In 2017 the bike returned sans
illegal map. In every other way it
was identical to the one from 2010.
That included the throttle limiter. For
the purposes of this test, that was
replaced immediately with the one
from the RMZ450 to allow full throttle.
It must be said that this renders the
bike illegal as a legitimate off-road
bike, but, as we stated earlier, there
are virtually no consequences to this
other than making the bike perform
properly. It’s still a very quiet bike,
and it’s presumably more emis-sions-friendly than the carbureted
The Suzuki clearly has more peak
power than the Honda, but the throttle response isn’t as good down low.
This bike is a little more competi-tion-oriented and likes to be ridden
more aggressively. In fact, if you ride
it at low rpm, it has a little hiccup
and occasionally stalls. As the revs
climb, it makes more power than the
Honda, but it eventually goes flat on
top too. Suzuki made it very easy to
get a little more power if you want it.
The airbox restrictor and the muffler’s
inner baffle come out and give the
bike more bang everywhere. Unlike on
the Honda, the spark arrester stays
in place when the baffle is removed.
The side effects are that the bike gets
louder and the low-rpm hiccup gets
more noticeable. This sends you down
a road where you need to modify the
fuel map yourself. More on that later.
As you might expect from a Suzuki,
the bike’s strongest asset is its cornering. The RMX might even be better
in turns than the current RM-Z450
motocross bike. You can steer your
way through a turn with the throttle
shut—if that’s your style—or drift the
rear wheel around, flat-track-style.
It’s your choice. It does take a little
muscle to do it all quickly, though,
because the Suzuki has its own
weight problem. On the trusty Dirt
Bike scale, it weighs 263 pounds without fuel. You notice it when you try
to go fast or stop fast. The Suzuki’s
suspension deals with it well; the
components aren’t that different from
those on the Honda. In setup, though,
the Suzuki is a little softer in front than
it is in the rear. The bike has a little
bit of a stink-bug attitude that makes
it dive a little when you brake hard.
Overall, though, it’s plush at both
ends and good for trail riding at a
THE FAC TORY ADVAN TAGE.
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S TOCK WATERPUMPS HAVE HARD EDGES AND INEFFICIEN T IMPELLER DESIGNS THAT IN TRODUCE AIR BUBBLES IN TO YOUR
ENGINE’S COOLAN T. AIR-CAVI TATED COOLAN T’S ABILI T Y TO REMOVE EXCESSIVE HEAT FROM YOUR ENGINE IS A PRIMARY FAC TOR
IN ENGINE OVERHEATING. THIS ADVERSE CONDI TION AFFEC TS THE PERFORMANCE AND LONGEVI TY OF YOUR ENGINE’S EXPENSIVE
IN TERNAL COMPONEN TS. ELIMINATE AIR CAVI TATION AND SAFEGUARD YOUR ENGINE FROM HEAT RELATED FAILURES.
AIR IN YOUR COOLANT IS CAUSING YOUR ENGINE TO OVERHEAT
RACE ENGINES LAST LONGER
KTM | HUSQVARNA | YAMAHA | KAWASAKI | HONDA | SUZUKI
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