What's New
Fuel freakin' injection!
Frame components tuned for optimum flex/ rigidity balance
Bridgestone 403/404 tires (80/100-21 front,110/90-19 rear)
Funky shroud and fender styling
5-speed transmission increases versatility
Thin/wide footpegs to resist mud buildup
Link-type shifting mechanism
Wave-style disc brake rotors
Increased engine compression through cylinder head mods (from 11.9:1 to 12.2:1)
Redesigned crankcase places center of crank 2mm back and 3mm down compared to '07
What's Hot!
EFI is good, especially if you like leaving your bike alone between rides.
EFI is efficient, no loss of fuel out of the vent tubesNice aluminum tank!
Traction! Traction! Traction!
What's Not!
Kickstarting effort is pretty high.
How's it going to hold up?
What do I do if I want to modify it?
Specifications
MSRP: $7199
Seat height: 37.0 in.
Footpeg height: 16.7 in.
Seat-to-footpeg distance: 20.3 in.
Fuel capacity: 1.6 gal.
Claimed dry weight: 224 lb
Weight (ready to ride, no gas): 240 lb
Opinions
After months of waiting to ride the '08 RM-Z450, I must say that I wasn't sure what to expect (everything from super-computer technology to chronic fatigue syndrome had crossed my mind). But in the end, the Suzuki is still just a dirt bike (albeit a big, yellow one with a fancy fuel tank sans carburetor, but a dirt bike nonetheless). Riding this machine back-to-back with the Yamaha YZ450F, I noticed a lot of similarities between the two, chief of which is the delivery. Both 450s feel smooth and quick-revving, Although the Suzuki has an extra serving of butter to the Yamaha's vanilla. Response on the RM-Z was expectedly excellent, resembling a well-jetted carburetor with consistent off-idle snap and crisp acceleration. I was impressed with the fuel injection, but my moto brain couldn't comprehend the lack of a fuel petcock. I didn't feel any weirdness in the "carburetion" to speak of...other than the impression that the motor is strangely tough to kick over at times.
Chassiswise, the Suzuki feels stable and somewhat top-heavy compared to the other machines. I'm comfortable enough with the ergos but wouldn't mind toying with a taller bar (and perhaps a different shift tip). I had slight pushing issues in a few corners, but for the most part the RM-Z turns like an animal and handles ruts quite well. It also has a nice-feeling clutch, good seat foam and a host of gaudy accessories (Read: gold chain blocks) that give it extra flair. Compared to the Honda CRF450R, the bike doesn't feel as light or have nearly the same "flick" to it, though it keeps its composure in chop in much the same manner.
-Chris Denison/5'10"/155 lb/Intermediate
So how does the EFI really work? Well forget that for a moment because this RM-Z stands out with a striking first impression that it is a very light bike. It has a very "250F" feel about it. But then you yank the throttle and things are not so 250F-like anymore. The bike is a 450 and it packs the power to prove it. I don't think this is the highest-power 450 I've ridden, but it hauls the beans just fine. And for the most part you wouldn't know there's anything but a perfectly jetted carb under the tank. The bike is very linear and picks up from a very low rpm with little fuss. It is smooth and isn't too snappy anywhere in the delivery but does rev fast in the upper rpm. The new five-speed transmission is a better match for this power delivery for sure and is undoubtedly more versatile. But the advantage of the EFI is in the ability of the bike to go a gear high into corners, drop down to a very low rpm, and take a heaping dose of throttle (with or without clutching it) to get the bike rolling again. You should have little fear of stalling or coughing this bike. It just chugs out and works its way back up, pulling just fine.