Launch report: Suzuki RMZ450Z

It's been more than 10 years since Suzuki had a serious enduro bike in its off-road arsenal. Way back then it was the highly popular RMX250 two-stroke that flew the flag between the trees for team yellow. Well, the RMX is back on the scene, albeit in a completely different guise.

This time around, the RMX is a four-stroke, not a two-smoker, it's gained an extra 200cc and an electric starter. Rather than a revolutionary re-design, the new RMX450Z is based very closely on the championship-winning RM-Z450 motocrosser.

Up until the release of the new RMX, Suzuki's flagship bike for the bush has been the venerable DR-Z400E. While the DR-Z mightn't have the pizzazz of those headlining the 450cc enduro brigade, it's been doing its company proud in the sales race. In fact, the most recently released off-road motorcycle sales figures for Australia saw the humble Suzuki DR-Z400E topping the charts. It's one hell of a popular bike.

PRICE AND EQUIPMENT
So where does the arrival of a bristling new fuel injected RMX leave the DR-Z? Well, lovers of the DR-Z will be pleased to know it is status quo for the ever reliable Suzi. The DR-Z will continue as an important model for Suzuki and will continue to capture a completely different market to potential RMX owners. Apart from having two wheels and yellow plastics, the RMX has very little in common with the DR-Z. It's the RM-Z motocross model where you'll find the similarities. In fact, it can be difficult to pick the differences.

Internally, the RMX and RM-Z differ in their cam timings, fuel intake, gear ratios and suspension settings. The aim for the RMX was to shift power to the bottom-end and mid-range for improved performance at lower revs.

Externally, the RMX scores a sleek and compact headlight and tail-light combination, a hinged airbox cover for easier filter changes, a plastic bashplate, sidestand, electric start and battery, and an 18-inch rear wheel. There's also a neat multi-function digital speedo, complete with a fuel level warning light. You won't find that on the MX model.

With such close links to the RM-Z it's obvious the RMX is designed purely for competition, a fact Suzuki is proud to promote. According to Suzuki, the new RMX is all about "maximum performance, no compromises." Confirming that theme is the lack of indicators or any other road-going necessities, making the bike non ADR-compliant and therefore not capable of being fully registered in Australia.

Thanks to recreational registration rules in Victorian and Tasmania, riders will legally be allowed to head to bush on the RMX, but for the rest of the country it'll be private property and sanctioned race events where rego isn't required.

Out of the crate, the RMX450Z is choked up with various restrictors so it passes stringent American emission laws, but to gain the full race-bred experience, the bikes supplied for the Australian launch were de-restricted and ready for competition.

Retail price is $11,790.

ON THE DIRT
The official Aussie launch of the RMX450Z took place on a private property near Dungog (NSW) - an area known for its quality bush trails. Property owner Trent Lean is an experienced enduro racer and, as you'd expect from a veteran of bush racing, his property is covered with tracks that weave between the trees, scale mountains and criss-cross rivers. The property even features a substantial motocross track. It's the kind of place most of us dream about owning and an ideal location for testing the performance of a race bred dirtbike.

The enduro loops featured plenty of variety and loads of challenges, and I have to admit to feeling rather challenged during my first outing on the new Suzuki. Without the plushness of the DR-Z and with the aggression of the RM-Z, the RM-X was a handful in tight terrain. It crossed my mind to find some fire trails or dirt roads for the chance to open the throttle and give the Suzi some breathing space. Without a rego plate I realised that wasn't an option and that perseverance would have to prevail.

While not a fifth-gear pinned affair, the motocross track did provide the opportunity to wind up the rev counter and get more forceful with the 450. It soon became obvious the RMX works best when ridden hard and the MX track was the one place I felt confident enough to do that. Going fast between the trees, however, was a difficult proposition, largely due to a suspension package that just wasn't working for me.

My weight, or lack of it, could've played a part, but other testers weighing 80kg and more also found the Suzuki unforgiving and often unsettling in the bush. Numerous suspension adjustments were made and the ride did improve, but not to the point where I felt confident and in control while tackling the enduro loops. The Suzuki definitely feels more at home on a motocross track than battling through the bush.

Having ridden the de-restricted version only, I'd be interested to know what the RMX is like to ride straight out of the crate. Certain performance restrictions can make a bike virtually unrideable, but if the Suzuki's original restrictors mellowed the power and reduced the noise of the exhaust it could be a much improved proposition for the bush.

I also wonder if, in its restricted state, stalling the engine would be less of an issue. Many of the testers, myself included, stalled the bike throughout the tighter, more technical sections of the enduro loop. At least there was the luxury of electric start to get the show rolling each time the engine flamed out.

After getting a kick out of blasting the MX track aboard the RMX and having the crap kicked out of me in the bush, I was left wondering what sort of rider the Suzuki will suit. It works on a motocross track, but if MX is your thing why bother with the headlight and tail-light and just grab yourself an RM-Z450?

If you're a trailrider and you live anywhere but Victoria or Tassie, the RMX isn't a legal proposition so you'll need to stick with a DR-Z or switch to one of other brands that come complete with a rego plate. That leaves the dedicated enduro racer, who wants maximum performance and can get away without registration.

Even so, I believe this type of rider will still need to tailor the Suzuki in an effort to tone down its MX pedigree and make it more compliant for the lower speeds and more technical nature of enduro racing. Enduro racers will also need to address the exhaust note of the RMX in its de-restricted state; it's loud and noise is an issue the enduro fraternity doesn't take lightly.

The 450cc four-stroke enduro market will be a tough one to penetrate, given the number of brands saturating the segment. Making life even tougher for a newcomer like the RMX is the fact major players in the class, such as Yamaha and KTM, have proven themselves as race and championship winners, while also having massive popularity with everyday trailriders. Taking sales away from such established players will be a tough ask for Suzuki and one made all the tougher due to the lack of a registration plate.

Due to the RMX being so competition oriented and without the option to register the MX-inspired weapon, the market for this bike would seem fairly limited. And while that might be the case for the first incarnation of this model, there's no telling which direction Suzuki might take if the RMX doesn't initially hit a chord with the buying public. The next model or the one after that could end up being just what the doctor ordered.

Without a motorcycle of any kind in my garage at present, I'd be more than happy to fill that depressingly vacant space with a new Suzuki RMX450Z, but to race or ride the yellow peril confidently in the bush there'd need to be considerable time spent on the tools refining the setup.

SPECS: 2010 SUZUKI RMX450Z
Engine: Liquid-cooled, DOHC, single-cylinder, four-valve four-stroke
Displacement: 449cc
Bore x stroke: 96 x 62.1mm
Fuel supply: Keihin fuel injection
Transmission: Five-speed
Front suspension: 47mm Showa
Rear suspension: Showa shock
Fuel capacity: 6.2lt
Claimed wet weight: 123.5kg
Seat height: 950mm
Warranty: Six months
Retail price: $11,790