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BIKES: 2013 Suzuki RM-Z450 First Ride
Suzuki's RM-Z450 gets a host of updates for 2013, and MotoUSA headed to Suzuki's private Supercross track to see how it performed. Read what we thought about revised RM-Z in this First Ride.
The powerband has been broadened on the 2013 RM-Z450 and the EFI can be fine-tuned with different couplers. (Photo: MotorcycleUSA.com)
Despite few, if any, changes over the past couple of years, the Suzuki RM-Z450 has been one of our favorite mounts for a day at the MX track. Even so we felt the big ‘Zuk was getting long in the tooth and were ready for a change from Team Yellow. When the 2013 RM-Z model press release hit our inboxes you could almost hear the collective yawn echo through the So-Cal office. But then we read further and our despair turned to hope. Although the 2013 model looks almost identical to the 2012, it’s what under that yellow and black plastic that matters. Would our first outing on the latest RM-Z450 be everything we hoped it could be?
Suzuki decided to invite the press to sample the 2013 RM-Z at its private Supercross test track in Corona, California. A questionable move on their part? How could mere mortals such as ourselves ride the very same dirt that Brett Metcalfe shreds to prepare for his SX season? Even our always-stylish ringer, Matt Armstrong, was sweating bullets, as he would be hitting the road for his wedding just a few days later. On arrival our fears were diminished when we were greeted with a reworked and tamed track that resembled a state fairgrounds race track rather than something that could break us in two. So it was time to get down to it, but first – the technical details.
As mention earlier, it would easy to mistake the 2013 Suzuki RM-Z450 for a 2012 model, but subtle (very subtle) visual cues set it apart. A yellow front number plate and black rear fender are the most noticeable changes to the look of the RM-Z. Bold new graphics finish off the visual aspect. A change to the bodywork that isn’t easily seen is narrowing of the radiator shrouds at the junction between the seat and tank area for a flatter transition between the two to make gripping the bike easier.
The only other visual clue of changes on the RM-Z is the red anodized fork caps. For 2013 Suzuki has added Showa Separate Function Forks to the front end, but these are the second generation of this design. Various changes have been made to the second-generation SFF units. Most notable is the larger size of 48mm (from 47mm) for increased rigidity and smoother operation. Just about every internal part has also been enlarged by one to two millimeters for even more strength to lessen the flex discrepancy between the left and right fork. This increases stability during braking and hard landings. The spring stack in the right fork has also been inverted to give it a plusher feel while still being stiff for heavy landings. Out back the changes are not as drastic with just a change to the size and shape of the rear linkage bolts from 12mm to 14mm for easier maintenance and better bump absorption.
The aluminum chassis received a few tweaks as well in an effort to improve side-to-side handling. Suzuki’s engineers changed the shape of the motor mounts to make the frame and motor relationship stiffer. Then the lower subframe connection was altered to firm up the flex characteristics and improve rider feedback from the rear suspension.
Internal updates are numerous. The piston has been lightened by 13% without sacrificing any strength while the connecting rod is lighter as well, combining for a 9% overall reduction in weight. Additionally, the piston pin gets a DLC (Diamond Like Coating) treatment. In a search for more mid-range and easy-to-control power the intake cam gets a new profile with more lift. To complement the new power characteristics and to conform to FIM sound levels the internals of the muffler have been changed, and the end cap is held with bolts rather than rivets to facilitate easy changing of the muffler packing. On the intake side, the airbox has also been modified to increase the bottom to mid-range hit while quieting intake noise.
For the rest of this article visit MotorcycleUSA.com
Suzuki decided to invite the press to sample the 2013 RM-Z at its private Supercross test track in Corona, California. A questionable move on their part? How could mere mortals such as ourselves ride the very same dirt that Brett Metcalfe shreds to prepare for his SX season? Even our always-stylish ringer, Matt Armstrong, was sweating bullets, as he would be hitting the road for his wedding just a few days later. On arrival our fears were diminished when we were greeted with a reworked and tamed track that resembled a state fairgrounds race track rather than something that could break us in two. So it was time to get down to it, but first – the technical details.
As mention earlier, it would easy to mistake the 2013 Suzuki RM-Z450 for a 2012 model, but subtle (very subtle) visual cues set it apart. A yellow front number plate and black rear fender are the most noticeable changes to the look of the RM-Z. Bold new graphics finish off the visual aspect. A change to the bodywork that isn’t easily seen is narrowing of the radiator shrouds at the junction between the seat and tank area for a flatter transition between the two to make gripping the bike easier.
The only other visual clue of changes on the RM-Z is the red anodized fork caps. For 2013 Suzuki has added Showa Separate Function Forks to the front end, but these are the second generation of this design. Various changes have been made to the second-generation SFF units. Most notable is the larger size of 48mm (from 47mm) for increased rigidity and smoother operation. Just about every internal part has also been enlarged by one to two millimeters for even more strength to lessen the flex discrepancy between the left and right fork. This increases stability during braking and hard landings. The spring stack in the right fork has also been inverted to give it a plusher feel while still being stiff for heavy landings. Out back the changes are not as drastic with just a change to the size and shape of the rear linkage bolts from 12mm to 14mm for easier maintenance and better bump absorption.
The aluminum chassis received a few tweaks as well in an effort to improve side-to-side handling. Suzuki’s engineers changed the shape of the motor mounts to make the frame and motor relationship stiffer. Then the lower subframe connection was altered to firm up the flex characteristics and improve rider feedback from the rear suspension.
Internal updates are numerous. The piston has been lightened by 13% without sacrificing any strength while the connecting rod is lighter as well, combining for a 9% overall reduction in weight. Additionally, the piston pin gets a DLC (Diamond Like Coating) treatment. In a search for more mid-range and easy-to-control power the intake cam gets a new profile with more lift. To complement the new power characteristics and to conform to FIM sound levels the internals of the muffler have been changed, and the end cap is held with bolts rather than rivets to facilitate easy changing of the muffler packing. On the intake side, the airbox has also been modified to increase the bottom to mid-range hit while quieting intake noise.
For the rest of this article visit MotorcycleUSA.com
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