2024 SUZUKI RMZ450 RM ARMY EDITION: FULL TEST

Thank you, Kenny. If not for HEP Motorsports and Ken Roczen, we might have forgotten about the Suzuki RM-Z450. Now, after winning races in the 2023 Monster Energy Supercross series and the 2023 World Supercross series, plus finishing second in the Supermotocross finals, Kenny has proven that the Suzuki is still a world-class motocross bike in the hands of a professional team. The irony of it all is that the bike’s true strength lies in what it can do for amateur riders.

THE YELLOW ELEPHANT IN THE ROOM

As the social media universe delights in pointing out, Suzuki lost interest in yearly updates for its motocross bikes some time ago. The RM-Z450 hasn’t changed much in 10 years; in fact, it hasn’t changed at all since 2018 when it got a new look and a fairly long list of updated parts. What didn’t change was the overall character and behavior of the bike. It was still a well-behaved, predictable bike with excellent turning manners—and a kickstarter. That last point seemed to dominate the discussion until the arrival of Roczen.

Now, the 2024 model has arrived amidst rekindled attention. The mechanical core of the bike is again unchanged. It has Showa suspension components with a fairly unusual shock in the rear, dubbed the “balancefree rear cushion.” This differs from a conventional shock because all the valving is stationary in the shock body rather than plunging up and down on the end of the shock shaft. The fork is a coil-spring unit that replaced the somewhat ridiculous air fork from the previous generation.

The Suzuki does have a somewhat advanced electronics package. It has three preprogrammed maps that can be selected by changing electronic couplers. On top of that, the bike comes with a smartphone-based tuning system called the “Suzuki MX Tuner 2.0.” This is actually an aftermarket system manufactured by GET/Athena, but it does allow you to make mapping changes at the track. The bike doesn’t have its own battery like a Yamaha, so you have to connect it to an external power source to make the system work. Most riders just bring a generic motorcycle battery to the track. Suzuki also has a fairly sophisticated launch assist called “S-HAC.” It has two levels and is only active for 6 seconds after pressing the button until you shift to fourth or until you completely chop the throttle. That way there’s no danger of having the power output curtailed any longer than you need.

The bike tested here is the RM Army Edition. This is a limited-time promotion that gives you a Pro Circuit T-6 exhaust with a titanium shell, a carbon fiber end cap and a stainless steel head pipe, along with a special graphics kit. The great thing about this compared to other special editions is that it does not cost extra, and you get to keep your original pipe. The 2024 RM-Z450 has a suggested retail price of $9,199. That makes it the second-most affordable 450 in the class behind the Honda CRF450R-S.

THE PECKING ORDER

There are over a dozen 450 motocross bikes currently available. It’s extremely difficult to place the Suzuki in some contrived pecking order because, in stock form, it has a few issues that need to be addressed.

Across the board, though, the one asset that everyone loves about the Suzuki is its overall handling. There are several phases that make up any change in direction, and the RM-Z does well in all of them. The front end tracks well on deceleration, then it drops in with very little effort and accelerates out with control and stability. When you put it all together, the RM-Z provides excellent rider confidence. That mixes well with a smooth, linear power delivery. It’s not the fastest 450; it’s barely even the fastest 350. But, as we all know, today’s 450s are a little excessive, and horsepower is often the enemy of handling. You can certainly tailor the mapping with the MX Tuner, but at the end of the day, the power it has is the power you get, and dyno output is actually the least of its issues.

What’s the biggest? The stock suspension setup is unbalanced. The front is softer than the rear, and that creates a stinkbug feel. First things first, you have to move the forks flush with the top of the triple clamps and increase compression by at least four clicks. Resist the urge to lessen compression damping in the rear shock; it’s already very busy back there. Add a little rebound damping and call it a day. It will be good all the way to the intermediate class; pros might look into suspension re-valving.

HOW ‘BOUT THAT KICKSTARTER?

Obviously, there’s a national-caliber bike just below the surface. Kenny has proven that, and it didn’t take factory parts to get there. The Suzuki just needs a little understanding and setup. With the Pro Circuit exhaust you get a little more power on top and a little less weight. You can dial in the suspension without too much work, and then stick the $1000 you saved in your pocket. The only thing you can’t do is add an electric starter. If that’s a deal-breaker, then so be it. Kenny Roczen did his own shootout at the end of 2022 and decided the RM-Z450 is the best bike in the class, kickstarter and all.