MXA RACE TEST: THE REAL TEST OF THE 2025 SUZUKI RM-Z250

THE GEAR: Jersey: FXR Vapor Air LE, Pants: FXR Vapor Air LE, Helmet: Arai VX-Pro4, Goggles: Factory Ride Trigger, Boots: Alpinestars Tech 10.

Q: FIRST AND FOREMOST, IS THE 2025 SUZUKI RM-Z250 BETTER THAN THE 2024 RM-Z250?

A: No. The answer is no, because the last Suzuki RM-Z250 remodel was in 2019 when the RM-Z250 got an updated frame, Kayaba spring forks, a bigger front brake rotor, dual injectors, a new shock, revised cylinder head, updated piston pin, refined gear ratios, new cam chain tensioner and new bodywork. The six-year-old updates made the RM-Z250 significantly better than the previous 2018 model, but when you don’t touch your race bike for over half a decade, especially when you keep upping the retail price, you can’t claim that your bike is cutting edge. The 2019 model had an MSRP of $7899. The 2025 RM-Z250 retails for $8199.

The good news for potential Suzuki RM-Z250 buyers is that Suzuki dealers are famous for making great deals, often lopping off anywhere from $1000 to $1500 from the list price. Plus, if you purchase a 2025 RM-Z250 before December 31, 2024, they will throw in the RM Army Edition components, which include a Pro Circuit T-6 full system exhaust pipe with a titanium silencer cannister, carbon end cap, and stainless steel head pipe (worth $1100), plus a Throttle Syndicate RM Army Edition graphics kit. The Pro Circuit pipe livens up the RM-Z250 powerband.

The Showa forks are way to stiff for a 250cc motocross bike sold mostly to riders moving up from the Minis or first-time buyers looking for a competive starter bike.

Q: WHAT IS OUR BIGGEST COMPLAINT ABOUT THE 2025 SUZUKI RM-Z250?

A: Suzuki ran Kayaba PSF-2 air forks on the 2016–2018 RM-Z250s before switching to the KYB coil spring forks they have now, which have 5.0 N/m springs in them. Unfortunately, the 5.0 N/m springs are way too stiff for a 250. It’s the same spring that Honda, Yamaha, Suzuki and Kawasaki run in their 450 forks. In contrast, the Kayaba coil-spring forks on the YZ250F use a 4.7 N/m spring rate. You would think that since the RM-Z250 has been criticized for its overly stiff forks for six straight model years, Suzuki would have done something about it by now.

Q: WHAT IS THE QUICKEST AND CHEAPEST FORK FIX?

A: The quickest fix for the stock 2025 Suzuki RM-Z250 forks (and for any fork that is too stiff) is to lower the oil height in the forks by 30mm in both legs. This is not as effective as sending the forks out to be re-valved and re-sprung, but it will make the bike more ridable at zero cost. 

How do you drain fork oil? Simply take your forks off, clean the exterior of your fork caps to prevent dirt from getting inside, remove the air-bleed screw, and carefully tip the fork leg at a 45-degree angle with the air-bleed screw hole aimed directly into a cubic-centimeter measuring cup. This step is easiest with the help of a friend. Slowly compress the base of the fork stanchion with your right hand, holding the fork-leg tube firmly with your left hand. Continue to pump the fork leg until fork oil begins to exit the air-bleed screw hole. If too much oil has been removed, tip the fork leg right-side up, and, using a fork syringe tool, squirt fork oil into the air bleed screw’s holes while gently compressing the fork leg to help suck the oil into the tight confines of the fork.

The yellow plastic and overall design of the 2025 Suzuki RM-Z250 results in an attractive bike that hasn’t gone out of style over the last six years.

Q: HOW DOES THE RM-Z250 ENGINE STACK UP AGAINST THE COMPETITION?

A: The 2025 Suzuki RM-Z250’s horsepower is a far cry from the 45-horsepower engines of Kawasaki, KTM , GasGas and Husqvarna. The RM-Z250 peaks at 39.52 horsepower. Yes, you can buy a good exhaust system to liven up the power or drop off the engine with your favorite tuner in search of more excitement, but you will be chasing your tail. The money you pay to become competitive with the rest of the 250 four-strokes means you are no longer riding an affordable bike. And, any money spent to catch up to the other manufacturers is diminished when they spend the same money and pull further away from you. 

The RM-Z250 engine produces a friendly style of power, especially when compared to the high-rpm screamers that dominate the class.

The 2025 Suzuki power output is in the ballpark from 6000 rpm to 9000 rpm. It actually makes more power from low to mid than the Honda CRF250 and Yamaha YZ250F off the crack of the throttle. But, after 10,000 rpm, the KTM, Husky, GasGas and Yamaha walk away from the RM-Z250. 

The bottom-end grunt makes the RM-Z250 easier to ride, with less effort required to get going. Its friendly engine is perfect for riders who aren’t ready for the fire-breathing, 14,000-rpm powerbands of the 2025 KTM, Husqvarna, GasGas or Kawasaki. To make the 2025 RM-Z250 equal to the class-leading 250cc Amateur- or AMA-class race engines, it would take at least $4000 in mods. And, even then, it would be wasted money. How do we know? MXA sponsored an MXA test rider in 2023 and 2024 who qualified for the AMA 250 Nationals on an RM-Z250. He complained that his fully modified RM-Z250 (ported head, Vortex ECU, aftermarket exhaust pipe, aftermarket piston, high-lift cam and race gas) could only match the stock horsepower of a Kawasaki KX250. Unfortunately, when the same mods were applied to the KX250, it could crack 50 horses.

Q: HOW DOES THE 2025 RM-Z250 HANDLE?

A: Suzukis dating back to the late 1970s have always been the best-cornering bikes made. They excelled at carving tight inside lines, and the frame updates that came in 2019 put even more emphasis on the front end. In fact, most modern Japanese chassis have adopted Suzuki’s turn-at-all-costs frame geometry. They realized that racers wanted to be able to carve through corners on the inside line. Honda, Yamaha, and Kawasaki have all emulated Suzuki, offering steeper head angles and less trail.

Of course, the downside of Suzuki handling is that you pay a price to be capable of turning inside everyone on the track—and that price is oversteer on corner entrance and understeer on corner exit. In short, it tucks the front wheel in tight corners and shakes its head at speed. All of this is made worse by the ultra-stiff stock forks, which means that the Suzuki RM-Z250 is only nice on smooth, Supercross-style tracks with lots of traction under braking to help compress the forks. If the track is rough and fast, and has a hard base to it, the forks will rattle your teeth out. 

Once you lower the spring rate on the forks, you’ll realize the forks aren’t the only stiff aspect of this bike. The aluminum frame is also rigid. FCP Racing makes engine mounts for $429, which helps with this. Although it’s stiff, the RM-Z250 chassis is consistent. Our test riders complain about it being harsh, but they also admit that it is nice to know how the chassis will react to the bumps every lap. 

 Suzuki introduced its dual fuel-injector engine in 2019, but it hasn’t seen any updates since. Its peak horsepower is a far cry from its 45-horsepower competition.

Q: HOW DOES SUZUKI’S MX-TUNER 2.0 WORK?

A: The 2025 Suzuki RM-Z250 comes with three pre-programmed, plug-in fuel couplers that change the EFI tuning. The white coupler is the most aggressive off the bottom and gets the rpm to rev through its range faster. The Suzuki MX-Tuner 2.0 comes with every RM-Z and provides the ability to adjust the fuel-injection and ignition settings through a smartphone application, while the Suzuki Holeshot Assist Control (S-HAC) and advanced traction-management system offer a performance edge.

Suzuki’s MX Tuner 2.0 app allows you to choose from among four pre-programmed maps—aggressive, smooth, richer and leaner—for different riding conditions. You can put these maps into any of the three plug-in couplers. You can also create custom fuel and ignition timing maps with the app as well. 

Unfortunately, because the Suzuki does not have electric starting, it doesn’t have a battery. You will need to buy a battery and cable to connect external power to the bike. The battery and cable are sold separately. On the track, the map updates produce a noticeable difference. The Pro Circuit map, designed to work with the RM Army exhaust, is night-and-day better than the stock map, even if you don’t have the Pro Circuit exhaust. 

The lack of an electric starter isn’t the end of the world. It is only a pain when you stall mid-moto and get passed while kicking.

Q: WHAT IS SUZUKI MISSING?

A: If Suzuki won’t fix the forks, build a more competitive engine or add an electric starter, we wish they would at least drop the price a little more. The $8199 MSRP is much better than the $10,499 price tag of the 2025 Husqvarna FC250, but the FC250 is better overall than the RM-Z250. But, it would be great if Suzuki would lower that price point even further and focus on entry-level riders getting into the sport. There’s a demand for more affordable dirt bikes, and Suzuki could meet that demand.

 The best trait of the 2025 engine is that its power is perfectly positioned for novice and entry-level riders to master.

Q: WHAT DID WE HATE?

A: The hate list:

(1) Clutch. The cable is easy to pull in, but the clutch tends to slip after a few hours of use. Stiffer aftermarket clutch springs help your clutch last longer. 

(2) Brakes. The front brake needs help. It has low stopping power, and it will fade over a long moto of hard use.

(3) Forks. The RM-Z250 forks are far too stiff.

(4) Electric start. Electric starting is standard for all modern four-strokes, except on the Suzuki RM-Z250 and RM-Z450. It usually starts within a couple of kicks, which is no problem in the pits. But, if you stall or crash in the middle of a race, it’s going to be a problem.

(5) Weight. At 227 pounds (without fuel in the tank), it is heavy. It would be even heavier if they switched out the kickstart lever for a battery and electric starter. 

(6) Engine. It’s the slowest bike in the class. You need to short-shift to keep the RM-Z250 in the power. 

(7) Resale value. It’s hard to get any money for a used RM-Z250 when the dealerships have new ones already marked down below MSRP. 

(8) Transmission. The gears can be notchy when shifted under a load.

If you buy a 2025 RM-Z250 before December 31, 2024, Suzuki will throw in “RM Army Edition” graphics and a Pro Circuit T6 exhaust system.

Q: WHAT DID WE LIKE?

A: The like list:

(1) Fuel injection. The fuel-injection system produces an ultra-smooth power delivery, thanks to dual injectors: one that works in the lower rpm range and a second injector located farther away from the combustion chamber that kicks in at 7000 rpm.

(2) RM Army. We’re happy Suzuki has offered an RM Army version of its 250/450 models. Unfortunately, if you didn’t buy a Suzuki before December 31st, you missed out on the free Pro Circuit T-6 Exhaust system and RM Army graphics. 

(3) Durability. We have consistently put over 50 hours on our RM-Z250 test bikes every year since 2019 with no serious issues. We even ran the same chain guide and slider last year for all 50 hours with no problems. 

(4) Cornering. After you fix the forks, the RM-Z250 loves to corner. It’s nimble and doesn’t oversteer or want to stand up in the middle of the turn.

(5) Tires. We like the MX33 tires front and rear.

(6) Price. The $8199 MSRP looks good in comparison to its high-priced competition, but you get what you pay for. 

We love the Pro Circuit T-6 exhaust system.

Q: WHAT DO WE REALLY THINK?

A: Without updating a thing since 2019, the Suzuki has become a polarizing bike that you’ll either love or hate. Riders who buy a Suzuki either want to save money or stand out from the pack by using a kickstarter instead of a push-button e-start. On the plus side of the equation, the Suzuki’s bodywork makes it one of the sharpest-looking bikes on the track. The engine is user-friendly for novice-level riders, and the durability is impressive. With the addition of softer fork springs, the Suzuki RM-Z250 is a great bike for many riders.