Hits:

-Improved top-end pull and over rev

-Excellent brakes

-Precise turning

-Easy to start

-Gripper seat a plus

-

Misses:

- Suspension soft on jumpy tracks

-Graphics a little plain

- Bogged a couple times

            After a few years of partnering with Kawasaki to produce a 250cc four-stroke, Suzuki went out on their own last year, introducing a bike that was all-new and for the most part a huge hit with anyone that swung a leg over it. All of which is easy to see, as one look at the improved results of the Makita Suzuki team this season clearly illustrates that point. Because there is no sense in fixing something that isn’t broken, for 2008, the yellow team didn’t change a whole lot, and decided to focus most of their attention on refining a bike that for the most part, riders only had a few complaints about in ’07.

CHANGES

In 2007 most people’s complaints about the RM-Z centered around the motor, which is where Suzuki spent most of their time. For the ’08 bike, Suzuki technicians began by installing a new Keihin FCR 37mm MX carburetor with bat-wing air guide plates to help improve mid- to top-end power output, as well as increase the low-end throttle response at the initial crack of the throttle. The exhaust port was also narrowed to further enhance the mid- to top-end pull of the Zook, while the exhaust system was redesigned to help improve power output all throughout the power range. As for the chassis and suspension, Suzuki already had a great chassis with the ’07 RM-Z250; it turned great, handled well, and didn’t have too many notable problems that would need fixing. For ’08 the RM-Z’s chassis received only a few minor modifications, as the footpegs were redesigned to increase the clearance between the mounting bracket and footpeg, thereby helping to reduce the amount of mud that gets caked in. The steering head also received a new dust seal to help decrease the likelihood of dirt entering to improve durability. Also with mud and dirt in mind, Suzuki opted to install new wave brake rotors on the front and rear for better cooling and increased mud deflection under sloppy conditions. Much like the chassis, the suspension also received equally as minor improvements, as the forks only had internal sections modified to reduce weight, while the shock got a newly-designed damper case and a modified internal structure for better bottoming resistance and a more controlled feel.

Finally, like always, the RM-Z also received a few cosmetic enhancements among which were bold new graphics, yellow anodized rear axle blocks, a gripper seat, and a hot start lever that is now mounted on the throttle side, just like Ricky Carmichael’s factory bike.

ON THE TRACK

            Like we mentioned, last year some people complained that the RM-Z’s motor needed a little help with top-end pull and over rev, and this year Suzuki focused on improving that. Out on the track, we did noticed a change in this particular aspect of the bike, as the ’08 RM-Z just kept pulling down fast straights where previously we were left wanting more. Don’t think, though, that this means the low-end power of the bike suffered at the expense of improving the top-end, because when blasting out of tight ruts, or railing berms, the bike felt awesome as it seemed to have just as much, if not more, low-end grunt than some of the other 250cc four-strokes we’ve ridden so far this year. There were two instances, however, were the bike bogged when we hit the throttle really hard out of a turn or landing off a jump, but after those initial instances, we never had any more problems. Overall, from our pro tester to our novice tester, everyone loved the way the improved motor performed, as it offered enough low-end pull for a novice level rider, while still providing enough over rev for the faster riders.

            Over the years, Suzukis have become known for their precise turning capabilities and this year’s 250f didn’t disappoint. After we got the suspension dialed in for the tight, jump riddled Starwest facility, we felt at home aboard the bike, even so much that we felt as if it could be stuck into any rut without a problem. Off jumps, the bike was also very predictable, as it flew straight and true nearly every time. As for the straight line stability, it was equally as impressive, however, in our short time aboard the bike, we never truly got to experience how fast or how aggressively the suspension could be ridden down a rough straight, as Starwest doesn’t have too many fast sections. Of what we did experience, though, we were—like we mentioned—impressed. There was one particular section of the track that the Suzuki helped to inspire more confidence than our previous visits to Starwest—the whoops. Despite the stock suspension, we felt like we could hit them relatively hard for being as intimidated of the little things as we were. Finally, the new wave rotors performed really well, as they slowed things down even if we were landing off a jump directly into a turn.

CONCLUSION

            If you didn’t already get it, we really liked what Suzuki has done with the 2008 RM-Z250. They have added the needed top-end pull and over rev and kept the bike performing really well. Just like previous Suzukis that we have ridden, the handling was also exceptional,. If we were doing a 250cc four-stroke shootout this year, there is no doubt that this bike would probably be right up there at the front of the pack.

SPECIFICATIONS

Price                                  $6,099

Engine                                249cc, four-stroke, single-cylinder, liquid cooled, DOHC, 4-valve

Bore Stroke                       77.0 x 53.6mm

Compression Ratio            13.4:1

Fuel System                        KEIHIN FCR 37 MX

Lubrication                        Semi-dry sump

Ignition                              Digital AC-CDI

Transmission                     5-speed

Final Drive                        #520 chain

Overall Length                 85.2 in

Overall Width                  32.7 in

Overall Height                 49.6 in

Seat Height                       37.6 in

Ground Clearance           13.8 in

Wheelbase                        57.7 in

Dry Weight                      203 lbs

Suspension Front             Telescopic, cartridge-type, 16 compression & rebound settings, 11.8 inches, 300mm of wheel travel

Suspension Rear              Link-type, spring preload fully-adjustable, 16 compression & rebound settings, 310 of wheel travel

Brakes Front                   Single hydraulic disc

Brakes Rear                    Single hydraulic disc

Tires Front                      90/100-21

Tires Rear                       100/90-19

Fuel Tank Capacity         2.0 gal

Color                                Yellow