Riding Impression: 2011 Suzuki RM-Z450
It would take a real close look to see the changes made to the 2011 RM-Z 450. They are not exactly visible and they are mostly done to sound good. No, not like that, the new 94dB AMA rule had most of the manufacturers giving the bikes a few engine and muffler changes to keep the bikes quiet and not lose any performance and Suzuki has done that.
Through a series of changes to the pipe and muffler, bumped compression ratio, cams and FI settings the bike still bites without as much of a bark, especially at low rpm, and that makes up the majority of changes though there are a ton of small things to tune last year’s proven package. There are also plugs included with the bike to richen or lean the FI setting depending on your conditions.
New Muffler Design
Powerful Performance
New Headtube Adding
Our bike starts up first kick and without a very hard kick on the starter, maybe that is a class leading feature, come to think about it. It has a noticeable reduction in bark out of the muffler and those two decibels really make a difference in sound when the bike is riding around the track compared to all the other bikes. The Suzuki has a really great clutch feel and the transmission is spaced close and has the right ratios, shifting is never an issue. But likely the biggest difference between the 2010 and 2011 is the bottom end power. Due to the sound changes the bike has become smoother, which for 99% of riders is a better thing whether they think so or not. What it has done is pushed the point where the bike really barks to a position in rpm and throttle to farther up the curve. On a tacky, traction packed track like Milestone was yesterday, you’d initially want more punch. But it just took some time to remember that you were on a 450 and all it took was a little more throttle in the turn and it was problem solved. Trust us when we say there was always more throttle to be turned. We bet this motor will be a sleeper in how fast it does not feel and how fast it goes. Anyplace off the bottom you’d better be ready to use the brakes harder than you are use to because you will be going a lot faster than it feels like the motor is pulling you from the mid-range right to the top.
Onto the handling and suspension side of the design, and here nothing stands out as the best we’ve felt in any one area. But it doesn’t take long for the package to start to impress in all aspects. The stability, the area the 2010 chassis changes addressed, without hampering the handling, is good. But what really shines on the RM-Z is the proper feel in the steering and how willing the bike is to change lines at will and with control. Through its Bridgestones and with good feel for the ground a skilled rider can get the bike to do things that take a lot more effort on other brands. And the good power plays to this game. The suspension does not feel soft or stiff, more of a just right character. It uses the stroke, maybe more than some other bikes but has excellent bottoming resistance and I used it plenty. The adjusters make noticeable changes and are totally capable of making a wide range of riders happy.
SPECIFICATIONS
CHASSIS:
Overall Length 2190 mm (86.2 in)
Overall Width 830 mm (32.7 in)
Wheelbase 1495 mm (58.9 in)
Ground Clearance 325 mm (12.8 in)
Seat Height 955 mm (37.6 in)
Curb Weight 113 kg (249 lbs)
Transmission 5-speed constant mesh
Final Drive Chain, DID520MXV4, 114 links
Suspension Front Telescopic inverted, coil spring, oil damped
Suspension Rear Swingarm, link type, coil spring, oil damped
Brakes Front Disc brake
Brakes Rear Disc brake
Tires Front 80/100-21 51M, tube type
Tires Rear 110/90-19 62M, tube type
Fuel Tank Capacity 6.2 L (1.6 US gallons)
ENGINE:
Displacement 449cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Fuel System Suzuki fuel injection
Starter Primary kick
Ignition Electronic ignition (CDI)
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