 to current.

As with all Barker’s Performance exhaust systems, the new Suzuki DR-Z400 full exhaust system is hand tig welded in Michigan. The exhaust features a sleek brushed aluminum can outfitted with the color Barker’s Performance tag of your choice; choose from black, blue, red, or yellow.

Pricing & Availability

The brand new Barker’s Performance exhaust for the Suzuki DR-Z 400 is available for immediate shipping from their website for $569. Alternatively, your local Barker’s Performance authorized dealer can order the pipe for you and assist in proper installation and tuning.

Contact

Barker’s Performance www.barkersexhaust.com 989-269-6921 info@barkersexhaust.com

The post Barker’s Performance Launches Suzuki DR-Z 400 Full Exhaust System appeared first on Dirt Bikes.

Autotrader/ Yoshimura/ Suzuki Factory Racing Team Manager, Jeremy Albrecht, said: “Bogle was making progress throughout the day in San Diego. Unfortunately, he was landed on by another rider and sustained a break to his right humerus. He was transported to a local hospital for observation. On Monday, Justin underwent what his surgeons, Dr. Tal David and Dr. Christopher Sherman are calling a successful surgery, which included fixing the injury with two plates and screws.”

As far as a timeline for Bogle’s return, Albrecht stated, “We will have a better idea once Justin heals up from surgery and resumes daily activities. Malcolm Stewart will continue racing for the team while Bogle is sidelined.”

The Autotrader/ Yoshimura/ Suzuki Factory Racing Team will travel to AT&T Stadium in Arlington, Texas this Saturday for round seven of the 2018 Supercross series.

The post Autotrader/ Yoshimura/ Suzuki Factory Racing’s Justin Bogle Injury Update appeared first on Dirt Bikes.

After finishing near the bottom in our 2017 450cc Motocross Shootout, the Suzuki moved up a position this year, finishing in fourth place in our 2018 450cc Motocross Shootout. That may not sound significant, but when our score card tally was complete, the 2018 RM-Z450 missed the podium by a scant few points, and it was unanimously praised by our test crew. If there were a category for most-improved 450cc motocross bike in our testing criteria, the Suzuki would have battled the class-winning 2018 Yamaha YZ450F to the wire for that honor.

So how did Suzuki do it with a machine that wasn’t all-new from the ground up? Pretty simple, really. Despite flawed suspension and an extremely rigid-feeling chassis, the 2017 model was a well-liked 450, and few would argue that Suzuki already produces one of the best-cornering 450cc motocrossers in the class. If Suzuki could update the suspension and make the 2018 Suzuki RM-Z450 more comfortable to ride, there was little doubt that it would probably be a better bike.

Suzuki engineers did just that, and more. And the 2018 Suzuki RM-Z 450 is better. A lot better.

The most significant changes to the 2018 RM-Z450 are in the chassis and suspension, right where they needed to be, but the RM-Z’s engine also received updates. Suzuki calls it “The Winning Balance,” developing the RM-Z450 to run, turn and stop better.

To get the 2018 Suzuki RM-Z450 to run better, Suzuki engineers took a good look at the 2017 RM-Z’s 449cc, liquid-cooled, fuel-injected DOHC engine. To pull more power out of the existing design, the cylinder head intake port was revised for a 25% increase in tumble flow. What is tumble flow? Basically, it is the flow that rotates near the outer edges of the intake charge. Increased tumble flow increases the turbulence of the intake charge, which leads to more efficient combustion, hence more power.

The 2018 Suzuki RM-Z450 also receives a revised fuel-injection system in which the 44mm Mikuni throttle body features an inverted injector. Using a process that Suzuki has successfully utilized on its GSX-R superbikes, the inverted injector deflects the fuel shot off the throttle body butterfly to assist fuel atomization for better throttle response. The revised fuel-injection also features a new, high-pressure fuel pump in order to better match the intake air flow, which has also been improved via a larger air box intake boot.

There aren’t many changes to the RM-Z450’s rotating group, but the changes are noteworthy. Suzuki engineers revised the radical intake camshaft profile to lift the RM-Z’s intake valves further off their seats and fitted a stronger, F1-style bridged box piston to increase durability.

While the 2018 Suzuki RM-Z450 does not receive an electric starting system such as the one found on its off-road sister, the Suzuki RMX450Z, it doesn’t really need it. The RM-Z450 can easily be fired up with just a light boot on its kick start lever, and once you get onto the track, the 2018 model’s improved power character is obvious. The revised engine’s throttle response is really strong, and the RM-Z’s bottom-end grunt is healthy. It quickly transitions into a robust mid-range, and where the 2017 engine tended to sign off early, the 2018 continues to pull with authority on top. It never really flattens out, which allows the rider to stay in each of the RM-Z’s smooth-shifting five-speed transmission longer and fan its light-feeling cable-actuated clutch a lot less than the 2017. At the same time, however, The RM-Z450 retains the 2017’s tractable, controllable character, affording the rider plenty of exciting power without making the bike tiring to ride. It’s a more flexible engine, to be sure.

The 2018 Suzuki RM-Z450 churned out 51 rwhp on tap @ 8400 rpm and 33.1 lb.-ft. of torque @ 7900 rpm on Mickey Cohen Motorsports’ Dynojet dyno. The Suzuki makes the least peak horsepower in the class, although few people would argue that the RM-Z needs to make more peak power anyway. Part of the reason is that the RM-Z450 delivers a broad torque curve that makes it feel plenty fast and easy to ride. For that reason, the 2018 RM-Z450 would make a great choice for someone transitioning to a 450 from a 250cc four-stroke.

Part of the 2018 RM-Z450’s improved tractability can be attributed to its new ECM, which is claimed by Suzuki to process data 1.6 times quicker than the previous ECM. The new ECM also sports what Suzuki calls an “Evolved Traction Management System.” The ECM senses throttle position, engine speed and transmission load to optimize fueling and ignition timing for a given riding condition. The ECM also features the latest version of the Suzuki Holeshot Assist Control, which offers two modes. Similar to the system on the Honda CRF450R, the A mode and B mode positions can be recognized by the cadence of the flashing light on the RM-Z450’s handlebar-mounted switch. A mode retards the ignition to help the rider get off the gate and is also useful on slick track surface. B mode advances the ignition timing for a more robust power feel in high-traction riding conditions.

Power wasn’t our biggest gripe with the 2017 RM-Z450. Our biggest issues were in the chassis and suspension, which imparted a stiff ride compared to other bikes in the class. Suzuki engineers clearly put a lot of effort into rectifying that by designing an all-new, twin-spar aluminum chassis that is smaller, lighter and shorter than the 2017 model. The 2018 RM-Z450 boasts a slimmer chassis that is also 1.32 lbs. lighter than the 2017, and its flex characteristics have been altered to deliver a more compliant ride. The 2018 RM-Z450 also receives a new swingarm and a new aluminum subframe, the latter made of hexagonal tubing to make it more rigid. Wheelbase has been shortened from 58.9 inches to 58.3 inches.

On our scales, the 2018 Suzuki RM-Z450 weighed 250.3 lbs., making it the heaviest bike in the class—and that’s without an electric starting system, which would add even more weight. It places 120.7 lbs. on the front wheel and 129.6 lbs. on the rear wheel for a 48%/52% front/rear weight bias.

You definitely feel the 2018 RM-Z 450’s poundage when hoisting the bike onto a stand, but that girth seems to vanish into thin air on the track. The Suzuki’s steering geometry, which checks in at 27.8 degrees of rake and 4.7 inches of trail, is spot-on, delivering the same light steering effort and razor-precise cornering manners of its predecessor. Even better, the 2018 chassis’ compliance over rough terrain is vastly improved. The 2018 RM-Z450 tracks straight and true at all speeds without delivering a lot of harsh feedback to the rider—although some of our testers think Suzuki still didn’t go far enough. This improved handling and chassis feel only increases the rider’s confidence and allows him or her to attack rough track sections, dive into corners and make mid-corner line changes with greater ease. The Suzuki is also extremely neutral and easy to maneuver in the air.

Of course, Suzuki’s 2018 suspension upgrades have a lot to do with the RM-Z’s straight-line stability, and the RM-Z450 features new components front and rear. Up front, Suzuki ditched the Showa TAC air fork and got back to good old-fashioned coil springs, fitting a 49mm Showa twin chamber coil spring fork that features large inner cartridges and cartridge rods. The inner cartridge piston size is 25mm and the cartridge rod is 14mm. The sub tank piston measures 39mm. Each fork leg is fitted with 5.0N/mm springs.

Out back, the RM-Z’s linkage rear suspension is connected to a Showa Balance Free Rear Cushion (BFRC) shock, a first for a production dirtbike. The BFRC shock utilizes lower internal pressures than most piggyback reservoir shocks, which decreases friction and heat as the shock cycles through its stroke.  The BFRC is “balanced” via a double tube design that flows oil in both directions. The piston rides in the inner tube and pumps the oil through a compression valve and a separate rebound valve in the shock body. As the shock moves through its stroke, oil is then routed through the outer tube to the underside of the piston to equalize pressure.

There’s no question that the 49mm Showa coil spring fork on the 2018 RM-Z450 represents a vast improvement over the 2017’s Showa TAC fork. The “springer” fork is very supple in small chatter bumps, and yet it soaks up the big stuff without transmitting harsh feedback to the rider. Out back, the BFRC shock’s action balances well with the front as long as you take care to set it up. Our testers had to fiddle with the settings on the shock, which features separate external damping circuits intended to improve sensitivity and response, to tame what was deemed to be excessive kickback over some square-edged bumps. Even so, the BFRC represents a huge improvement in performance over the 2017 shock, helping the 2018 RM-Z450 to track straighter and accelerate harder off of corners.

Most of our testers liked the ergonomics of the 2017 Suzuki RM-Z450, and the 2018 Suzuki RM-Z450 feels even better. Its slimmer, smaller feel and narrower seat definitely help to hide its 250.3-lb. weight on the track. For added comfort and increased steering leverage, Suzuki engineers also moved the handlebar clamps 7mm forward on the triple clamp. All-new bodywork also gives the RM-Z450 a much sleeker appearance than the ’17, and Suzuki engineers also did away with the RM-Z’s aluminum fuel tank, replacing it with a resin tank that holds more fuel—1.6 gallons to be exact. The new fuel tank shaves .6 lbs. (empty) over the aluminum tank.

The word “thin” kept coming up when describing the RM-Z’s cockpit. Its seat, bars and pegs all feel as if they’re perfectly located, which helps the rider transition between seated and standing riding positions. Everything just falls into place, and when you don’t have to think about such things as a handlebar that’s too high or foot pegs that are positioned too far forward or aft, you can focus on the track ahead better. The 2018 Suzuki RM-Z450 affords a lot of focus.

Since most riders will be able to go a lot faster on the 2018 Suzuki RM-Z450, it’s also nice to know that Suzuki addressed the brakes on the new machine—not that we ever had man complaints with the previous model’s brakes despite its smallish 250mm front rotor. For 2018, a 270mm front rotor replaces the 250mm unit. The larger rotor is still clamped by a two-piston caliper, while the rear rotor remains at 240mm with a single-piston caliper.

While KTM and Husqvarna still dominate the braking category in the 450cc class, the RM-Z’s binders are clearly among the best of the Japanese bikes. The Suzuki’s brakes offer excellent stopping power with easy modulation—strong without being overly touchy. They do an excellent job of hauling the 2018 RM-Z450 down from high speeds.

We don’t yet know how the market will treat the 2018 Suzuki RM-Z450, although at we can say that its MSRP of $8849 makes it a relative bargain in the 450cc motocross class. It may not be our favorite 450, but that doesn’t mean it’s not competitive or boring to ride. In fact, it’s quite the opposite. Taken on its own merit, the 2018 RM-Z450 is a very good bike that exhibits strong power, great suspension, good brakes and that classic Suzuki RM-Z450 handling.

For Suzuki fans seeking a better RM-Z450, the 2018 delivers big-time.

2018 Suzuki RM-Z450 Specifications

MSRP: $8899
Engine Type: 449cc, liquid-cooled, single-cylinder, four-stroke
Bore and Stroke: 96mm x 62.1mm
Compression Ratio: 12.5:1
Valve Train: DOHC, four valves
Fueling: Keihin Fuel Injection, 43mm throttle body
Ignition: Electronic CDI
Transmission: Five-speed, multi-plate wet clutch
Final Drive: Chain
Front Suspension: 49mm inverted Showa fork with rebound and compression damping adjustability; 12.0 in. of travel
Rear Suspension: Pro-Link® Showa single shock with adjustable spring preload, rebound and compression damping adjustability; 12.3 in. of travel
Front Brake: Single 270mm disc w/two-piston caliper
Rear Brake: Single 240mm disc w/single-piston caliper
Front Tire: Bridgestone Battlecross X30 80/100-21
Rear Tire: Bridgestone Battlecross X30 120/80-19
Wheelbase: 58.3 in.
Rake: 27.8°
Trail: 120mm (4.7 in.)
Seat Height: 37.8 in.
Ground Clearance: 13.0 in.
Fuel Capacity: 1.6 gal.
Claimed Wet Weight: 246.4 lbs.
Measured Wet Weight: 250.3 lbs.
Available Colors: Yellow/Blue

For more information, visit www.SuzukiCycles.com.

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Kerry Graeber, SMAI’s Vice President of Sales and Marketing, commented on the next step in the company’s ongoing goal of expanding its business. “Racing is an important part of our effort to sell off-road products, and we’re looking forward to an even stronger relationship with Joe Gibbs Racing,” said Graeber. “JGR is one of the most well-respected operations in racing. They share our vision of building a top-level team with elite athletes competing for championships.”

Suzuki is in the midst of redefining its motocross brand through grass roots racing and a more clearly defined path for riders to progress through the ranks of racing from amateur to professional. The company launched the RM Army initiative in 2016. Riders competing on Suzuki RM-Z450, RM-Z250, RM85 and RMX450Z race bikes are eligible for support under the RM Army umbrella. That support includes over $6 million worth of contingency money, trackside technical support, and the chance to ride with one of the greatest riders of all time, Ricky Carmichael, at Camp Carmichael.

“JGR is very excited to deepen our partnership with Suzuki and Yoshimura,” said team owner Coy Gibbs. “The JGR crew has worked extremely hard to get into position to win championships, and this new effort and structure cements that championship-winning philosophy. We now have the right tools to lead the RM Army into battle. We are excited and ready to get the job done on every level.”

Coy added that veteran team manager Jeremy Albrecht will lead the effort. The team will field two 250 Class riders on each coast and two 450 Class riders during Monster Energy AMA Supercross, and two 250 Class and two 450 Class riders during the Lucas Oil AMA Pro Motocross Championship Series. The riders will be named in the coming weeks.

JGR will also develop and market performance parts for Suzuki’s line of motocross and off-road products.

The Autotrader/Yoshimura/Suzuki Factory Racing Team will make its debut at the opening round of the 2018 Monster Energy AMA Supercross season on January 6, in Anaheim, Calif.

The post Suzuki Announces Autotrader/Yoshimura/Suzuki Factory Racing Team appeared first on Dirt Bikes.

That includes the 2018 RM-Z250, which is being trumpeted “an excellent choice for racers who want to create a championship-caliber bike.” Not the most powerful bike in the 250cc motocross class, the RM-Z250’s liquid-cooled, fuel-injected, DOHC Single does feature the Suzuki Holeshot Assist Control (S-HAC), which helps riders to maximize traction off the starting gate, and its excellent-handling twin-spar aluminum frame is connected to the ground by a KYB PSF2 Pneumatic Spring fork and a rising-rate linkage rear suspension that is designed to offer ground-hugging action and easy adjustability. MSRP has been set at $7749. The RM-Z250 hits Suzuki dealerships this month.’

Also returning for 2018, the RM85 remains as Suzuki’s only two-stroke motocross machine–much as we’d love to see the return of the RM125. Its 84.7cc liquid-cooled, reed-valve engine is tuned to deliver smooth power at any rpm. The RM85 chassis places an emphasis on light handling, with Suzuki claiming that it is the perfect motocross bike for anyone learning to race. MSRP has been set at $4149. The 2018 RM85 is scheduled to be in dealerships in September.

On the off-road front, the RMX450Z, DR-Z125L and DR-Z70 return with new graphics on their yellow bodywork. The RMX450Z is powered by a fuel-injected engine derived from a previous-genration RM-Z450, but it has been tuned to pass EPA Emissions and California Green-sticker regulations so that it can be ridden on public land. The RMX450Z’s handy electric starter (it also has a kick-start back-up) is powered by a compact battery. A full charging system, a multi-function enduro computer, a bright headlight, LED tail light and an 18-inch rearh wheel are all standard off-road equipment. MSRP has been set at $8999, and the 2018 model will be available in September 2017.

Styled similarly to Suzuki’s RM-Z and RMX models, the 2018 DR-Z125L boasts a 124cc four-stroke Single designed to deliver smooth power through its manual clutch and five-speed transmission. The DR-Z125L’s steel single-shock chassis rides on 19-inch front and 16-inch rear tires. MSRP has been set at $3249, and the DRF-Z125L will be in dealers in August 2017.

The 2018 DR-Z70 has been a long-standing platform to get new enthusiasts up to speed. Its automatic clutch, three-speed transmission and electric starting take some of the complexity out of learning to ride, and its 67cc four-stroke engine is designed to provide controllable power that can be adjusted to suit the rider’s skill level. MSRP is $1849. The 2018 DR-Z70 will available in dealers in August 2017.

Suzuki’s iconic dual sport machines, the DR-Z400S and DR650S, return to the company’s dual-sport lineup for 2018 along with the DR200S and DR-Z400SM. The 2018 DR-Z400S returns with its reliable and ultra-linear 398cc, DOHC four-valve, liquid-cooled Single housed in a slim, crisp-handling chassis. Convenient electric start, an easy-to-read digital dash are standard, and sleek bodywork with bold, contrasting grey graphics gives the DR-Z400S looks that match its performance. MSRP is $6699, available in White, in dealers in this month.

If you prefer Supermoto styling, you may be more interested in the 2018 DR-Z400SM. Tuned the same as the DR-Z400S, the DR-Z400SM boasts an inverted front fork (as opposed to the conventional fork on the DR-Z400S), wide, spoke-style wheels, and a 300mm diameter floating front brake rotor. New black bodywork with yellow and gray graphics and gold-anodized rims give the DR-Z400SM a racy look. MSRP has been seat at $7299, and the DR-Z400SM will be in dealers in August 2017.

One of the longest-lived models in Suzuki history, the DR650S offers all-around dual-purpose ruggedness with the reliability of its well-sorted 644cc oil-cooled four-stroke Single, a version of which powered Suzuki’s factory Dakar Rally efforts back in the day. The DR650S features a steel frame, cartridge-style fork and link-style rear suspension that is damped for trail and urban use. For 2018, the DR650S is wrapped in Solid White bodywork with distinctive graphics. MSRP has been set at $6549. The DR650S hits dealers this month.

The 2018 DR200S is touted as an affordable yet capable dual-sport machine. Its 199cc engine boasts the convenience of reliable electric-starting, telescopic front forks and a 3.3-gallon tank that allows the rider to pack a lot of miles between fill-ups. Its 33.3 inch seat height is also suited to shorter riders. The DR200S is available in Champion Yellow or Solid Special White bodywork. MSRP has been set at $4599. The DR200S will be in dealerships in December 2017.

For more information on the 2018 Suzuki motocross, off-road and dual-sport families, visit www.suzukicycles.com

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Key New Advancements on the 2018 RM-Z450
• Increased Engine Performance
o Improved Throttle Response with Higher Peak Power
o Evolved Traction Management System Helps the Bike Hook Up
o Updated Suzuki Holeshot Assist Control (S-HAC) Gets You Out Front
• Advanced Cornering Performance
o New Frame and Swingarm are Lighter with Excellent Strength
o Refined Chassis Dimensions Blend Nimble Handling with Stability
o Improved Coil-spring Fork Provides Great Performance and Easy Tuning
o New Showa BFRC Rear Shock Delivers Remarkable Damping Response
o Bridgestone X30 Tires bring Outstanding Grip
• Improved Braking Performance
o Larger Front Brake Increases Stopping Power and Feel
o New, Compact Rear Master Cylinder is out of the Way of Mud and Boots
• Functional Styling
o Aggressive New Styling Blends Function with Suzuki Racing Identity
o Narrow Cockpit Lets Rider Move with Ease for Maximum Racing Performance

Developed using Suzuki’s RUN, TURN, and STOP philosophy that creates a Winning Balance between engine and chassis performance, the 2018 RM-Z450 has stronger brakes for better stopping power, a wider spread of engine muscle with higher peak power, and a frame that is stronger and lighter resulting in a nimble chassis that elevates the standard for cornering performance.

This new bike continues Suzuki’s tradition of producing the best handling motocross motorcycles available by arming the RM-Z450 with a redesigned aluminum, twin-spar frame and swingarm. Refined with new dimensions and weight distribution, this frame is accompanied by a new style Showa coil spring fork and an ultra-advanced Showa Balance Free Rear Cushion (BFRC) shock absorber. Similar to the design used on Suzuki’s potent GSX-R1000R, the BFRC shock (shown at left) brings advanced damping force control and stability to off-road competition.

Fitted with a new, larger front brake rotor and a sleek new rear master cylinder, the RM-Z450 delivers improved stopping performance. A high level of grip and feedback is delivered to the rider via the RM-Z450’s new Bridgestone X30 tires mounted to the stronger, but lighter aluminum rims.

Key improvements for the 2018 RM-Z450 powerplant include changes to the air intake, electronic fuel injection system, and select engine parts to improve throttle response while boosting peak power.

An evolved version of Suzuki’s Traction Management System helps the bike hook up regardless of the conditions, while an updated Suzuki Holeshot Assist Control (S-HAC) system) gets the RM-Z450’s rider out in front with a stronger power surge out of the starting gate.

The RM-Z450’s aggressive new styling blends purpose with a strong Suzuki racing personality. The bike’s narrow cockpit lets the rider easily move around, blending with the chassis for maximum racing performance.

Function creates style as the bodywork flows from the front fender, into the number plate and radiator shrouds, through the slender seating area, then merging into the angled side covers and pointed tail.

Understated graphics with blue and black accents hover above the iconic Suzuki Championship Yellow bodywork, creating an innovative look that is instantly recognizable as a serious racing machine.

Pricing and availability: TBA

Recently ridden and reviewed by 15n-time SX and MX champion Ricky Carmichael; learn about the GOAT’s impression of the new RM-Z450 and more below:

For more information, visit http://www.suzukicycles.com/

The post 2018 Suzuki RM-Z450: Suzuki’s All-New 450cc Class Contender appeared first on Dirt Bikes.

Innis is a passionate, lifelong motorcyclist who began his career in the service arena. His enthusiasm and vast knowledge made for a successful transition into sales and marketing.

“At times I feel I’m a living cliché, with the opportunity to enjoy motorcycling both personally and professionally,” says Innis, who lists dual-sport, adventure, sportbike, and touring motorcycles as his favorite rides.

As Press Relations Manager, Innis will work closely with the media, as well as plan new product introductions across Suzuki’s motorcycle, scooter, and ATV categories. He will also head up Suzuki’s new product feature training program for dealers and contribute to other keystone marketing and communication efforts.

“We’re excited to have Avery help drive awareness of Suzuki’s new and existing products,” said SMAI Communications Manager Paul LaBella. “His passion is genuine, and he’s always eager to help people learn more about our product and riding in general. He’s a great ambassador for Suzuki and for our sport.”

The post Suzuki Names Avery Innis as US Press Relations Manager appeared first on Dirt Bikes.

Then we learned about the Suzuki RMX450’s technical details, and we were beyond dismayed. The notion of a 450cc off-road single that could only wheeze out 16 rear-wheel horsepower didn’t just sound unreal, it sounded like a downright sham. But the RMX450Z isn’t a sham. It’s actually a fairly fun off-road motorcycle in the right environment, but that also means eliminating its legal capability so that it cannot legally be ridden in any environment.

While other manufacturers have had to comply with the same regs, for some reason the RMX450Z tends to suffer from them to a greater degree. During our dyno test at Mickey Cohen Motorsports, we were shocked when the RMX450Z tdidn’t even manage to make the full 16 rear-wheel horsepower that even Suzuki officials promised. It came close, but 15.7 rwhp @ 6600 rpm is not 16 horsepower by anyone’s reckoning.

In fact, it’s downright pathetic, especially since even though it is an older generation of the venerable RM-Z450X, the one used by Chad Reed and Ryan Dungey to dominate the AMA professional motocross and supercross ranks at the turn of the decade, on paper the RMX450Z’s 449c, liquid-cooled, fuel-injected, DOHC engine is not a turd. Its 96.0mm x 62.1mm bore and stroke free-flowing cast-aluminum, four-valve cylinder head that features a narrow included valve angle of 21.5 degrees is capable of so much more. Sure, the RMX’s camshafts have less lift and duration than the RM-Z’s, which keeps the X’s titanium 36mm intake and 31mm exhaust valves closer to their seats, and its compression ratio is a milder 11.6:1 compared to 12.5:1 for the RM-Z. So we did what most people would do. We yanked the bolt out of the throttle body and pulled the airbox snorkel and peashooter exhaust outlet, then ran it again.

Voila! On the second go-round, the RMX450Z responded by posting a much stouter 41.5 rwhp @ 8900 rpm, and its torque was also significantly improved going from 15.1 lb.-ft. @ 4100 rpm to a much healthier 28 lb.-ft. @ 6500 rpm. Okay, so at least it’s in there somewhere.

Of course, the bummer was that in order to get a fair assessment of the RMX450Z in EPA-legal trim, we had to ride it with of the emissions controls in place, and when we did, we weren’t disappointed to be disappointed. Out on some of our favorite local trails, the RMX450Z was a downright dog. With its anemic power, the RMX struggled to get up hills and through technical sections that the 2017 Honda CRF250X we had a long was able to handle without any difficulty. The RMX felt extremely heavy and sluggish, and none of our test team enjoyed having to furiously row the RMX’s buttery smooth and positive wide-ratio five-speed gearbox in order maximize what power was available. At least, the RMX450Z’s cable clutch is smooth, linear and durable enough to be hammered without fading. The RMX450Z transmission ratios differ from the RM-Z450 in that the RMX’s first three gears are steeper and its fourth and fifth gears are taller. The RMX450Z’s final drive is only slightly steeper, 13/51 vs. 13/50.

We can also appreciate the RMX450Z’s convenient electric start capability. Thumbing the starter button spins the starter while an automatic decompression system the exhaust cam hangs the left exhaust valve open to reduce compression up to 1500 rpm. Unfortunately, unlike other bike’s the Suzuki also features an on/off switch on its instrument cluster that one must remember to turn off when the bike is put away. Failing to do so will kill the battery (go ahead, ask us how we know). Yes, there is still a kicstarter for back-up, but we found that the RMX can be a bear to start via the kickstarter.

After our initial testing in EPA-compliant mode, we quickly removed the airbox snorkel, the pipe in the muffler to evaluate the RMX450Zs full potential in “stock” mode, and it should come as no surprise that it’s a hell of a lot better with the emissions equipment removed. The uncorked RMX delivers decent low-end punch along with a mid-range and top-end that are smooth but not all that authoritative. That said, Suzuki claims that the RMX450Z isn’t really designed to be a racer, rather it is more of a stout trailbike. We can buy that, as the Zook is fun as long as you aren’t trying to wring every pony out of it. We were left wishing for more power or, at the very least, the opportunity to alter its power character by swapping DFI modules like you can with an RM-Z450. Unfortunately, even though the RMX450Z does have the power coupler plug, it is inoperable, and the RMX’s ECU cannot be remapped. Suzuki claims that the stock map is designed to maximize the available power, but we’re skeptical of that.

The Suzuki RMX450Z’s aluminum twin spar chassis isn’t taken straight from the 2017 Suzuki RM-Z450. Instead, it’s similar to that of the 2009-2010 RM-Z450, and it has been re-tuned to give it better flex characteristics for off-road use. Look at the swingarm and you’ll see that it is also taller vertically than the RM-Z’s when viewed from the side. Suzuki says this was done to optimize the flex. With its 58.5-inch wheelbase, 29° 18’ (’= minutes) rake and 5.1-inch rake, you would expect it to turn well, and cornering may be the RMX’s strongest suit. With the added weight of its electric starter, battery, lighting and other items, the RMX tips the scales at a rather portly 271.2 lbs. even with its rather smallish 1.6-gallon tank filled to capacity, placing 127.6 lbs. on the front wheel and 143.6 lbs. on the rear.

The RMX steers and tracks extremely well when leaned into a bend. All of our testers noted that while the bike does feel heavy, the added weight doesn’t detract much from the type of precise and quick handling for which Suzuki RM-Zs are practically legendary. Whether on flat ground, in a bermed corner, hard-packed adobe or loose sand, the RM-Z carves well. It’s a different story in a straight line at higher speeds, however, as the RMX’s motocross-bred chassis is still too stiff for our tastes. Some testers complained that they could really feel every bump through the footpegs, and the chassis deflects off rocks and roots too willingly, requiring that the rider pay attention and keep a firm grip on the handlebars. More flex in the chassis would definitely help.

At least that’s our take, as the RMX’s Showa coil-spring fork and fully adjustable the rear shock are clearly valved on the soft side. That equate to 12.2 inches of travel that is plush at lower speeds but tends to be mushy when the pace is pushed. Dialing more compression damping helps to prevent bottoming in G-out hits, but it only exacerbates the chassis issues we experienced. Overall, we’d rate the suspension as pretty good for its intended trailie mission, and at least one tester commented that he would love to try a properly valved RMX coil spring fork on the RM-Z450. That’s either a decent compliment or  slap at the RM-Z fork.

We have no complaints with the RMX450Z’s brakes. The 250mm front and 240mm rear discs, both clamped by Nissin calipers, offer plenty of whoah power, and not because the RMX is slow, because in closed-course mode, it isn’t. The binders have a linear feel and do an excellent job of controlling wheel speed no matter how fast you much you are pushing the pace.

And the RMX is comfortable. Its slim yet well-padded seat perches the rider 37.4 inches from the ground, and its cockpit is spacious enough to provide plenty of room for the rider to move around whether in standing attack mode or seated mode.

At $8999, the RMX450Z isn’t all that much of a bargain, and it definitely doesn’t deliver much joy with the emissions equipment choking its motor, but if you ride on private land or on a closed course, that’s an easy fix. What you’re left with is a motorcycle with a lot of potential that really needs a fatter fuel curve and a more compliant chassis in order to truly rock through the rocks. But if you’re a casual trail rider who is a fan of the Suzuki brand, it’s definitely worthy of consideration.

2017 Suzuki RMX450Z Specifications
Specifications
MSRP: $8999
Engine
Type: 449cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Bore Stroke: 96.0mm (3.78 in) x 62.1mm (2.4 in)
Compression Ratio: 11.6:1
Fuel System: Keihin fuel injection w/41mm throttle body
Starter: Eletric w/backup kickstarter
Lubrication: Semi-dry sump
Ignition: Electronic ignition (CDI)
Transmission: 5-speed constant mesh
Final Drive: Chain, DID520MXV4, 114 links
Horsepower (rear-wheel): 15.7 @ 6600 rpm/41.5 @ 8900 rpm* (*with emissions equipment removed)
Torque: 15.1 lb.-ft. @ 4100 rpm/28 lb.-ft. @ 6500 rpm* (*with emissions equipment removed)
Chassis
Rake/Trail: 29° 18’/129.5mm (5.1 in.)
Overall Length: 2185mm (86.0 in.)
Overall Width: 840mm (33.1 in.)
Overall Height: 1265mm (49.8 in.)
Wheelbase: 1485mm (58.5 in.)
Ground Clearance: 320mm (12.6 in.)
Seat Height: 950mm (37.4 in.)
Claimed Curb Weight: 123.5 kg (272lbs.)
Weight (as tested): 123 kg (271.2 lbs.), 127.6 lbs. (front)/143.6 lbs. (rear); 47%/53%
Suspension Front: Showa coil spring inverted telescopic fork, fully adjustable, 12.2 inches of travel
Suspension Rear: Link type w/Showa piggyback reservoir shock, fully adjustable, 12.2 inches of travel
Brakes Front: 250mm disc brake w/twin-piston caliper
Brakes Rear: 240mm disc brake w/single-piston caliper
Tires Front: 80/100-21 51M, tube type
Tires Rear: 120/90-18 62M, tube type
Fuel Tank Capacity: 6.2 L (1.6 US gallons)
Color: Champion Yellow/Solid Black

The post 2017 Suzuki RMX450Z Ride Review appeared first on Dirt Bikes.

The Suzuki World MXGP Team announced its 2017 FIM Motocross World Championship at its headquarters in Lommel, Belgium, today, but the real insight came via a look at what is expected to be the 2018 Suzuki RM-Z450.

It’s no secret that the RM-Z450’s current design has soldiered on longer than any other 450 in the class, and without any hard details, it is hard to say just how new the 2018 model will actually be. There isn’t much to go on just yet, although it appears as though the Suzuki RM-Z450WS factory machine that was unveiled at the team press conference is sporting a different chassis, swingarm and bodywork than the 2017 model. The 450’s DOHC engine outwardly appears to be unchanged, although internal specs may be.

Dutchman Kevin Strijbos returns to the Suzuki factory MXGP team for 2017, and he joined by Arminas Jasikonis of Lithuania. The rest of the Suzuki World team was also announced. Suzuki will field Jeremy Seewer, Bas Vaessen and Hunter Lawrence in the MX2 class while also supporting riders in the EMX250 and 85cc classes in Europe. Frenchman Zachary Pichon, son of former Suzuki factory racer and AMA contender Mickaël Pichon, will represent the team in the EMX250 championship.

Ten-time FIM Motocross World Champion Stefan Everts continues to manage the Suzuki World effort.

“I am very excited of course,” Everts said. “Iit’s my second year with Suzuki, and I am so happy and honored to be able to present this new RM-Z450WS. It is a great bike, it looks fantastic and it is new motivation for everybody involved to take the brand back to the top step of motocross. Of course there is still a lot of work to do in the future for myself and the team but having this backup from Japan and this new bike is something great for everyone.”

Stay tuned, as we will provide more details on the 2018 RM-Z450 as we receive them.

The post 2018 Suzuki RM-Z450 Works Machine Unveiled appeared first on Dirt Bikes.

Sixteen horsepower. Sixteen.

For most 450cc motocross and off-road models, making 16 horsepower would mean that the exhaust pipe was smashed flat or the engine was suffering some sort of catastrophic failure. Yet right out of the crate, according to Suzuki officials we spoke to, the EPA-legal 2017 Suzuki RMX450Z makes around 16 horsepower at the rear wheel.

What the…? Why would Suzuki even bother to produce and sell an off-road machine, especially a 450cc model that makes such anemic power? Well, the answer is that it does and it doesn’t. Welcome to the wonderful world of EPA emissions compliance.

A Short History Lesson
The first model to receive the RMX designation appeared in 1989.

With its off-road-oriented features such as convenient electric start an 18-inch rear wheel the RMX450Z had the makings of a successful model, but instead it turned out to be a huge thorn in Suzuki’s side thanks to the EPA’s strict emissions regulations governing off-road motorcycles used on public land. While the RMX450Z did contain an emissions-compliant stock ignition map, Suzuki also made the blunder of fitting it with the same plug-in engine control module connector that allows RM-Z450 owners to swap engine maps. The ability to bypass the stock map ran Suzuki afoul of EPA regulations, and the company got slapped with a hefty fine—rumored to be in the neighborhood of $850,000. The RMX450Z was quickly pulled from Suzuki’s lineup after very few units were sold.

And Here We Are…
Now the RMX450Z is back for 2017, though it is basically the same motorcycle as the 2010 model. Suzuki has refined the ignition mapping to be EPA-compliant and, they say, tamper-proof, but the rest of the motorcycle is the same two generations-old (in RM-Z years) machine. Ironically, even the engine control module connector is still in place, although Suzuki says that it is not functional.

So why bring back the same machine six years later? Suzuki officials told us that the RMZ450 fills a need in the company’s off-road lineup for customers who want to ride off-road but don’t necessarily want to race. As an EPA- and California Green Sticker-legal model, the RMX450Z can be trail ridden on public land. It even comes with a very non-competition motorcycle-like six-month warranty rather than the usual 30-day warranty that is attached to the RM-Z models.

To make sure that we knew the exact details regarding the 2017 RMX450Z, Suzuki invited us to a lengthy tech briefing before releasing our test unit to us. As we suspected after getting over the bombshell revelation of that ridiculously low horsepower number, all is not as it seems.

The RMZ450Z’s basic liquid-cooled, fuel-injected, DOHC engine architecture is similar to that of the RM-Z450’s albeit the 2010 version of the bike. Displacement is 449cc via a 96.0 x 62.1mm bore and stroke. However, the RMX450Z’s engine layout is different than the current generation RM-Z450 in a few areas, such as in the location of the cam chain tensioner, which is on the cylinder head and not on the cylinder as it is on the RM-Z. Doing so frees up the necessary room to fit the RMX450Z’s electric starter. There’s still a kickstarter for back-up, and Suzuki says that even if the battery is run completely out of juice, there is a capacitor in the system that will generate enough energy to fire up the RMX with the kickstarter, so a rider should theoretically never be stranded if he or she accidentally leaves the main power switch that arms the electrical system in the “on” position.

The RMX features a clutch switch safety switch that prevents the machine from engaging the starter unless the clutch lever is pulled. A starter relay under the left-hand frame cover temporarily cuts power to the headlight and taillight to help ensure that all the available electrical power is going to the starter. The starter motor is connected to a starter torque limiter on the back of the rotor, so if anything should happen to prevent the engine from turning over smoothly, the torque limiter clutch will spin and not allow the starter’s torque to potentially cause further damage.

While the shape of the RMX’s cast-aluminum, four-valve cylinder head and that of the older RM-Z are the same, the off-road machine features camshafts with less lift and duration than the motocrosser, although those cams still bump titanium valves just like the RM-Z—36mm intakes and 31mm exhausts. The total included valve angle is 21.5 degrees (11.5 degrees on the intake side and 10 degrees on the exhaust side). To aid the electric starter, the RMX is also fitted with an automatic decompression system on its exhaust cam that will hold the left exhaust valve open, relieving compression until the crankshaft is spinning to about 1500 rpm.

Suzuki’s Composite Electro-chemical Material (SCEM) coating lines the RMX’s cylinder. SCEM is a proprietary, plasma-style finish that was originally concocted for Suzuki’s RE5 Wankel rotary engine-powered streetbike from the 1970s. Its piston has two rings, an L-shaped upper compression ring and a three-piece lower oil control ring. The piston’s compression ratio is nearly a full point lower than the RM-Z’s checking in at 11.6:1 versus the RM-Z’s 12.5:1 slug. The RM-Z piston can be used by customers seeking higher compression and thus more power.

The RMX’s crankshaft is different than the RM-Z due to the electric start feature; the left side journal is longer to accommodate a starter clutch and a larger rotor for the charging system. Suzuki officials say that the larger rotor delivers 250 Watts of power, more than enough to light the RMX’s 35-Watt halogen headlight and LED taillight with plenty left over to add additional or more powerful accessory lighting. One side benefit to the rotor is that also offers some additional flywheel effect for improved low-speed tractability.

The crank is housed in engine cases that feature a separate oil chamber than the transmission. Suzuki calls the design the Suzuki Advanced Sump System (SASS). It’s a semi-dry sump lubrication system in which the sump tank is the transmission chamber portion of the crankcase. The system is designed to help keep oil away from the crankshaft, where it could cause power-robbing windage, a condition in which friction is caused between the oil and the air movement from the spinning crankshaft. The less oil that is being batted around by the crank, the better. The design also helps to ensure that there’s an adequate supply of oil in the sump.

There are two oil pumps in the RMX’s cases, one feeding the top end and the other handling the bottom end oiling chambers. Engine oil capacity is 1.25 quarts, and Suzuki says that the bike’s oil should be replenished with the motorcycle standing upright on level ground to avoid over-filling. The RMX is equipped with a crankcase breather that vents into the airbox, another EPA-mandated move for emissions compliance.

Fuel capacity is rather small 1.6 gallons with a reserve tank that measures about .06 of a gallon. A tank-mounted fuel pump delivers fuel to the RMX’s Keihin 41mm throttle body at 40 psi. The pump also features a fuel level sensor that will trip a light on the RMX’s instrumentation when the “go juice” is running low.

Suzuki likes to claim that it pioneered the electronic fuel-injected motocross bike, and as long as we’re willing to ignore the ATK 350/604 EFI of the early 1990s and the ill-fated and short-lived Cannondale MX440 of 2001-2003, then, yeah, it did. Either way, the RMX features EFI controlled by an engine control module located under the left side panel. Unlike the 2010 RMX, and for the aforementioned emissions compliance reason, the 2017 model features a single-map ECM, although Suzuki officials claim that the 2017 map is highly refined and gives better performance than the stock map found on the 2010 model. The EFI features sensors that determine intake air pressure, engine rpm and throttle position as well as coolant temperature sensors that determine the duration of the fuel-injection to optimize the fuel charge into the engine—the longer the duration, the richer the fuel mixture.

About that 41mm Keihin throttle body: It naturally houses the throttle plate and the injector, and it also houses a plunger that can be rotated to set the engine idle speed (the hot start lever is located on the left handlebar by the clutch lever). To meet EPA certification, the throttle plate only opens 32.9 degrees from fully closed(!), but the reason for that is because Suzuki fitted a stopper bolt on the throttle housing to prevent the throttle plate from opening to its full 90 degrees at wide open throttle.

Cutting To The Chase
The throttle stop bolt is removable…but doing so takes the RMX450Z out of compliance with the EPA sound (but not emissions) regulations under which it was certified. The RMX450Z also features a lid with a snorkel on top of the airbox and a sound reducer in its spark arrestor-equipped aluminum muffler. Like the throttle stop bolt, both are removable… but doing so takes the RMX450Z out of compliance with the EPA sound and emissions regulations while simultaneously boosting the RMX’s horsepower into the 40s…Any questions?

It’s the plain truth that no Suzuki official we spoke to encouraged any such modification of the RMX450Z for use on public land. And, no matter what, Suzuki adamantly advises against removing the spark arrestor in an effort to gain performance, as doing so will cause the bike to run too lean. Running too lean will generate excess engine heat and could lead to damage. As for the rest, once the dealer delivers you the RMX450Z in its stock, EPA- and California Green Sticker-compliant form—the only way a dealer can sell it to you without incurring the wrath of Suzuki and/or the government—the bike is yours to modify in any way you see fit for closed-course riding and racing.

More Details
Since it is more likely to be ridden in the woods and the desert on a motocross track, the RMX450Z features completely different transmission ratios than the RM-Z450. The first three gears are shorter than the motocrosser while fourth and fifth gear are taller. The RMX450Z’s final drive is also slightly steeper, 13/51 vs. 13/50.

Like much of the rest of the bike, the RMX450Z’s aluminum twin spar chassis is similar to the 2009-2010 RM-Z450, but it has been re-tuned to give better flex characteristics for off-road use. Front suspension chores are handled by a Showa coil-spring fork (no air), and the rear shock is also a Showa that is adjustable for high- and low-speed compression, rebound and preload. Both ends boats 12.2 inches of travel. The RMX’s aluminum swingarm is taller vertically than the RM-Z’s when viewed from the side. Suzuki says the RMX swingarm is shaped to help the chassis achieve its desired flex characteristics.

Excel rims are found front and rear, in the appropriate off-road-sized 21-inch front and 18-inch rear with wave-style rotor disc brakes front and rear, and Dunlop D742FA front and D756 rear tires. The front wheel is an RMX-specific model because it contains the sensor required for the multi-function LCD computer, which features two modes, standard and sport. Standard mode functions include a speedometer, odometer, clock, dual trip meters and a voltage meter. Sport mode adds a timer, average speed and a trip meters.
The RMX’s bodywork is similar to but does not interchange with the RM-Z450’s. The RMX also comes with a plastic skid plate, rear disc and rotor guards, fork guards and a steel side stand as standard equipment.

That’s the hows and whys of the 2017 Suzuki RMX450Z. Stay tuned for a full test of the 2017 RMX450Z in both EPA-compliant and closed-course trim in the very near future.

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