How A Man Rekindled His Fire For Dirt Bikes Through A Suzuki RM-Z450

Written By: Preston Jordan

Disclaimer: The only thing with two wheels that I am proficient with is a household dolly. Do not take my words as gospel, I’m just a fortunate, below-average rider who was given an opportunity to tell you all about my experiences. Take it or leave it, this is my experience and opinion… nothing more, nothing less! We all know how weird people can get when faced with a difference in opinions and beliefs. 

Get yourself a beverage and delicious snack because this is going to be a long-winded, overly detailed article about my journey back into motocross on a bike that I discovered I actually never knew anything about. I guess I should start with a little history… The last bike that I owned was a 2014 KX450f, which was a great bike, zero complaints. In fact, I loved Kawasaki’s so much that I bought three KX450fs in a row and never really bothered to give any other manufacturer a chance to take my hard-earned money. I spent years of my life messing around at local tracks on weekends with friends, but as time passed, things changed, and my passion for riding began to fizzle out. After just about all my regular moto friends either got hurt or started families and quit riding, the last bike that I owned basically just collected dust in my buddy Bryan Buchanan’s (co-owner of ERA Moto) garage. After a while of not having anyone to ride moto with anymore, riding by myself became stale and boring, so rides became few and far between. 

After Bryan loaned me an extremely outdated 1990’s mountain bike and took me out to a local MTB trail network, I quickly became hooked. This newfound sport quickly became an obsession, resulting in a quick transition from motocross to mountain biking. Not long after that first MTB ride, I decided that it was time to take the final step and sell my hooked up KX450f while it was still worth any bit of money. After pocketing a decent amount of cash for my bike, I used some of the proceeds to help get my first mountain bike in February of 2018. I knew that I probably wouldn’t be able to afford to get a new bike ever again, but I decided to take the plunge anyway. Since then, I have spent just about every free weekend of my life riding my mountain bike and I am still just in love with MTB as I was after that first ride at Greer Ranch in 2018. Mountain bikes helped fill that void that grew when riding motocross fell out for me. In fact, I almost immediately lost interest in riding motocross and didn’t put much effort into getting back out riding.

The last time I rode a dirt bike was at the 2019 KX450f media intro at Pala Raceway in June of 2018. I literally did a lap or two on the vet track then handed the bike right back to the people at Kawi… I thought that ride was it for me, the end of my time riding motocross. I didn’t really enjoy it that much because I just felt extremely uncomfortable. Fast forward to December 2021; I got a FaceTime call from Keefer stating that he had a girl that he wanted to hook me up with. Anyone who knows Keefer would understand why I took the comment completely seriously. I immediately tried to shut the entire situation down, thinking I was getting tossed into an awkward situation that would make some other random stranger just as uncomfortable. He told me that girl he was talking about was sitting in his garage, so he walked outside to give me a glimpse… What was sitting there waiting for me was a beautiful new 2022 RMZ450. After a brief talk about what he expected out of me if he gave me the opportunity to borrow the bike, we discussed a timeframe to come by and grab it. Just a week or two later and I was on my way up to Hesperia to take temporary possession of a dirt bike for the first time in a few years; to say that I was excited to have the opportunity to ride again is an understatement.

Up until this point, I had only ridden a Suzuki one time before, which was right before the Keefer Inc. 450 shootout back in 2017. My initial impression of the 2018 RMZ450 back then was that it was incredibly stiff! I could feel every single bump on a somewhat smooth Racetown 395/Sunrise MX track, which led to me hopping off it prematurely. To be fair, I also immediately noticed that it turned like an absolute dream. No matter how far you leaned it over, it never felt like dead weight that wanted to just continue falling to the ground. Suzuki’s have long been known for their flawless cornering capabilities, but outside of that, a lot of people have negative things to say. I never gave the bike a chance to see if some of the hate they got was warranted, and that lies solely on me.

I really didn’t know what exactly to expect when I picked the bike up from Kris, but to be honest, I wasn’t expecting too great of things out of it for the rough trail riding here in the desert based off the stereotypical Suzuki comments that I always saw across social media and my single experience with the rigid frame when I rode it at Racetown 395/Sunrise MX. If it felt a bit harsh on the smooth track that I rode it on, I figured that I wouldn’t be able to handle it in the open desert. Regardless, I was offered a new bike to ride so who am I to have a preference of what bike I’m being handed to ride? I’m a below-average rider who was given an insane opportunity so Keefer could have given me a Cannondale MX400 (they make incredible mountain bikes nowadays, btw) and I still would have been just as happy and appreciative. I was loaned a current year, fresh 450 and that had me extremely excited to be able to ride again.

After Keefer got me set up with the bike and some gear, I was just about ready to get out and ride. I knew (and still know) that I had no business on a track, so I decided to keep it local and ride trails where I live to try to get somewhat comfortable again. I still hope to ride Cahuilla MX again before Suzuki or Keefer asks for this thing back, but I have no interest in rushing to get back out there, only to get myself or someone else hurt because I had no business out there yet in the first place. I hit a local motorsports store where I live to get the rest of what I needed so within days, all that was left was for me to do was ride the thing.

My first ride back was an interesting one, to say the least. I was surprised at how foreign it felt! A few years off had me feeling like a complete beginner all over again. My braking points were embarrassing, my balance was bad, I was staring at the front wheel the entire time, etc. Not to say that I wasn’t doing that when I used to ride a lot, but man did I feel out of sorts. I knew it would be bad, but I had no idea it would be this bad. Regardless, I knew that only time would help fix this mess, so I soldiered on for more local trails to try to dust off some of the endless cobwebs.  

As soon as I got onto a familiar trail, I decided to open the bike up. To my surprise, I discovered how quick the Suzuki 450 is. I wasn’t expecting the bike to get up to speed as rapidly as it did, and I did not remember my last 450 feeling this quick! I decided that I needed to back off a bit and get more used to the bike before I found myself at the front door of a local ER. I spent the rest of the ride putting around and learning some of the characteristics of this uncomfortably speedy 450. 

After a few more rides on the RMZ, I got more comfortable with it and started to figure out why I initially felt the way that I did about the speediness of the bike. The power delivery of the Suzuki is laughably smooth! When you crack the throttle, it doesn’t just yank out from under you and unsettle your body weight… the power rolls on gradually, which helps keep the rear wheel tracking. I wanted to see if the bike felt this way throughout the entire range of the motor, so I would purposely lug around in a higher gear then drop the clutch and roll on the throttle. Every time, the bike would hook up and take off without the rear wheel feeling like it was ever breaking free. Insane traction out of a motor this beastly in stock form! For someone like me who hasn’t been on a bike in years, the incredibly smooth characteristics of the motor was more than welcomed and a breath of fresh air. 

If a smooth motor isn’t your thing, there’s good news! Although not solely unique to only Suzuki’s, I appreciate the ability to swap out couplers and/or do your own custom mapping on the RMZ450 using a simple phone app to tweak the motor to your own special preferences. This comes in handy when you want to set up maps for specific tracks that you ride, or if you don’t like the feel of the motor in its stock form, you can change the delivery of power to suit your needs. The ability to customize is always nice and the simplicity of using an app makes it that much cooler. Personally, I’ve been riding the bike with the stock black coupler, and it is easily more than enough for me right now. If I still have the bike for a while and feel it might be fun to mess around with after I feel comfortable riding again, I may mess with some of the tuning someday, but for now, the motor feels incredible in stock form! Zero complaints.

The bike feels extremely comfortable to sit on and I felt at home with most of the ergonomics just about immediately. The only major slip up that I had was with the controls… more specifically, the brakes. I didn’t think it would be an issue, but I almost earthed myself more times than I’d like to admit from grabbing a fistful of front brake, mistaking it for the rear brake like my MTB! After about 5 times of almost losing the front end, I started to figure it out. The bars are also quite a bit narrower than my mountain bike bars, but I was able to adapt to that relatively quickly. I didn’t get the feeling that I was sitting on the bike as much as I did sitting in the bike, if that makes sense; more sitting in a pocket than just on a flat bike. This feeling of comfort coupled with the incredible cornering characteristics of the bike really makes for an easy riding bike! Truly, just about everything in stock form felt almost perfectly set up for me, helping lessen the uneasiness of me feeling like I was about to die every other second. 

Don’t get me wrong, although the bike is extremely comfortable in stock form, not everything is rainbows and sunshine for me. There were a few negatives that I noticed, but they’re small and nitpicky so likely a nonissue for the average rider. The biggest negative that I felt right off the bat was the twitchiness of the front end in small chop and braking bumps. The front end felt very nervous in small and successive bumps, but oddly felt nice and composed in larger rollers and whoops. I figured this out the hard way when I went to pin it through a rough straight and almost had the bars yank out of my hands, like complete speed wobbles. I can’t fault the inherent characteristics of the Suzuki for this issue, as I figured that it was simply a setup issue with the spring fork. I went riding with a local buddy of mine, Zack, who has learned a ton about suspension over the years and recently started doing his own valving, so after some discussion, we made some very minor adjustments to try to get me more comfortable. After just a few clicks of rebound adjustment up front, the bike felt night and day better, although it still gets a little nervous in similar conditions from time to time. The front end feels way more manageable after those few clicks of adjustment, and I may dial more things in later down the line, depending on how long I have the bike. 

If you’re willing to take the time to set your bike up correctly for yourself, I’m sure what I was feeling would be a nonissue or something that could easily be fixed with a simple revalve from your preferred suspension shop. Again, I will say that although I did have an issue with successive small chop, the suspension felt pillowy soft through everything else. I’ve had nicely valved suspension on previous bikes, and none felt as comfortable and predictable as the stock suspension on this thing does. If put in words, the only way that I can describe it is an old Cadillac… it soaks everything up well!

Another personal gripe is how thin the bike feels around my knees. I know that most people like a thinner bike because it feels more nimble and more maneuverable, but I felt that this bike was a just a wee bit too thin for my liking, making it quite a bit harder for me to grip the bike. I feel like the only thing I can do to grip the bike is always squeeze tightly with my ankles, since the bike is widest at the cases, making it a bit more difficult to grip the seat with my knees unless I turn my toes way in for an unnatural feel. This may be another nonissue though since I sold my knee braces a while back and am currently just using knee pads. If I currently wore knee brace, this would likely be unnoticeable. I plan to get knee braces in the somewhat near future so I might be singing a different tune soon. These last few little nitpicks were my only complaints… I might discover more in the future, but so far everything else has been solid.

So, it has been a few weeks since I’ve started riding again and it has definitely been a bit of an eye opener. I am still hilariously bad at riding a dirt bike and I am absurdly sore since tons of my muscles haven’t been worked this hard in years, but I am enjoying every single bit of getting back into it! Even though I am still laughably bad at riding anything two wheels, I feel like being on mountain bikes this entire time has helped the transition back into dirt bikes. Things that I have learned from mountain bikes have helped me with riding a dirt bike and made things not so foreign. On the same note, I feel like riding a dirt bike will absolutely help me with riding a mountain bike. When the time comes to hand the RMZ450 back over, I feel like I will have gained a lot from the opportunity! 

To sum this overly and unnecessarily lengthy article up, the Suzuki is a fantastic bike, and not just for people getting back into the sport like I am, but for anyone looking for a solid bike with a plethora of positive characteristics. I still hope to be able to ride a current model CRF450 and/or KX450 someday to see what differences I am capable of noticing, but for now, this bike has really opened my eyes to the Suzuki 450’s capabilities. I can admit that after combining my first experience riding a Suzuki with all the social media hoopla, I also developed a lack of interest in trying a Suzuki for any extended amount of time. After having been able to ride this one consistently for a few weeks now, I’ve come to realize that I am the idiot that I always knew I was… this bike is honestly way better than I was expecting. I have no reason to lie to any of you naysayers… this bike is probably A LOT better than you might think it is, too.

 If you’re on the cusp of grabbing a new RMZ450 but are unsure because of the comments that you read online or hear from strangers at the track, my personal suggestion is that you should probably ignore others’ opinions (mine, the stranger included) and give one a try! You never know, you may end up just as pleasantly surprised as I am. This bike has given me the itch to get back into moto and as soon as I am financially able (hopefully within this lifetime), I will be getting myself a new 450. Who knows, it might even be a Suzuki. If so, I hope to bring you more lengthy reads in the future. Thanks for the endless opportunities, Keefer!

TLDR: Suzuki’s are probably better than you might think they are, dirt bikes and mountain bikes are just about equally as fun and beneficial to each other, my entire body hurts, extreme sports are expensive.

Optional 2021 RM-Z450 MX Tuner 2.0 Aggressive Map

If you’re looking for a little more pulling power out of corners and more mid range pull from your 2021 RM-Z450, try this map out on your MX Tuner App.

2020 Suzuki RM-Z250 Test

No Suzuki didn't change anything on the RM-Z 250 in 2020, but that doesn't stop me from giving you some on track testing info on what it’s like to ride. I recently picked up my 2020 RM-Z 250 test bike and went out to a few tracks to get a re-fresher course on what it’s like to ride. If you want know what Suzuki changed from the 2018 to 2019 version you can click here to get the details: https://www.keeferinctesting.com/latest-news-1/2019/5/23/2020-suzuki-rm-z250450-photosspecs

Engine: The 2020 Suzuki RM-Z 250 engine has great bottom-mid range power, but loses its luster up on top end/over-rev. From 0-15% throttle opening the Suzuki is one of the snappiest in the class (next to the Yamaha), but pulling power after the corner is not its strong suit. The tighter the track I tested at the more I liked the engine character. The longer more flowy tracks is something that will take some work on your part (the rider) if you’re riding a Suzuki. If you can learn to short shift the 2020 RM-Z 250 your lap times will drop, but if you try to rev the Suzuki like a Honda CRF250R you will not want to look at the times when you pull in. You will have to work this yellow bike like a rib to get the most out of it on the track. If you’re looking to get more out of the RM-Z 250 engine look towards JGRMX. They make a kit for the Suzuki RM-Z 250 that really wakes up the mid-top end power. Read about it here: https://pulpmx.com/2019/06/19/keefer-tested-jgrmx-stage-2-kit-for-rm-z250-450/

Couplers: The Suzuki still comes with an easy-to-use, plug-in fuel couplers that change the engine mapping. The white coupler is the most aggressive off the bottom and gets the rpm to rev through their range faster (more free feeling). The grey coupler runs dirty (rich feeling) and makes the Suzuki feel smoother on low RPM. I preferred the white coupler at all tracks I tested at. 

Suspension: If you’re a heavier rider you will like the stiff natured suspension that the Suzuki comes with. I would have thought that Suzuki would put softer springs in for 2020, especially with all the complaints about the stiff 2019 suspension, but that didn't happen for some reason. I did manage to try a RM-Z 250 with one step softer springs and it was much more compliant and helped the Suzuki’s stiff natured chassis feel on rougher tracks. I am a 170 pounds and the fork is too stiff on de-cel and deflects on small chop. The rear of the bike lacks rear wheel traction because of the high/stiff rear end feel so dropping your sag to 108mm can help you get some extra bite under acceleration. When you get a guy like Adam Enticknap that weighs over 185 pounds and loves the stock RM-Z 250 suspension, you know it’s sprung way too stiff. Supercross guy = Loves stiff set up. 

Best Settings:

Fork: 

Spring rate: 4.9 N/mm 5.0 N/mm is stock

Compression: 12-13 clicks out 

Rebound: 11 clicks out

Fork Height: 2-3mm

Shock:

Spring rate: 50 N/mm 52 N/mm is stock

Sag: 108mm 

Hi-compression (blue): 12 clicks out

Lo-compression (silver): 11 clicks out

Hi-rebound (bottom of shock): 14 clicks out

Lo-rebound (red): 15 clicks out

Make your life and your ride more enjoyable by sticking softer fork springs in your RM-Z250 (if you’re 180 pounds or less).

Chassis: The Suzuki chassis inspires confidence through corners (once softer springs are installed) and I was able to carve insides like they were going out of style. Unlike the RM-Z450, the RM-Z250 is the king of cornering in its division. I am a front end steering rider and the Suzuki accepts riders that love to carve corners with their front end. Straight line stability is slightly twitchy with the stock springs, but becomes much more friendly once the softer springs are installed. On paper the Suzuki isn't the lightest on the scales, but the bike feels light and playful on rutty type tracks with the snappy throttle response. I think this RM-Z250 chassis could be great choice for a novice rider looking to help his/her cornering. 

Brakes: Suzuki’s Nissin brakes are very good and are as good as the other Japanese manufacturers. The front brake has enough control to it that you’re able to drag the front brake in shallow ruts, without the front wheel locking up. The rear brake doesn't lock up and will not squeak if you’re a brake dragger. I abused the rear brake on one specific track/test day with a lot of hills and they did not fade/squeak in a 30 minute Moto. 

With the Suzuki finishing in the bottom of most media shootouts this year, does that mean you need to disregard the RM-Z250 altogether? Hell no! This bike is a fun bike to ride/race under the helm of the right rider. If you’re looking to improve your cornering and ride tighter 2-3rd gear type tracks, the RM-Z250 is a great choice once you drop some lighter springs in it. Maybe you’re looking to get a new 250F and DO NOT want to spend over 8K? You can get a 2019 Suzuki RM-Z250 for less than 7K at some dealerships! Boom! My son Aden is on a 125 two-stroke, but loves the Suzuki’s RM-Z250’s fun power with excellent cornering capability, for his nervous novice throttle hand. Suzuki makes a good bike so don’t believe every shootout you read. 

Positives: 

• Bottom End Power

• Cornering Capability

• Pricepoint

Negatives:

• Lack Of Top End/Over-Rev

• Stiff/Harsh Suspension

• Chassis Has Stiff Feel On Rough Tracks

"Top 5" 2019 Suzuki RM-Z450 Mods

Not everyone wants to “add” parts to their new dirt bikes, which is fine, but for those that must tinker, we put together a “Top 5” must haves that we would recommend. We will be doing these “Top 5” articles with all of the new 450F/250F machines and will be splitting the information up between pulpmx.com and keeferinctesting.com. These mods are recommended, by us, through countless hours of testing. If you don’t find a specific aftermarket company that you prefer in this article, don't fret, email me at kris@keeferinctesting.com and we can talk it out like adults should. Again, we will not push something on you unless we know it works. These mods that are in this article simply work for this specific machine. 

1. Full Or Slip On Muffler System: The 2019 Suzuki RM-Z450 lacks a little bottom end and RPM response, so in order to get a little more of that the easiest thing to do is throw on a slip on or full muffler system. I am not going to sit here and tell you that you NEED a Pro Circuit Ti-6 system like the one that is on our test bike, but Joe Oehlhof (our test rider) says that the PC did help the lethargic feeling somewhat. Our “Average Joe” tester is no bullshit so I stand behind his findings. The PC system didn't “wow” us for initial RPM response at first, but we installed the insert into the muffler and that helped back pressure enough to create some more throttle response. Joe and I both liked the insert in for increased bottom to mid range throttle response without losing much top end pull. Installing this PC system helps with coming out of corners and also helps the Suzuki’s recovery time. With the stock system the recovery time out of corners (if you were a gear too high) was embarrassing for a 450cc machine. It would be hard to get back into the meat of the power forcing you to downshift and then immediately upshift, in order to get moving again quickly. With the PC system the rider can fan the clutch lever a couple times (in the higher gear) and it helps get the Suzuki on down the track in a quicker manner. The PC system is a step in the right direction for bottom and mid range pull. It doesn’t help or negatively affect the top end at all. Yes, we would still like a little more to make us happy. But wait… It does get better… Keep reading… www.procircuit.com 

2. Ride Engineering Link: Simply installing the Ride Engineering link helped balance the RM-Z out on de-cel. If you’re running the stock suspension (valving/springs) this simple mod will help the RM-Z from wanting to transfer its weight towards the front end. The RM-Z450’s BFRC shock is known for unloading on de-cel (or riding high off throttle) and that can cause oversteer (knifing) on entrances of corners. Once you install the longer Ride Engineering link arms on the Suzuki it will settle down on de-cel and not pitch towards the front end as much. Running the sag at 107mm (fork height 4-5mm) with the link arm will alleviate some of your balance issues on the #RMaRMy. www.ride-engineering.com 

3. Vertex Hi Compression Piston Kit: Installing a 13.5:1 Vertex piston kit helped get some added excitement out of Suzuki’s bottom to mid range. Stock compression is 12.5:1 on the RM-Z450, but bumping the compression up to 13.5:1 allows for us to still run pump fuel safely. Where you will notice the added pull is on deeply tilled tracks or soft tracks that force the rider to get on the throttle harder. The Suzuki now feels a little “spunkier”, “livelier”, and “more fun” to ride. It also helps the chassis feel lighter when the track is tighter or when it gets rougher. It allows the rider to “pop” over bumps and makes the Suzuki feel a little more playful. www.vertexpistons.com 

4. Hinson Clutch Kit (Basket, Pressure Plate, Inner, Fibers, Steels, Springs): The stock clutch fades quickly during motos and the clutch lever actuation (engagement) is very narrow. Once the Hinson clutch kit was installed the feel of the clutch was more positive and less vague. The Hinson also took the improved bottom end we got from the muffler/piston and transferred that power better to the rear wheel. The stock mushy lever feeling was gone and a slightly stiffer firm feel replaced it. However, it wasn’t a “Honda hard pull” feel, just a slightly firmer/more positive than the stock Suzuki pull. We have been riding with the Hinson clutch for over a few months now and that feeling hasn't changed one bit. We also have to change our clutch plates less as the Hinson set up doesn't get burned up as quickly. www.hinsonracing.com 

5. FCP Engine Mounts: If you still feel like the chassis is stiff during your late motos going to these mounts will help alleviate some of that harsh/sharp feeling through the headtube of the frame. I have tried these FCP mounts on most bikes and although they DO NOT work on every machine, I have found great results with them on the Suzuki RM-Z450. Immediately the front/top mounts got rid of some of the stiff bound up feeling of the chassis and allowed it to settle even more entering corners, stayed planted transitioning through the middle part of the corner, and allowed the suspension to absorb acceleration chop while keeping the rear wheel planted under acceleration.  This was just another improvement from a simple bolt on part that gave me that secure feeling, to allow me to carry my momentum through corners and push the bike a little harder. Note: We tried just the top mounts first (for comfort/straight line stability) and then went to the front mounts for increased cornering (lean angle) ability. Use both for best results… www.fcpracing.com 

2019 Suzuki RM-Z450 "NEED ONLY" Build (Part Two)

OK, so here we go with the long awaited part two of the 2019 RMZ450 “NEED ONLY” build.  As we stated before in part one, this is a damn good bike that just needs a few improvements.  So, in this part of the build we focused on trying to find a little more power, improving clutch feel and durability, and just some bolt on parts to add a little more “NEEDED” comfort.

What: High compression Pro Circuit piston

Why: Simply stated, the bike needed more bottom end power

Conclusion: Once I picked up the bike from Pro Circuit, after they added the high compression piston, I couldn't wait to get it to the track and see the result (we are able to run pump gas as the compression ratio allows us to). I was surprised that such a small change could make a big difference.  The power was improved in all aspects of the power band, not just bottom end delivery.  On bottom end (with stock piston), the stock power was too mellow and the recovery characteristic was poor especially when the track is ripped deep.  This mod improved bottom end torque and recovery was vastly improved when I was in the wrong gear.  If I am being picky, I still want a little more RPM snap, but we may be able to get that with ignition or different mapping (this may be in part three). Surprisingly, the biggest improvement to the power was through mid to top end pull.  I feel like anytime I grabbed third gear, this bike had a smooth yet very noticeable meatier pull up through the top end (compared to the stock piston).  Overall, this Pro Circuit HC piston took a weak stock powerband and made it fun to ride with more than enough power to clear obstacles out of corners or pull you out of deep corners, but kept the rideability and rear wheel traction high. To me the is a “MUST” on this bike to improve excitement factor. Note: Running white coupler for best feeling on track.

What: Hinson clutch (outer basket, inner basket, pressure plate, fibers, plates, heavier springs, and clutch cover)

Why: To improve overall durability and get rid of the vague feeling at the clutch lever

Conclusion: The Hinson family has been making top quality clutch components for as long as I can remember.  In 1997, when McGrath made the switch to Suzuki, he enlisted Hinson to solve his clutch problems with that model, not factory Suzuki. Immediately the feel at the clutch was more positive and less vague before I even made it onto the track.  Once I rode the bike on the track, the Hinson clutch took the improved power that we got from the piston and transferred that to the rear wheel.  The stock mushy lever feeling was gone and a slightly stiffer firm feel replaced it.  However, it wasn’t a “Honda hard pull” feel, just slightly firmer/more positive than the stock Suzuki pull. I have been riding with the Hinson clutch for over a month and that feeling hasn't changed one bit.  The Hinson durability is second to none and the improved feel was welcomed. Editors Note: Also just to give you guys, the reader, more insight on Joe’s riding technique, he is known to be a clutch destroyer. Joe is very hard on clutches and to say that a clutch has made it over a month without changing plates says something.  

What: FCP Engine mounts

Why: Chassis felt a bit rigid on corner entrance, transitioning, and exiting choppy corners

Conclusion: I couldn't remove that small insecurity when entering corners, no matter what I tried with the suspension. I figured it had to be due to the stiffness in the chassis and not the suspension.  Kris Palm approached me at Milestone and bolted on his engine mounts for me to give it a try. Keefer told me that some of FCP mounts have made a differene in the past, so I was curious to see what they would do to this chassis. Immediately the mounts got rid of most of the stiff bound up feeling of the chassis and allowed it to settle entering corners, stayed planted transitioning through the middle part of the corner, and allowed the suspension to absorb any acceleration chop while keeping the rear wheel planted under acceleration.  Another improvement from a simple bolt on part that gave me that secure feeling to allow me to carry my momentum through corners and push the bike a little harder.

What: Pro Taper (bars, grips, throttle tube, front brake lever, clutch perch/lever, chain, sprockets, and hour meter)

Why: To achieve more comfort, adjustability, and durability 

Conclusion: Bars - Once I found the right balance of bar height and bend while sitting and standing, I was happy with the SX Race bend.  

Grips - Working my full time job doesn't allow me to ride as much as I would like. Having the right grips are key and the soft compound 1/3 waffle gave me that cushy feel, allowing me to ride all day with no issues and the grip was excellent.

Throttle tube - The stock plastic throttle tube had a sluggish/slow feeling to it so when we replaced it with the aluminum tube the throttle had a lighter, snappier feel.  Plus it obviously is stronger and more durable in a crash.

 Front brake lever - In addition to looking great with its black color and having a cool Pro Taper cover/shield, the XPS Lever offered great adjustability with the dial to adjust reach and its multi directional folding capabilities kept it from breaking or bending in a crash.  

Clutch perch and lever - The Profile perch and lever offered the same great looks as the XPS front lever, friction free feel, quick adjust star to adjust clutch play, and a nylon sleeve to allow the perch to pivot in a fall.  Additionally it folds in almost all directions further protecting it in a fall and the reach is also adjustable.

Chain and Sprockets - I kept the stock gearing ratio but, opted for the black Race spec front and rear sprockets which gave me increased durability and looks. The Pro Series 520 mx chain gave me that cool gold chain look with minimal stretching and longer lasting chain life. 

Hour meter - The wireless hour meter was literally the easiest part I've ever applied to a bike. Peel and stick, then hit the button for info. It works off of vibration (eaaaaaaasyyyyyyy Keefer) while the bike is running, which led to a few complaints of additional time being added during transport. I live on a dirt road roughly 2 miles from pavement and i have had absolutely zero issues with this. 

Overall I'm happy on this build, as Keefer mentioned, the whole point was to take a bike that consistently finishes towards the rear in the shootouts and show how great this bike can be with a few key improvements. I truly enjoy riding this bike and feel a confidence i've been missing since those years where I rode all the time. For the average guy, who may only get to ride once a week or less, to be able to hop on his bike and feel comfortable going fast is priceless. I feel we were able to achieve just that and hopefully this build will help you get that same feeling. Thanks for reading and stay tuned, i have a feeling this build may not be done yet.

Joe Oehlhof

14 year professional motocross racer

Finished 16th in points in 2005 in 450 class

Made every main events in 2005

Best 125 SX finish was Pontiac with a 4th Place 1999

Rode for AM Leonard KTM, Team Subway Honda, WBR Suzuki

2019 85cc MX Shootout

Nothing brings me more joy than watching my son share the same passion that I do for dirt bikes. However making the decision (as a parent) to purchase the correct machine can be somewhat confusing, difficult, and expensive. That is where Keefer Inc. Testing comes in! We decided to do a 2019 85cc shootout for you moto loving parents out there, but also give you some insight on which bike might be best for you and your little one. This was a big undertaking for myself as it’s tough to get kids to open up on how each bike feels, but we can officially say that the 2019 85 MX Shootout has officially taken the checkered flag after three days of testing, over 50 pages of testing notes, eight test riders, and after countless engine hours have racked up on thee little bikes. The tracks we chose to test at were good for a wide range of abilities and wasn't so gnarly that your typical 85cc novice couldn't have some fun. We feel the tracks we tested on were the best tracks (combined with the prep that was performed) that brought out each machines strengths and weaknesses. In doing this we know the information gathered was the most accurate we could offer from our 11-14 year old testers. Below are the final rankings and a brief evaluation summary that were tallied up by using an olympic style scoring. If you want to hear more about each bike, get a much broader breakdown of each machine, and hear from one of the testers, click on the podcast tab to listen to the Rocky Mountain ATV/MC Keefer Tested Podcast Presented By Fly Racing And Race Tech this week!

Check back soon for a “Best Settings” article for each machine and a full photo gallery. We also will be doing some “Living With” articles with a few of these throughout the 2019 year, in order to give you parents some feedback on what is breaking and what you can do to make these bikes even better. Just don’t go all mini parent on your kids! Let them enjoy riding their dirt bikes and having fun with their family and friends. #KeepKidsOnDirtBikes

The 2019 Suzuki RM85 wasn’t available when we had photo day, so look for more action shots of the RM85 when we post up the “Best Settings” article.

First Place: Tie KTM 85SX/Husqvarna TC85

MSRP: KTM 85SX $5,899.00

MSRP: Husqvarna TC85 $5,999.00

Unlike its bigger brothers, the KTM and Husqvarna are identical on paper and most of our test riders couldn't feel the difference between the two on the track, hence why we chose to have a tie for first place. Both engine packages are powerful enough to make even our pro test riders smile. Every test rider underestimated the power of the small but mighty engine, however it wasn't so gnarly that it scared our novice kids. Make no doubt about it though, these are racing that want to go fast. The KTM and Husqvarna have a smoother delivery down low (similar to their bigger four-stroke counterparts), but once both hit the midrange, they explode with a pulling power that gets you down the track in a hurry. Simply put the engines in both of these machines out perform all of the others in class and put smiles on every one of our young testers faces. Heck, I even rode them and it put a smile on my face! I wish I had these engines when I was on minis! The beauty of these motors is if you wanted to tame the power or move it around, you could very easily do so with the power valve adjuster. You can turn the power-valve adjuster on the right side of the engine 1/4 of a turn clockwise, have your little one ride the bike, come back to the pits and turn it 1/4 of a turn counterclockwise (from stock), and have them tell you which one he or she prefers. Doing this makes a big difference in the power delivery, so it’s worth the time and effort to give it a try to make the rider feel comfortable. Plus it’s a good evaluation to test their “test rider skills”. The top end and over-rev is what really sets these engines apart from the Yamaha. The Yamaha is better down low, but once opened up, the KTM and Husqvarna simply out pull it down the straights. You can just hear how much further the KTM and Husqvarna rev out when watching/hearing the kids ride each machine.

The hydraulic clutch was well perceived by each tester and the overall abuse that the KTM and Husqvarna clutches can take is better than the other colored machines. Usually air forks are a nightmare on big bikes, but in the world of small bikes, I don't think it’s as critical. Not one test rider complained about the 43mm WP AER fork and in fact it was easy to dial in for our wide range of testers. We normally stuck with the recommended 5 bar of fork pressure, but dialed it down to 4-4.5 bars for the lighter kids with great success. The KTM and Husqvarna do sit a little taller than the other bikes in the shootout so that is something parents will have to know going in before purchasing. Some of our smaller testers could quite touch the ground when seated, so be forewarned that you may have to lower the seat height for smaller riders. The handlebar bend is tall, wide, has some rise to it, but gives room for riders to grow into. The bar pad that KTM/Husqvarna use are horrible and should be replaced immediately with a foam style pad. The downside to these two machines? Price! They are over a grand more than any other bike in this shootout, so be sure you’re ready to pay for that “Race Ready” motto.

Positives:

Incredible mid-top end engine delivery

Balanced Suspension 

Hydraulic Clutch 

Negatives: 

Lack of bottom end power (compared to Yamaha)

Hard feeling bar pad

Could be tall for smaller riders

Who Are These Bikes For? Riders that want to go racing and ride very aggressively.  

Third Place: Yamaha YZ85

MSRP: $4,599.00

Yamaha came in with a new YZ85 for 2019 and it was well perceived by most testers in our shootout. The engine on the 2019 Yamaha YZ 85 is very strong coming out of corners, but doesn't pull quite as far as the KTM and Husqvarna on top end/over-rev. The Yamaha has more of an exciting hit down low than the orange and white bikes, but just doesn’t have the recovery through the mid range like the front runners do. When some testers made a mistake coming out of corners they had to cover the clutch way more than they did with the KTM and Husqvarna. If the clutch was abused (like some novice kids can do) the YZ85 started to slip and drag during the course of the day. You could hear it starting to slip, so we were forced to change out the clutch plates after our second day of testing. The tighter the track we tested at the more the testers liked the power and RPM response of the Yamaha. It is a very exciting power delivery. The good news is that the jetting is clean and crisp with the Yamaha and comes ready to go right from the crate.

The 2019 Yamaha YZ 85’s suspension has a plush feel to it and to most testers had more comfort (in fork) on braking bumps than the Husqvarna and KTM. However our heavier testers couldn't quite get it to hold up enough for their aggressive style and had to really pay attention to downsiding jumps perfectly. Straight line stability was also praised as testers thought they could hit bumps faster at speed and the Yamaha remained stuck to the ground/planted. Compared to the KTM and Husqvarna though the Yamaha corners a little slower. Entering corners some testers thought it felt tough to lean the YZ85, which forced them to use outside lines more instead of getting into a tight rut. The handlebar bend was well liked by every test rider and the way the Yamaha fit all of our testers was amazing. Simply moving the bar mounts forward or back help create a smaller or larger rider triangle for each test rider. The ground clearance seemed to be just right for the wide range of riders as each felt comfortable right away. If you’re looking for a competitive bike that isn’t a KTM or Husqvarna, look no further than the YZ85. The blue bike should be your top pick simply because it’s a great bike that costs less than the top two machines. With a pipe and silencer the YZ85 could be as fast as the orange and white on top end.

Positives: 

Great bottom end power delivery

Ergonomically fits a wide range of riders

Stable at speed 

Negatives: 

Clutch life

Slightly slower cornering compared to Husqvarna and KTM

Black frame paint chips way too quick 

Who Is This Bike For? Riders who like a lot of RPM response and like to be aggressive on fast tracks. 



Fourth Place: Kawasaki KX85

MSRP: $4,349.00

Fourth place goes to the Kawasaki KX85. The green machine honestly doesn’t do anything bad, but from what we heard from each test rider, doesn’t have any real stand out “this is the best” qualities (compared to the other machines) either. The engine delivery is calculated and easy to ride, which did make our younger/novice test riders more confident in charging around the track. There is no real explosive hit out of corners, but instead the rider has tons of traction at the rear wheel that is exceptional under slippery conditions. The Kawasaki gets pulled through the mid range and top end at faster/deeper tracks and our more experienced riders were just looking for more power throughout the power curve. The jetting comes a little rich so raising the clip up one or two really helped the rich/lethargic feeling on low end. The suspension is plush yet very soft for any test rider over 100 pounds, so if you are on the bigger side, a set of heavier springs and a re-valve might be in order. The lighter/smaller kids that tested the KX85 loved the bump absorption and raved about how stable the bike was for them on rough tracks. The KX85 corners well and to most testers had the best overall cornering stability that allowed kids to push past their limits through fast sweeping corners. The Kawasaki feels longer and lower to the ground, which makes it planted once under a lean angle. The KX85 is tailor made for smaller riders as the bars are swept back/low and the rider triangle is very small. Kawasaki needs to update their bar spec and quality of handlebar as it is dated compared to the others (besides Suzuki) in the shootout. We do know with a little work the KX85 is a weapon of choice for a lot of young amateur racers, but in stock form needs some updates to make it better than the top three. 

Positives: 

Stable at speed

Plush suspension for smaller riders

Rider triangle great for kids coming off of 65’s

Negatives:

Vanilla power delivery

Small cockpit for bigger kids

Soft suspension for aggressive riders over 100 pounds

Who Is This Bike For? Riders that race motocross and grand prix’s that prefer stability.

Fifth Place: Suzuki RM85

MSRP: $4,199.00

The Suzuki ranked fifth, but although the looks of the RM85 look dated, the engine is actually quite good. I would say this is the most underrated/peppy engine in the shootout. The test riders felt the RM85 had better bottom end/RPM response than that of the KX85, but couldn't quite match the top end pulling power that the other bikes ahead of it had. Top end was short and the jetting was also a little rich for sea level riding conditions. We raised the clip up one (leaner) and this helped RPM response a little through the mid and top end range. Once jetting was leaned out most testers thought the Suzuki RM85 had a lightweight feel coming in and out of corners because of the snappy throttle response down low. Lightweight testers didn't mind the mellow mid-top end pulling power feeling, but riders that were over 100 pounds and more aggressive, simply needed more engine. The suspension is soft stock and compliments lighter riders well, but if you're an aggressive or heavier 85cc rider, you will want to get some heavier springs ASAP. The ride attitude of the RM85 on the track was tougher to figure out (with aggressive riders) because most of them complained about the front end feeling low on de-cel. With some of that front end dive though came increased front end traction through corners. Just like most Suzuki’s, the RM85 turns as well as the front runners in the class and likes tight inside lines the most. If the corners are sweeping and long the Suzuki can get a little unstable/twitchy for lighter riders. Straight line stability was well perceived with larger testers and was a little harder to handle with lighter riders. A couple testers complained about vibration coming through the handlebars and the grips hurting their hands. Suzuki desperately needs to update this area of the RM85 as we think these are the same bars that were on Buddy Antunez’s Suzuki when he was an RM80 rider back in the day. Although on paper the Suzuki is heavier it feels light on the track! Even thought the Suzuki RM85 is fifth we think this is a great bike for any local or novice/intermediate racer. My son Aden says this was one of the most fun bikes he has ridden at Milestone to date! Trust me, that says something as he is pickier than his old man.  

Positives: 

Good bottom end snap

Gives riders confidence in tight corners

Lightweight feel 

Negatives: 

Mid-Top end power

Soft suspension 

Dated handlebars and grips (cockpit)

Who Is This Bike For? A lighter novice rider that needs to gain confidence through ruts/corners.  

Best Overall Categories: 

Best Bottom End: Yamaha

Best Mid Range: KTM/Husqvarna

Best Top End: KTM/Husqvarna

Best Over Rev: Husqvarna 

Best Fork: Yamaha

Best Shock: Yamaha

Best Cornering: KTM/Husqvarna 

Best Straight-Line Stability: Kawasaki

Best Lightweight Feel: Suzuki 

Best Brakes: KTM/Husqvarna

Best Ergonomics: Yamaha

Best Shifting: KTM/Husqvarna

2019 Suzuki RM-Z450 “Need Only” Project Build Part One

The 2019 Suzuki RM-Z450 didn't fare well in any magazine shootout this year. Does that mean it should just get shunned and not paid attention to? No, absolutely not. Like I have said in my podcasts before, every bike is good, it’s just up to you on which one is right for you? How much you ride, what type of rider you are, and how fat your wallet is, carries a lot of weight when it comes to purchasing a new motocross machine. The one thing Suzuki has over other manufacturers is that you can get a leftover new 2018 RM-Z450 and even a new 2019 RM-Z450 for much less than any other brand. You can find a brand new RM-Z and save yourself $4000.00! When it comes to saving money, why wouldn't you want to buy a Suzuki! When you got a family, bills at home and maybe a wife that wants something of her own, being able to purchase a $10,000 dirt bike is not really an option. However, when you can purchase a 6-7 thousand dollar dirt bike it becomes more appealing, especially to the wife. 

I wanted to create a 2019 RM-Z450 project build that was only on a “need only” basis. ‘What does the Suzuki need? If you were going to save up some money, after your Suzuki purchase, where would the wise decisions go to? I didn't want this to be a fashion over function type of build, because frankly, not everyone has cash coming out of their asses to spend on meaningless shit for their dirt bikes. The cash people do have is hard earned and not everyone is looking to bling out their ride. Not everyone’s bike is “Too Lit”! Sorry Enticknap, but there are no gold wheels or gold necklaces with this build. If you’re rich then just stop reading this article now because this isn’t for you. I recruited my long time friend and former AMA Supercross rider Joe Oehlhof to help me build this yellow bike. Joe is as blue collar as they come and doesn't spend money on just anything. He left the pro scene, became a San Bernardino County firefighter, got married, and has three kids. He loves riding at a high level, but also knows he can’t be dumping all of his money into dirt bikes anymore. With all of that being said, we wanted to build a Suzuki RM-Z450 into what we feel would be a competitive bike to win a shootout. What would it take? Why did we change the parts that we did? How did it work out on the track? These are the questions that this series of articles will answer. We will continue to evolve this build, but for now here is part one of what, why, and how the 2019 Suzuki RM-Z450 is getting better. 

What: Pro Circuit Ti-6 Full muffler system. 

Why: To help bottom-mid range power delivery/RPM response and lose weight. 

Conclusion:  The stock Suzuki RM-Z450’s power is vanilla at best. It’s lethargic down low and needs some excitement. The KTM 450 SX-F’s power is smooth, but still has enough pulling power to keep most people happy. The Suzuki lacks pulling power, so we installed a Pro Circuit Ti-6 muffler on and got some added pulling power. The PC system didn't “wow” us for initial RPM response at first, but we installed the insert into the muffler and that helped back pressure to create some more throttle response. Joe and I both liked the insert in for increased bottom to mid range throttle response. Installing this PC system helps with coming out of corners and helping the Suzuki’s recovery time. With the stock system the recovery time out of corners (if you were a gear too high) was embarrassing for a 450cc machine. It would be hard to get back into the meat of the power forcing you to downshift and then immediately upshift, to get moving again quickly. With the PC system the rider can fan the clutch lever a couple times (in the higher gear) and it helps get the Suzuki on down the track in a quicker manner. The PC system is a step in the right direction for bottom and mid range pull. It doesn’t help or negatively affect the top end at all. Yes, we still need more to make us happy. 

What: Pro Circuit Fork/Shock re-valve and linkage.

Why: To help bump absorption and help pitching when on/off throttle hard. 

Conclusion: Jim “Bones” Bacon retired, but Joe bugged him enough to help us with our Suzuki suspension woes. In stock form the Suzuki dives under braking and then squats too much under load when exiting a corner. This upsets traction and balance when trying to push the limits around the track. The chassis also feels slightly rigid at times when the track is square edgy and hard pack. Bones re-sprung the suspension for Joe’s weight (190 pounds), valved it, and installed 1mm longer pull rods. The difference on the track was noticeable immediately for the better. Sometimes when you get your suspension re-valved you notice some added comfort, but get some negative effect on other portions of the track, where the stock stuff feels better. The PC suspension helped balance out the ride attitude of the RM-Z450 on de-cel and increased cornering ability for both of us. There was less pitching sensation when chopping the throttle therefore the front end became more predictable on entrance of corners. Cornering stability was also improved, especially through choppy/long ruts. The Suzuki felt more planted inside the rut without feeling harsh like the stock suspension did. Exiting corners we both thought that the connectivity to the rear wheel was better once on the throttle. Straight line stability improved and the chassis felt slightly less rigid on square edge, which helped overall end-of-day type comfort. This can be attributed to the longer link allowing the initial part of the linkage curve to be a little stiffer feeling. After riding with the Pro Circuit tuned suspension we both feel there is more comfort than the stock WP suspension that comes equipped on the KTM/Husqvarna. Both Joe and I could be more aggressive on the track with more predictability than the stock stuff had to offer. To get both of us riders happy on a set of suspension is tough to do since Joe and I have a 25 pound difference in weight. 

What: Pro Taper EVO handlebars and Race Cut grips. 

Why: Joe didn't like stock bend or the stock grips.

Conclusion: Some people will like the stock bar bend some people will not. Joe was in the “not” category. Joe is 5’9 and I am 6’0. I am long. Joe is short. I didn't think the stock bend was bad by any means, but I wasn't opposed on changing the bar bend. Originally Joe decided on the Pro Taper Windham EVO bend, but I told him that was too high of a bend for his short stature. Of course he didn't listen and got them anyway. Guess what? He didn't like them. He tried my Husqvarna stock Pro Taper EVO bars on my KTM and decided on that bend for the Suzuki. Guess what? He loved them. We cut the Husqvarna stock bend down to 804mm (they come 811mm standard) and slapped them on. We both thought we could could get over the front end better than the stock Renthal FatBar Suzuki bend. Putting the PT bars on also increased flex/comfort on chop as we had more comfort. Yes, we are old, we like comfort. Since Joe doesn't ride as much anymore because he has a real job, his hands are “riding pussified” somewhat. So in order to make his lotion soft, dinner cooking, fireman baby hands happy, we went with a Pro Taper race cut grip, which we both liked. The PT’s offer a softer compound than stock and help keep more cushion for the pushin. 

Just performing these first three modifications helped the 2019 Suzuki RM-Z450 out tremendously. We both are still looking for more overall power however and will continue to evolve the curve with a couple more modifications. The stock Yamaha and KTM have more pulling power and can pull each gear farther than what our modified Suzuki can do. We are still under budget on this build (compared to a off the showroom floor 2019 YZ450F and KTM 450SX-F), so look for part two of this 2019 Suzuki RM-Z450 “NEED ONLY” build soon. We also will be talking about how much we spent on an upcoming Rocky Mountain ATV/MC “Need Only” Suzuki Project Build Podcast coming up soon.  

What's Coming: 

High Compression Piston

Engine Mounts 

Ignition 

If you have any questions about this build please email me at kris@keeferincteting.com and I am happy to guide you.

2019 450 MX Shootout

The 2019 450 MX Shootout has officially taken the checkered flag. After three days of testing, over 100 pages of testing notes, 16 test riders, countless engine hours racked up, and over seven hours of testing information sent to your ears (via podcast) we finally have a winner. The results changed dramatically from last year’s shootout and for 2019 the top five were all miserably close for each test rider. The tracks we chose to test at were also chosen by four out of the six manufacturers to evaluate their production machines before we got our hands on them. These tracks provided deep, loamy soil conditions in the morning that turned hard pack and slick towards the end of the afternoon. We feel these were the best tracks (combined with the prep that was performed) brought out each machines strengths and weaknesses. In doing this we feel the information gathered was the most accurate we could offer (from the west coast) from an evaluation standpoint. Below are the final rankings and a brief evaluation summary that were tallied up by using an olympic style scoring. If you want to hear more about each bike and get a much broader breakdown of each machine, click on the podcast tab to listen to the Rocky Mountain ATV/MC Keefer Tested Podcast Presented By Fly Racing And Race Tech right now!

First Place: Yamaha YZ450F

The Yamaha YZ450F won because it provided the riders with the most comfortable suspension, an easy to ride engine character, and a new found planted cornering ability. The small changes that Yamaha made did make a big difference out on the track. It’s also one of only a couple bikes that can use third gear through corners an get you out in a hurry. “Recovery Time” on this engine is impeccable and forgives riders when they make mistakes when shifting too early. Testers agreed that the YZ450F is much more confidence inspiring than that of the 2018 version through corners (cornering stability). It split wins/days with the Kawasaki, but the Yamaha had nine “individual test rider opinion wins” throughout the shootout that tipped the scales in its favor. Small changes on paper equals big changes out on the track for 2019. Congratulations Yamaha!

Second Place: Kawasaki KX450

The most improved machine in the 2019 450 MX Shootout belongs to Team Green. The KX450 won the first day of the shootout and was a favorite of most testers throughout the week. The chassis is well behaved and can be pushed hard by the rider without it doing anything out of the ordinary. The lightweight feeling of the KX450 is noticed immediately around the track and the free-feeling engine character makes it a very fun/playful bike to ride. With four “individual test rider opinion wins” it was the only other bike in the shootout to keep the Yamaha honest. Kudos to Kawasaki for making a great first year/generation KX450. That is not easy to do!

Third Place: Husqvarna FC450

The Husqvarna FC450 is one of the most connected throttle to rear wheel bikes in this year’s shootout. There is so much traction that it is deceiving to some testers to figure out how much throttle to give, to clear obstacles immediately out of corners. It doesn’t feel or sound like the Husqvarna is really hauling ass down the track, but you end up over jumping certain jumps at times because the FC450 is hooking up so well. All of the riders preferred the black throttle cam on the Husqvarna/KTM for more a snappier/quicker RPM response. The WP suspension isn’t holding this bike back as much as it did in year’s past and leaning it over in corners is made easy with its lightweight feel. The Husqvarna fell down the ranking because riders did want a little more throttle response in deeper conditions (even with the black throttle cam installed). The FC450 was one of only three machines to score more than one “individual test rider win”.

Fourth Place: KTM 450SX-F

The KTM 450SX-F has more bottom end and RPM response than the Husqvarna, but lacked some compliance/comfort when the track got choppy and rough. The KTM still feels lightweight through corners and gives riders, that lack cornering technique, more confidence through ruts. The Neken handlebar is a little more rigid than that of the Pro Taper bar that is on the Husqvarna and that doesn’t help on slap down landings. The engine character is smooth and linear thus helping/forcing riders carry more speed through corners. The WP/AER front fork lacks some small bump absorption, but once you break through that initial part of the travel, it is quite nice. The KTM 450 SX-F is one of my favorite bikes to ride with some minimal modifications done to it. The is how close all of these bikes really are! A little massaging here and there can make a fourth place bike a first place machine.

Fifth place: Honda CRF450R

Ride Red. No Wing No Prayer. The Honda CRF450R has the fastest feeling engine character in the shootout. If you’re looking to get from point A to point B in a hurry, the Honda’s engine will oblige. As fast as the CRF450R is, it still feels connected to the rear wheel without much loss of traction, but the rigidity balance is what hurt it the most. When the track gets hard packed and rougher, the Honda suffers from lack of stability. The front end gets a little twitchy and can be difficult to ride fast when track conditions get worse. The suspension has a lot of comfort, but that comfort needs to come from the frame more, in order to be a shootout winner. Riders did like the on-the-fly handlebar mounted map switch and its three modes. Each mode has a completely unique feel to it unlike other machines where switching maps didn’t make a “huge” difference.

Sixth place: Suzuki RM-Z450

The Suzuki RM-Z450 is the best looking bike out of the bunch. However, looks alone couldn’t get the Suzuki up the charts in 2019, but the zook has improved slightly since last year. The BFRC shock still unloads (kicks) off throttle, which causes the rider to have a lot of pitching coming into corners. Most riders didn’t mind the engine’s delivery, but just wanted more from the powerplant (especially on deep tilled tracks). The white coupler was almost unanimously used by all riders which helps “wake up” the bottom to mid range, but the Suzuki still signs off too quickly up top. The cornering of the RM-Z450 is still great, but other machines are as good, if not better than the Suzuki for 2019. This bike would be great for a rider who wants to spend less money and still have a good bike to go race/ride on the weekends. Small modifications can really help the Suzuki become a better machine. In fact, we will be doing a project 2019 RM-Z450 this year, so stay tuned!


If you have any questions about the shootout please feel free to email me at kris @keeferinctesting.com. As usual we have an open door policy over here and love to bullshit about dirt bikes. If you see me at the track, come over and say hey!

Steve Matthes And The 2018 Suzuki RM-Z450

Kris Keefer’s been a pain in my ass. The guy who may ride more than anyone else in the industry is always on me to go dirt bike riding and I was trying in the off-season before I wadded up on a ten foot double, supercross started and I got busy. Still, he won’t let it go. He borrowed me an 2018 Suzuki RMZ450, I got some RMaRMy dog tags with my name on them and I needed to go riding. 

He’s right though, I should ride more. For one, it’s fun exercise and two, it’s why we all started in this crazy industry in the first place. My bike was beat up after the crash pretty bad so step one was replacing those parts before I even thought about getting back on the bike. 

I bent the stock Renthal Fatbars and got a pair of Pro Taper Fuzion bars to replace them. I like the look of a crossbar bar (as in, I like having a bar right there in front of me) but I feel that one can notice the flex of a crossbar-less bar in terms of forks working better so I left the Fuzion in the “unlock position. I bent the shit out of the upper bar clamp so Ride Engineering sent me one of their mounts with plastic mounts instead of the garbage (in my opinion) rubber ones that come stock. The eight 6mm bolts to adjust your bars is a tad much but it’s lighter than four 8mm bolts so that’s what RE went with. It’s one fine looking machined piece. 

Also, like most everyone should, I put a Works Connection Elite Perch on the bike and ditched the stock perch. Stock one wasn’t bad but the pull, the lever feel and the looks (blue!) of the WC perch can’t be beat.

Also, I wanted a bit more from the ‘Zook so I went up one tooth on the rear with a PT sprocket (thanks Jody!). Oh and I wanted an exhaust on the bike, stock exhausts don’t work bad in many cases but this one felt (key word: felt) like it held the power back and of course, it weighed the same as a small bassett hound. Pro Circuit sent me a stainless T-4 system for the machine. 

I also had Randy Richardson install a new Michelin Starcross 5 Medium on the back, well I didn’t have him do it. He volunteered to do it and it was awesome. Great tire with a more specific feel than what was on there before. He left me a front tire that I have yet to change (much to his dismay) and honestly, I need to do it. I think, I don’t know, that the front on the Suzuki that comes stock is garbage. I can’t keep the front end from sliding in a hard packed turn (forks are in a very neutral position so that’s not it). The jury is out whether this is a front tire issue or a “shitty rider” issue. I’ll change it and let you guys know at some point. 

Ok, I went out two days this past week to get back on the horse I feel off of and try these things out. 

First up, a general overview of the 2018 Suzuki RMZ450. First off, it’s sex on wheels. IS there a better looking bike out there? I say no. From the coating on the forks and shock to the old-school blue tank (cover) to the wheels, it’s one hell of a badass bike. 

Before he gave me the Suzuki, Keefer let me try an ’18 YZF450 and ’18 CRF450 as well and I have to say, both bikes had a way better motor than the Suzuki. I’m not even going to get into the suspension because with my size, they’re all soft. Motor-wise though, the Yamaha was by far better than the other two then it was Honda and then Suzuki. These rides are why I wanted an exhaust system and went up one tooth on the rear. I wanted some more hit. 

Race Tech revalved my suspension front and rear and yeah, there are issues at the highest levels with the new BFRC Showa shock but for me, it’s fine. The forks are awesome, they’re basically like A kit from a few years ago. The guys at RT did great work and guess what, the bike works much better with the right spring rate in there! 

All in all, I think the Suzuki is a bike that does everything well. Nothing, from the turning to the motor to the ergos are going to blow your mind but there’s also nothing it does super bad or weird. Again, my suspension is setup for me so it’s fine. I’m sure Suzuki didn’t spend all this money on a basically all-new bike to hear jerkies like me say it’s “fine” but sorry bro, that’s what it is. It’s also not holding me back whatsoever out there on the track. 

Because I had been off the bike for so long, I rode Monday with the stock exhaust and the first “moto” (VERY LOOSE TERM) on Wednesday with it on. After that I put the PC system on and went back out on a semi-sandy track with mostly easy jumps, whoops and one section that’s fast. 

I went out there and was a bit let down right off the back. I expected some better throttle response and a bit more hit right away. The muffler is shorter than stock so one would think this would be the feel I’d get but maybe it was a bit better, but not much. Where the system definitely came alive from stock was rolling on in third. I noticed first lap, out of this left-hander, that rolling it on brought the front wheel up whereas that didn’t happen with the stock. 

I think this should tell you that the Japanese engineers do a good job with designing an exhaust and not that the PC is bad. With the amount of room one has to move piping around, there’s not much to do for the aftermarket companies. Upon riding some more, I can 100% attest to the Pro Circuit system having more in the mid to top range. Yes, I wanted more hit off bottom. No I didn’t get it. It’s ok, I’ll be fine. 

By the way, the fit and finish of the PC system was amazing. It went on like butter, no weirdo pushing and pulling. It was awesome, they even give you a new bolt for the muffler and some grease to put on the mid-pipe. 

SIDE NOTE: I didn’t remove the standard screen that was installed on the muffler because Keefer told me not to worry about it and then he told it would make a difference. Too bad for me, I didn’t have a 4mm allan key on me. Taking it out will help bottom end hit for sure but I’m just not sure how much. 

So yeah, there’s my write-up on the new 2018 Suzuki RMZ450 and all I’ve done it and why so far. Suzuki wants the bike back soon so I better keep at it. Honestly, it’s better to just ride than keep getting these texts from Keefer asking me how riding is going. 

2018 Suzuki RM-Z450 First Ride In North Carolina

Suzuki Comes To Play In 2018

Story By Dominic Cimino 

                                                      The new 2018 Suzuki RM-Z450 

To say we were excited to throw a leg over the new 2018 "Zook" would be an understatement.  There was much debate as to which machine held the highest regards in the "most anticipated bike of 2018" category, but we feel that the all new RM-Z450 is in that mix. It is pretty crazy to think that this yellow big bore had remained practically unchanged since 2005, aside from a few updates here and there. But Suzuki finally put an end to the "Ole Yeller" era with a completely redesigned bike focused on not only elevating the brand, but also supplying riders and racers around the world with a bike that can "Run", "Turn", and "Stop" better than the rest. 

So why is the RM-Z450 one of the most anticipated bikes of 2018?  As stated, after over 10 years the bike finally has changed, and not just the graphics, but a complete overhaul. Think about it: we are on a pretty sharp three to four year time frame with almost all other Japanese manufactures that release new models to the market. Some good, some not so good, but changes nonetheless.  Not to mention, KTM and Husky have been flipping new bikes faster than an In n Out cook does patties.  This left Suzuki no other option but to reveal a new machine that would leave us foaming at the mouth to ride.  And where did we get to finally ride this beauty?  The private facility owned by none other than the Joe Gibbs Race Team, located in North Carolina. The stage was set and the bike was ready, so let's get into it. 

The 450 experienced changes from the ground up, and we do not plan to dive into every minute detail in this story.  If you missed the previous link on KeeferIncTesting.com that unveiled most of those changes, click here to read through it: https://www.keeferinctesting.com/motocross-testing/2017/6/28/2018-suzuki-rm-z450-first-look.  Instead, we wanted to share our thoughts after getting up close and personal.  At first glance, she is an absolute beauty!  She has sharp lines in the new “beak” body design, hints of blue that really grab your attention, and ergonomics that will make your mouth water.  Once we sat on the bike and assessed all of our controls to adjust things accordingly, we noticed something was missing... the "magic button".  No electric start on this new 450, and with the way the industry is headed, it made us ponder why it was not included on an all-new bike in 2018.  We asked the Japanese born North American Motorcycle Operations Manager what the scoop was, and he revealed a pretty blatant honest answer: they simply ran out of time. We like that honesty! Suzuki was so focused on creating a brand new bike for the market, that everything else on the motorcycle took priority over tinkering with something foreign to the motocross lineup. It will be interesting to see how long it takes before that button makes it's debut. Nevertheless, this didn't hinder our excitement to get on the track after a couple swift kicks on the old fashioned, longer than normal, start lever.  

Yes, the Suzuki can still carve a corner like no one else. 

Once in motion, the 2018 RM-Z450 exudes a lively motor package with crisp throttle response.  The changes to the air boot design, fuel pump, and injector location all worked very well together, as it complimented the bike's extremely usable power curve. We feel that this RM-Z power character is so linear in the RPM range that you can ride in second or third gear whenever you choose. If you want to rev the bike, it allows you to due to having great over-rev.  If you want to cruise and stay more in the bottom end torque zone, it allows you to with ease as well. This new bike doesn't make you work to find the "meat" of the power, as it is incredibly user friendly no matter what position your throttle hand is in.  We personally did not utilize the additional ignition couplers while testing, but our friend and fellow test pilot, Dustin Pipes of PulpMX.com did, and he explained the leaner, more aggressive map was much better for him and the conditions we were in.  On the flip side, we were plenty satisfied with the available power in stock trim. 

Even with the weight of the Suzuki RM-Z 450 on the heavy side, the yellow machine is quite flickable. 

You cannot always judge a book by its cover, but in the case of the new RM-Z, you definitely can.  As stated previously, just the looks of this 450 makes your mouth water, as it's sharp lines and updated styling evoke a sense of great handling characteristics naturally.  This stays true when on the track, as this bike will point and shoot anywhere you want it to.  We found ourselves several times charging into corners assuming we would push the front end or get stood up in deep ruts, but to no avail, it is proven once again why the yellow machine is known for it's amazing cornering abilities.  You will feel like a hero entering ruts, flat corners, and just about anything else that requires changing direction. Transitioning from the back of the bike all the way to the tank is effortless, as the ergonomics are slim and playful. The new lower-bend Renthal FatBars really catered to our smaller test rider, and compliment the overall feel of the rest of the bike.  The dimensions of the rider cockpit are also comfortable, as the combination of the bar, peg, and seat (rider triangle) dimensions work well with one another. In regard to its weight, the 450 is on the larger side of the scale weighing in at close to 250 pounds (with fuel).  But, because this bike handles so well, you will really only feel the weight when lifting it on & off the stand in the pits.  The balance of the chassis is also a highlight, with almost equal weight distribution applied to the front and rear end.  We did experience a little front end twitch from time to time, but we are positive that when we spend more time testing in different conditions that we can remedy this minor issue. 

Showa spring forks grace the front end of the 2018 Suzuki. Look at the color of those fork legs! 

As for the suspension package, we are all delighted to have spring forks back.  They proved to make the front end of the bike stable and planted, as the new beefed up internals allowed us to be aggressive in all circumstances. We did get the fork to bottom every other lap on the steep transitions and jump faces found on the JGR track, but we were reluctant to increase compression because we did not want to sacrifice how the fork felt everywhere else. As for the rear shock, this thing is interesting to say the least. The RM-Z450 utilizes Showa's BFRC technology found on their GSXR-1000R: Balance Free Rear Cushion.  All controls and adjustments are found on the upper shock reservoir that focuses on unique damping adjustments to control compression and "rebound".  We put "air quotes" on rebound, because there is no longer a rebound clicker adjustment. You will have to make 1/8, 1/4, 1/2, etc. turn increments on the new rebound adjuster instead of "clicks". Again, one day was not enough to really dissect how this thing works in depth, and what you need to do to make it work better.  But we can say that minor adjustments make noticeable differences.  The range of tuning options has multiplied significantly, and with proper time, one can really have some fun getting in tune with this shock.  To round out Suzuki's new motto headed into the new year of "Run", "Turn", "Stop", we will lastly talk about the RM-Z's brake package.  Up front you will find an oversized brake rotor that increases stopping power.  After burning the brake pads in for a few laps, we can tell you that the stopping power is improved; but we can also tell you that the front brakes are still nothing to brag to your friends about. The 2018 set up is good, but not great.  The rear brake sees a newly designed master cylinder that helps eliminate mud build up and the possibility of your boot getting hung up, and we can admit we had no issues with getting great feel and stopping power out back.  But because the term "Stop" is so heavily utilized in Suzuki's new marketing campaign, we feel that the front brake could be and should be so much better. 

The Suzuki's engine package is useable and even more powerful than in 2017. 

Ok, time to wrap things up on the new Zook.  We can go on and on about a lot of things 2018 RM-Z related, but trust us, we want to ride it more first!  Yes, we found some things that we weren't the biggest fans of, but those were small slices out of a big pie.  This bike is awesome, and the truck taking it back California needs to step on it.  The motor is great, and the ergonomics are fantastic. The styling is drool worthy, and the suspension package is very unique.  Overall, we are confident that this yellow machine has what it takes to be a front-runner in the new year.  The 450 class is always stacked, so we are very happy to know that the Suzuki engineers took that to heart, as they are incredibly prideful of their motocross heritage.  They wanted to put extreme focus on regaining a solid foundation on the competitive side of the industry, and appeal to amateurs and professionals alike to establish one hell of an RM-Army.  In the end, to say we had an absolute blast at this year's Suzuki media intro would be an understatement.  We were spoiled with generous hospitality in so many facets, and were given the chance to ride a track nestled inside a lush green forest with dirt that everyone dreams of. Not to mention, even Mother Nature was on our side!  It was beautiful, and we want to thank everyone involved with this event for really showing us a great time.  Stay tuned on KeeferIncTesting.com for more coverage and future stories on anything RM-Army related.