Launch: 2010 Suzuki RM-Z250 EFI

Suzuki has a rich motocross pedigree, and has produced some exceptional blood lines over the past 25-30 years.

And some of its riders have done alright for themselves too - names like the fearsome Belgian troika of Joel Robert, the late Gaston Rahier and Roger DeCoster are etched in Suz-lore, and in recent years Ricky Carmichael and Chad Reed have massively contributed to the cause.

When you pull out all stops you inevitably reap the rewards, and that's the mentality Suzuki has always taken with motocross racing - and its production-based offspring.

In 2010 Suzuki is turning over a new chapter, and was the first Japanese manufacturer to announce it was adopting EFI on its RM-Z250 platform - two years after it beat its rivals to the punch by doing the same on the RM-Z450.

As you'd expect, power has increased in the restructured guise, with Suzuki now claiming 38.33hp, up from 35.76. There is also a slight increase in torque, with the new benchmark now 27Nm. It also stretches his legs to 13,500rpm.

Outside the heartbeat, the twin-spar aluminium frame is more rigid, the Showa suspension has revised spring and damping rates, and the radiator louvers have smartened up their act by directing more air to the twin, side-mounted aluminium-alloy radiators.

That's a pretty decent catalogue of changes -- all for only $300 more than this year's bike.

The RM-Z will go on sale in about a month, but before that you can catch the machine in action at this year's Super X title with Matt Moss at the helm.

And it's fair to say the results have been stunning. Moss fired the first warning shot when he dominated round one in Launceston, and he proved it wasn't a one-off when he again wiped the floor in last Saturday's final in Geelong.

And this is a bike still in its infancy as far as race development is concerned.

Of course, racing is a collaborative effort, and the well-drilled Rockstar Motul Suzuki motocross team has also has a lot to do with Moss' success, and the Bikesales Network spent some time with the outfit last week at the press launch of the 2010 RM-Z250 at the decorated McAdam Park motocross track in Barrabool (Vic).

What's more, we also rode the latest RM-Z450, which also has updates across the three main pillars: the engine, frame and suspension. The 450 is already on sale.

Contact your local Suzuki dealer for pricing on both 2010 models.

The EFI engine is a peach. It's extremely flexible, which means that it's always hunting - and finding traction - the whole time it's in work mode.

Irrespective of riding ability, that's got to be a good thing, as it not only lets riders get into the groove, but it also helps them to deliver on the race track. Well-executed plans are nothing without the hardware to facilitate change. Geez, that sounds like a something you'd say at a work brainstorming session… But it works in this environment: trust me.

I just happened to be circulating at the same time as Matt - that is, me fumbling and him reeling off some scorching laps - at one stage during the day, and the way that he could get the power down so early through some of the berms was amazing. Then he was gone.

And the bike (I'm talking the production version, not his racebike) simply didn't protest or wave the white flag, which shows just how balanced it is in stock trim. It was simply a case of the Bridgestone medium-compound tyres waiting for the order to arrive.

Put that one down to a combination of elastic power and a great relationship between the chassis and suspension.

Where once you had to come in off a long run to wind out a small-bore motocross bike, those days are long gone, as the RM-Z hooks up nicely from the basement and just continues to rev to that 13,500rpm ceiling through its slick and responsive gearbox. It certainly doesn't taper off in a hurry up top which helps to maintain momentum, although that's not such a massive issue on motocross bikes with their close-ratio gearboxes.

The 250 did feel a little soft in the front-end after my first ride, which was heightened when I jumped on the 2010 RM-Z450 for a strop.

That front-end felt textbook: sharp and responsive, and it handled all sorts of deflections with ease. I could also push harder into turns with a greater level of assurance.

Jay Foreman, the team manager at Rockstar Motul Suzuki, explained that it was probably a high-speed compression issue on the RM-Z250, and after a bit of tweaking he was spot on. After 13 years fettling Suzukis he knows his stuff.

With the target hit, I was as happy as, well, my weary body would let me. These days, I get arm pump playing table tennis, so McAdam Park was quite a workout.

Some parts of the track had been groomed, but others were left quite bumpy to really test the mettle of both riders and machinery.

Once the RM-Z250 was dialled into my liking, I had a blast, especially as the power from the fuel injected engine is so precise and there is no harshness through the drivetrain. It's the same on the RM-Z450 too, but that extra dollop of power does take some getting used to - even if it's bliss for wheelie freaks.

Mind you, I can't wait to ride the RMX450Z enduro bike, as it's based on the RM-Z450 but with a wider-ratio gearbox and a few other add-ons all in the name of trailblazing.

The Nissin brakes on both the RM-Zs offer supreme bite and feel, and the pegs must be good because I didn't lose my footing once.

There's quite a fruity bark from the new muffler on the 250, but not enough for Mossy. He loves sound boring into his ears, which the Yoshimura pipe on his racebike suitably provides.

Are there any major shortcomings? Not from me, your honour. On the cut and thrust of a motocross circuit, or any dirt playground for that matter, the RM-Zs certainly have the technology, functionality, pedigree and smarts to provide riding bliss.

It's entertainment par excellance.

SPECS: 2010 Suzuki RM-Z250 EFI
ENGINE
Type: Liquid-cooled, four-valve, DOHC single
Capacity: 249cc
Bore x stroke: 77.0mm x 53.6mm
Compression ratio: 13.4:1
Fuel system: Electronic fuel injection
Emissions: Euro 3

TRANSMISSION
Type: Five speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Aluminium-alloy twin spar
Front suspension: Showa 47mm telescopic forks, fully adjustable
Rear suspension: Swingarm, link-type Showa piggyback-reservoir shock, fully adjustable
Front brakes: Single discs, with twin-piston caliper
Rear brakes: Single disc, with single-piston caliper

DIMENSIONS AND CAPACITIES
Claimed wet weight: 104kg
Seat height: 955mm
Wheelbase: 1475mm
Fuel capacity: 6.5lt

PERFORMANCE
Claimed maximum power: 38hp
Claimed maximum torque: 27Nm

OTHER STUFF
Price: Contact your local Suzuki dealer
Colours: Black/Champion Yellow
Bike supplied by: Suzuki Australia (www.suzukimotorcycles.com.au)