| June 17, 2021
The 2021 Suzuki RM-Z250 might be late to the fight, but it’s ready to get it on, nonetheless.
The 2021 Suzuki RM-Z250 hasn’t changed much over the years but still has plenty to offer.
By Ryan Nitzen | Photography by Trevor Hunter
You can never win the battle if you don’t show up. And we all know the endless war of moto wins, race victories and championship plaques will continue to rage as long as there are bikes on the track and riders willing to send it. The RM Army is a battalion that is very much still in this fight. They have shown up, once again, in 2021, re-enlisting the trusty Suzuki RM-Z250 as their weapon of choice.
Still a looker.
The current generation RM-Z250 was introduced in 2019, taking the tried-and-true Suzuki powerplant and placing it into a new chassis. Since then, the bike has seen few minor changes in the way of R&D, and it is now the only bike in the class without an electronic starter system, and it’s also the heaviest (but not by much in some cases). But it still hangs with the big boys when it comes to technology. The RM-Z boasts a dual-injector fuel system, Suzuki’s Holeshot Assist Control (S-HAC), an ECM-managed traction control system, an adjustable EFI mapping system, an aluminum twin-spar frame, and fully adjustable KYB suspension. Other standout items are the 270mm front brake rotor, Renthal Fatbar handlebars, black D.I.D Dirt Star rims, and Dunlop Geomax MX33 tires.
The list of new things for 2021 is super short—graphics and more engine tuneability via Suzuki’s new MX-Tuner 2.0.
Suzuki’s MX-Tuner 2.0 is new for ’21. Now you can fine-tune power delivery even more.
The Suzuki MX-Tuner 2.0 is, without question, the big news here. It gives riders a new way to finely tune the power characteristics within each of the previous three mapping options (aka couplers, which have been around for many years now). The tuner is powered by a six-volt battery, with one end plugging directly into the bike and the other into the desired coupler. Suzuki owners can download the free WiGet smartphone app and wirelessly connect to the 2.0 unit to make direct changes. The Suzuki tuner features four pre-programmed map options (Aggressive, Smoother, Richer and Leaner), but you can also build your own map by adjusting the fuel injection and ignition system settings. The app also performs other tasks like monitoring engine functions in real time and logging maintenance records.
The MX-Tuner 2.0 is compatible with 2019-21 RM-Z250 and 2020-21 RM-Z450 models. If you already own one of these models, the Suzuki MX-Tuner 2.0 can be had for $600 and another $30 for the wiring harness. Everything except the battery is included with any new purchase within these model years.
Suzuki is the newest contender in the “smart-bike” market, and the app does provide some nice tunability.
The still-agile RM-Z250 is the heaviest bike in its class, but not by much. However, as the only 250F without electric start, it shouldn’t be heavier at all.
Jumping aboard the Suzuki, you will find the cockpit to be very neutral. The seat and radiator shrouds are thin and give the bike an agile feeling right away. The pegs, bars and seat height create a comfortable rider triangle. At 6’1,” I had no real issues with the RM-Z, all I did was adjust the levers, and I was good to go.
Before firing up the small-bore RM-Z, we popped in the aggressive map. Our previous experience with the bike reminded us that any extra oomph is well warranted, especially at a track like Glen Helen.
On the track, the Suzuki performs as expected. Unfortunately, the forks are again overly harsh out of the box, and taking the bike to Glen Helen for our first ride didn’t do the bike any favors. The stiff fork doesn’t allow the front wheel to find grip, and I often found myself pushing the front end over the rut instead of staying in the rut. I almost immediately went out two clicks on the compression and two in on the rebound to soften the initial motion and get the forks to engage more smoothly. This helped but chasing a “magic” setting late in the day at the Glen proved to be nearly impossible.
The shock, on the other hand, is comfortable. For my 180 pounds, I found that it had good hold-up and didn’t kick any more than I thought it should. The shock also allowed the rear wheel to put the power to the ground in a consistent fashion.
We wouldn’t call the RM-Z250 slow by any means, but its aging motor is falling behind in the horsepower department.
The RM-Z still handles well and is still a master of the corners. Luckily, the bike feels relatively light despite being the heaviest bike in its class by, at a minimum, a few pounds. But it is kind of hard to swallow knowing that the Suzuki, which is still the only bike in its class that relies on manual starting, should be one of, if not, the lightest bike in the class because it doesn’t carry around the extra weight of a battery and a starter motor like the rest of the field. And you still must kick it! There was a time when kick-starting was cool, but not anymore.
Power is a touchy subject on the RM-Z. A few years ago, this bike may have been in the running for a shootout podium, but with other comparable bikes now pumping out over 40 horses, a “measly” 36 from the ‘Zook just doesn’t cut it, especially in a class that is all about horsepower. The RM-Z has been left behind in this department, for sure. However, what the Suzuki lacks in sheer horsepower is partially made up for in controllability by offering a smooth power delivery and friendly carry through the entire rpm range, but it does ask you to shift its five-speed gearbox frequently to get the most of each cog. The bike isn’t slow, really. It just doesn’t have the pull-your-arms-off power like many of its higher-priced counterparts do.
As a result, to compensate for lack of power, the Suzuki makes you search for better lines, carry better momentum through the corners, and time your shifts in a more precise manner. Sure, this is more work, but look at it this way—it will make you a better rider in the long run, right? For this reason alone, the easy-to-ride RM-Z could be the ideal transition motorcycle for those who are moving up from the minicycle class and are more concerned about mastering technique than outright power. As skills develop, though, you can still experiment with the RM-Z’s snappier couplers and even dive into the MX 2.0 Tuner to get more and more from the engine. Coupled with an aftermarket exhaust, you can wake up the little RM-Z mill quite a bit. Again, the Suzuki could help bridge that gap for kids graduating from an 85cc to a fully built 250.
If there’s one area where the RM-Z250 beats all its competitors it’s price. It’s the least expensive in its class, and we expect there are great deals to be had.
The RM-Z is also an excellent bike for the weekend warrior who just wants something new. There is and always will be something awesome about rolling a bike off the showroom floor and being its very first owner. Many of my friends are still out there on the track getting it done on 10-year-old bikes and having a great time doing it! I know they would love a new zero-hour bike like the RM-Z and would probably do some serious damage on one right away.
One area that Suzuki has its competitors beat is price. At $7899, the RM-Z is the least expensive of the usual players, from $100 less than the Honda CRF250R to $1500 less than the Husqvarna FC 250, and we bet there are some excellent bargains out there to be had, too. So, when you consider price and the many good things that the RM-Z has to offer, and there are—like razor-sharp turning, solid handling, user-friendly power (that is now tunable like all the rest of the 250Fs out there), comfy ergos, good brakes—and you don’t mind kick-starting it, or giving away a few ponies and a few pounds to the other brands, the Suzuki RM-Z250 suddenly looks a lot better than you probably ever thought. CN
2021 Suzuki RM-Z250 Specifications
| MSRP: |
$7899 |
| Engine Type: |
4-stroke, single |
| Valvetrain: |
DOHC, 4-valve |
| Displacement: |
249cc |
| Bore x Stroke: |
77.0 x 53.6mm |
| Compression Ratio: |
13.75:1 |
| Fuel System: |
EFI, dual-injector type |
| Starting System: |
Kick |
| Lubrication: |
Semi-dry sump |
| Clutch: |
Wet multi-plate |
| Transmission: |
5-speed constant mesh |
| Final Drive: |
#520, D.I.D |
| Frame: |
Aluminum, twin-spar |
| Handlebars: |
Aluminum, tapered, Renthal |
| Front Suspension: |
KYB, 48mm inverted fork, coil spring, fully adjustable |
| Rear Suspension: |
KYB, single shock, fully adjustable |
| Front Brake: |
Single 270mm disc, 2-piston caliper |
| Rear Brake: |
Single disc, 1-piston caliper |
| Wheels: |
D.I.D Dirt Star rims, black |
| Front Tire: |
80/100-21 in. Dunlop MX33 |
| Rear Tire: |
100/90-19 in. Dunlop MX33 |
| Wheelbase: |
58.46 in. |
| Ground Clearance: |
13.0 in. |
| Seat Height: |
37.5 in. |
| Fuel Capacity: |
1.66 gal. |
| Weight (curb, claimed): |
233 lbs. |
| Rider Aids: |
Suzuki Holeshot Assist Control (S-HAC), Traction Management System |
