2020 Suzuki RM-Z250 Tips/Tricks Part #1

Written By: Colton Aeck

Greetings, I’m Colton Aeck. You may recognize my name from slugging it out as a privateer at your local Supercross or Outdoor National. If not, I’m 24 years old, a professional racer and working on being a half decent test rider too.

While practicing in between Supercross races in January I had a mechanical failure that resulted in a bike crash. I broke several vertebrae, a few ribs and punctured a lung, but most important it got me thinking about my situation. Is busting my ass every week, traveling every weekend, risking major injury and sacrificing time and relationships with loved ones all worth it? For what? To come out profiting a few hundred bucks a week? It’s certainly used to be, after all I’ve worked my whole life to get this far, but getting injured sucks and maybe it’s just time to go back to why I started this all in the first place. Because I love to ride!

Cut to now, a few months later. I’m healed up and getting the itch to ride again. I have tons of great memories racing 2 strokes growing up. One day I stumbled on a super clean 2004 KX250 and thought “Perfect, this will be the most fun I’ve had in years!” WRONG... I love two-strokes as much as the next crazed pre mixed guy, but let’s be real, compared to today’s four-stroke machines they are slow and poorly suspended. I should’ve know better buying a 16 year old bike! 

Since I was regretting my two-stroke purchase I called up Keefer to see if he had anything I could ride. His 2020 RM-Z 250 needed someone with a purpose and it seemed like I needed one at this time, so I found a home for the yellow zook. To be frank, the 2020 RM-Z 250 gets a bad rep (and rightfully so in some cases). It’s down on power compared to its competition and in the 250 class, power is almost everything.

My first impression of the Suzuki is that it has good throttle response and bottom end pull, but once you really start riding harder it feels choked up, like it’s starving for air. There just isn’t a whole hell of a lot of pulling power after I gt out of the corner. After taking the seat off I knew the first mod I wanted to make was to try and open up the airbox. On the inside of the number plates there is a triangle shaped snorkel piece that sticks into the airbox. Using a heat gun or a torch, lightly heat up the plastic to soften it a bit (don’t melt it!) and take a sharp razor knife and cut the snorkels off flush with the inside of the plates. 

I recommend doing this at the track, in between motos so that you can feel the difference, but if you can’t doing it at home will be justified on the track, trust me. Just taking the bike off the stand and starting it, I already noticed improved throttle response and a quicker/freer revving engine character. On the track you will feel improved power across the RPM range. Coming out of corners the bike pulled longer and gave me a slightly more exciting feeling. 

While I had the side plates off I noticed the stock airbox seems very closed off. Almost like something you’d see on a trail bike.Once again, with a heat gun and a razor knife and a little patience I opened the airbox up a ton. I cut around the outside edges along the subframe and the front edge where the number plate attaches. Make sure to leave enough plastic on the front edge so the tabs on the number plate still have somewhere to lock into. On the track I noticed another significant improvement to throttle response and it overall an improvement in pulling power across the whole rpm range. This Suzuki is starting to wake up a little and I have yet to spend any money! Winning! With almost any kind of mods you’ll have some downsides. Opening up the airbox is a big improvement on the track, but you will notice your bike is a bit louder (more intake noise) and your air filter will get dirtier a little sooner on sandier tracks. Unless you’re lining up at a Supercross, sound is probably not an issue for you so I didn’t work about it.

The next obvious choice for me to make that did cost me a little was to install a FMF Factory 4.1 full system. The FMF is much lighter than the stocker and improved bottom to mid pulling power. I didn’t notice any major improvements in top end/over-rev, but the FMF was another step in the right direction towards getting some more meat inside the the RM-Z250’s engine. 

With only these two mods the RM-Z250 makes me smile a lot more than when I picked it up from Keefer. Stay tuned for more tips/tricks and mods as I dive into the suspension as well as inside the motor on the next installment of project yellow zook. If you have any questions about the Suzuki RM-Z250 you can email Kris at kris@keeferinctesting.com and he will make sure to pass it on to me. 

2020 KTM SX-E 5

Electric motocross technology is not anything new. It has been in the off-road world for quite sometime, but getting one of the major five manufacturers to get on board with it has been somewhat difficult. Until now… My son’s first two wheeled motorcycle was an Oset electric trials bike and that proved to be the best decision Heather and I could have ever made. It taught him technique, balance, and he could ride it in the backyard everyday after school. It gave him something to work hard for at an early age as well as something that was accessible to him everyday similar to an after school sport. This is why I think electric technology is important for the growth of our sport! Not hurt it! We let a couple youngsters spend some quality time on the KTM SX-E 5 and here is what we found out…

The 2020 KTM SX-E 5 is not just cool because it’s electrically powered, it also has a ton of ergonomic adjustability. We will get to the electric portion in a minute, but the big news is how adaptable the KTM SX-E 5 is to different sized riders There are two seat-height positions, but that’s just the start of the adjustability. The standard seat height is 26.1 inches. From there, the seat and surrounding bodywork can be lowered to 25.2 inches. The next step is changing the upper mount for the shock and raising the fork legs in the triple clamp. That drops the seat to 24.2 inches. A KTM PowerParts kit can lower the suspension, moving the seat height down to 22.0 inches, giving the 2020 KTM SX-E 5 a seat height range of over four inches. Furthermore, KTM offers a handlebar mount kit with five different heights, so the ergonomics are fully customizable to your little one. Finally, the tapered aluminum handlebar is narrower at the grips, making it easier for kids to hold on with their little hands.

The downside to having too much fun? Waiting for the KTM SX-E 5 to re-charge.

The adjustability of the 2020 KTM SX-E 5 is important because the motorcycle is designed for the long-haul. Rather than having it for one year and then selling it because it’s too small for your little one, you can keep it and have it grow with your child. Two-stroke motors and clutches are expensive and I know this first hand. They also require constant attention, especially if you have an aggressive racer on your hands. The SX-E 5 is virtually maintenance-free. The only scheduled maintenance is the replacement of a bearing on the output shaft. Not only does this save you money, it also means that dad doesn’t have to be a great mechanic for his kid to go racing.

 The 2020 KTM SX-E 5 retails at a costly $5049 and we know that’s a lot of dough for a little machine. KTM tells us that they anticipate that a year of riding and racing an SX-E 5 will be less expensive, including the purchase price, than the $4349 KTM 50 SX two-stroke. While KTM didn’t give me exact numbers, they did make a valid point on maintenance costs. Engine and clutch rebuilds are a thing of the past, as are race gas, two-stroke oil, transmission oil, as well as replacing smashed pipes. The SX-E 5 also has the high-quality disc brakes, tires, pegs, and other features of the 50 SX.

 The electric motor is as adaptive as the ergonomics for different young riders. KTM gave the 2020 SX-E 5 six different power modes. The least powerful mode—1—barely lets the SX-E 5 roll much above a slow walking speed and is extremely docile. From there, it steps up until mode 6, which is definitely very fast. A dongle allows the parent to control mode levels adjustments, though doesn’t function as a key to make sure the motorcycle isn’t ridden outside of prescribed times.

 There is a noticeable difference between each ride mode. Our young girl tester didn't need any more power than what mode 3 offered, but our more experienced younger boy test rider liked mode 4-5 the best. Get two experienced kids together on SX-E 5s, and they will be constantly begging their parents to move up the mode to a faster setting, but it’s up to you to tell them “take it easy”. Let them master each mode. I like to let the kids “graduate” from each mode like they are in school. Pass that grade, move up to a stronger engine setting. Give them a goal!  

The customizable chassis features high-end WP XACT suspension units. This is a racing motorcycle, so the suspension is fully adjustable at both ends. The fork legs have air springs, and the shock gets a piggyback reservoir. Watching the kids tear around the test track, it was clear that the long-travel units—8.1 inches in the front and 7.3 in the rear—seem good enough. We didn’t have a chance to adjust them to see how plush they can be made to hard core racers, but it seems like what is there is good enough for most.

The motor is powered by a KTM Powerpack LV 0.9 battery with 84 lithium-ion cells. We ran the battery down several times and it lasted the kids around 22-25 minutes of ride time. Each track we tested at was on hard pack to intermediate terrain. The slower the rider the longer the lifespan. Our girl tester ran the SX-E 5 for more than 40 minutes, but that was Emerie’s first time on the bike. Charging times are critical, and the Powerpack can be loaded with electricity reasonably quickly. In 52 minutes, the battery can go from no charge to a 75% charge. It will take another 25 minutes to get a full charge. 

Although KTM doesn’t promote the battery to be swappable at the track, we’re told it only takes 10-15 minutes to swap batteries. If the 2020 KTM SX-E 5 is being used for enduro or trail duties, dad could bring a spare battery in a backpack and double the range. The battery isn’t cheap, though, with an MSRP of $850.

A considerable advantage to the 2020 KTM SX-E 5 is the ease of use and less intimidating to youngsters. The 50 SX racer is a kickstart motorcycle, and that can be a hassle, especially in the case of a fall and a resulting flooded carburetor. The SX-E 5 is quiet and doesn't have that obnoxious 50 two-stroke twang. The SX-E 5 is always ready to go. Should the rider go down, the motor shuts off, and there’s a simple reset needed to get going again. A wrist lanyard acts as a kill switch as well.

Our testers liked the power delivery more than the gas powered 50 and relative silence of the KTM SX-E 5. Unlike adults who develop prejudices as they go through life, kids just hop on the SX-E 5 and have a great time. Each tester had huge smiles when they got off the SX-E 5 and told us they felt faster. The 2020 KTM SX-E 5 does everything you expect a motocross machine to do. It jumps well, corners, has good ergonomics,, and has a feeling that gives young riders confidence. Each of our testers loved the lightweight feel, but complained when they had to wait for the SX-E 5 to charge. Shocking that kids are impatient!

Test Rider Opinions:

Name: Emerie Sutherlin

Age: 8 years old

Height: 3’9 

Weight: 63 lbs

Skill Level: Beginner

Emerie started riding at 3 years old on a PW50. Her next bike was the KTM 50 SX Mini and she currently rides the KTM 50 SX. She has raced 6 off-road races and rides regularly with her dad at the local MX races.

Emerie’s first ride on the KTM SX-E 5 was at Glen Helen Raceway. She felt right at home on the bike immediately and improved her lap time in comparison with her gas powered bike. Her immediate feedback was that the bike felt fast and smooth in comparison to her normal bike. She also liked that it was quiet which made it feel less intimidating.

She felt the bars and front end felt more loose and less stable going into the corners. She also commented that the bike would drop into jump faces and holes more than her bike. Little does she know she is already commenting about suspension feel.

She also was commenting that it was a long process to start the bike (this might be referring to waiting for the battery to charge as she got on after another rider). She is grateful for the experience and can’t wait for the next ride.

Myles Abbott: 

Age: 9 years old

Height: 4’3

Weight: 66 lbs.

Skill Level: Novice

First thing he said after riding “omg I love it!!”

Positives:

-He really likes light weight feel

-Said it’s really fast top speed

-Likes how quick it is out of corners

-Mostly rode power 4-6

-Rode in power 6 once used to it, said it’s really aggressive especially out of corners 

-Overall easy to ride and control compared to his old KTM 50SX

-Suspension action / handling 

-Mentioned small feel compared to CRF110F

Negatives:

-Touchy brakes 

-Rear brake pedal too close 

-Wishes the battery lasted more than 30 min 

-Keeps asking if it’s done charging yet lol

SPECS:

MOTOR:

• Type: BLDC w/ outer rotor

• Maximum power: 6.7 horsepower @ 3200 rpm

• Maximum torque: 9.6 ft/lbs @ rpm

• Maximum motor speed: 6000 rpm

• Transmission: Clutchless direct drive

• Final drive: Chain

BATTERY:

• Type: KTM lithium-ion

• Capacity: 907 Wh

• Charger: 900 W

• Charge time to 100%: 70 minutes at 25 A

• Charge time to 80%: 45 minutes at 25 A

• Input: 110 V or 220 V

CHASSIS:

• Chassis: Steel frame w/ aluminum swingarm

• Handlebar: Tapered aluminum

• Front suspension; travel: Fully adjustable WP Xact air-sprung 35mm inverted fork; 8.1 inches

• Rear suspension; travel: Fully adjustable WP Xact PDS piggyback-reservoir shock; 7.3 inches

• Rims: Aluminum

• Front wheel: 12 x 1.5

• Rear wheel: 10 x 1.6

• Tires: Maxxis Maxxcross SI

• Front tire: 60/100 x 12

• Rear tire: 2.75 x 10

• Front brake: 160mm disc

• Rear brake: 160mm disc

DIMENSIONS:

• Wheelbase: 40.6 inches

• Rake: 24 degrees (22mm triple clamp offset)

• Seat height: 26.9 inches (adjustable)

• Curb weight: 89 pounds

2020 KTM SX-E 5 Price:

• $5049 MSRP

2020 Yamaha YZ250F Top 5 Mods

Written By Michael Allen And Kris Keefer:

The YZ250F is one of the best 250 four strokes in class for 2020, but that doesn’t mean it can’t be made even better. Here are five easy and relatively inexpensive modifications that will make you love your 2020 YZ250F even more. 

1. Keefer “Free Feeling Map”: The mapping comes with Yamaha Power Tuner App is a great starting point to experiment with, but we have created a map of our own that we have fallen in love with. The “free feeling” map takes the superb torque feel and tailors it to make the bike feel free-er on de-cel. This “Keefer Free Feeling” map below gives you less pitching on de-cel coming into the corners and also made the Yamaha feel lighter through mid-corner, which helped cornering as well as change of direction. We felt like the YZ250F could give up a small amount of torque to achieve a stronger mid-top end, but with less chassis movement on or off throttle. Try this and tell us what you think? 

2. FMF 4.1 Titanium Muffler System: Although the stock exhaust is VERY hard to beat in terms of performance, it can get a little raspy once the hours start adding up. The FMF 4.1 system gives the bike a throaty tune and a factory look, but with a tunable engine character. We have found that running the system without the spark arrestor insert takes away too much back pressure, which causes the YZ250F to lose some of that bottom end power we come to love out of this bike. We prefer the system with the spark arrestor installed because it helps keep most of the stock bottom end, keeps the YZ250F quieter the bike, and can even make it legal to ride on the trails. 

3. Works Connection “Titan” Skid Plate: Mostly because we like off-road as well, but also because we believe all bikes should at least come with them. Let the consumer decide if he or she wants the skid plate on or off. We are sure it comes down to cost, but we can dream right? I mean Honda does it! Works Connection has been in the protection game for a long time with aluminum skid plates, but recently have now offered a composite piece. We prefer composite because it slides over obstacles easier than aluminum and doesn't affect the chassis negatively out on the track. In addition to having less friction, the composite has more flex that can allow the skid plate to slightly distort when hitting an obstacle and still be able to flex back to its original shape, as well as allow the frame to flex correctly under loads. The WC Titan skid plate is easy to mount, offers great protection coverage, and is one tough SOB.

4. Fire Power Battery: It’s no secret that a couple of our YZ250F’s had a slight issue with dead batteries and Fire Power has just the thing to alleviate this problem. We have had two stock Yamaha batteries that left us stranded so it was a no brainer to install an aftermarket Fire Power. Although it doesn’t necessarily make the bike start a lot easier, it never died on us, which is key. On top of that the Fire Power comes in at $120, which isn’t bad when you look at other competing batteries on the market. Although the difference is very little, the Fire power is also slightly lighter than your stock YZ250F battery. We are talking a couple ounces, so don’t freak out. 

5. Works Connection EZ Build Elite Perch:  Although technically speaking there is nothing wrong with the clutch pull on the 2020 YZ250F, there is nothing better than the feeling of a WC clutch perch and lever. The stock perch and lever have a quick adjust but while riding it’s not the easiest to adjust on the fly. With the WC assembly it’s much easier to roll the adjuster wheel with your palm without having to be super accurate. We feel like the clutch engagement is slightly better and less on/off feeling with the WC Elite system. On top of looking bad ass, the WC clutch perch is much easier to take apart and clean/lube than the stock clutch lever. Having a sealed bearing on the lever pivot makes for a much longer lasting, smooth pull, over the stock lever, which is just a greased bolt through a hole.  

Bonus Tip: If you want a little more hold up in your fork, but want to keep the comfort of the stock valving simply add 5cc of oil. By adding just 5cc’s of oil you will get a little more hold up, slightly less pitching under hard braking, and give you more front tire traction without pushing. Sometimes we feel the fork is too low when diving hard into corners causing our front end to wash out (especially on flat corners). 

Bonus Tip #2: You can also try chucking the Bridgestone X20 front tire for a Bridgestone M59 front tire. I stumbled across the M59 by chance, recently tried it and found it to be really good on lean angle/under load. The carcass of the M59 holds side loads better than the X20 or X30 and gives the YZ250F a more secure feel when under lean. I have not had enough time to rate the reliability, but so far the performance is better than the X20. If you’re one of the guys that complain about the YZ250F not cornering well then try this tire before you piss and moan.

If you have any questions about the top 5 mods you see here feel free to send an email to michael@keeferinctesting.com or kris@keeferinctesting.com. We are happy to help. 

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