Bike test - Suzuki 2006
By TMX Archives on 16th Oct 05
dbr's miniature marvels check out the a trio of freshly refined Suzukis with a not-so-new blue and yellow makeover...Words by Tony Marshall Photos by Sutty
With no ground-breaking or particularly exciting new developments made to the zero-six Suzuki range - except a return to the yellow/blue colour scheme that was last seen around 1990 - it's all about refinement and revision.
The first noticeable 'refinement' is the fitment of braceless Renthal Fatbars. The Fatbars actually made their debut appearance on this year's 450 but they're now also now fitted on the '06 two-strokes. However, the Z-250 still has those nasty steel bars that you'll want to throw in the bin - along with the stock chain and sprockets - before you even run your bike in. And it's not just the bars that have been forgotten as it seriously seems like the development of the baby four-stroke has been forsaken for next year - but look out for an all-new bike in '07.
With no new 450s in the country I'll mostly be concentrating on the two two-strokers. Internal engine mods on the 125 should make for a smoother power delivery down low while piston, pipe and a modified intake area should - in theory - help beef up the ponies all round.
The two-fiddy engine also has changes to the intake side of things. New carbon-fibre reeds and a reshaped intake - when matched up with a freshly mapped ignition - are designed to smooth the power delivery at middle RPM, an area that has most definitely needed cleaning up on past models. But enough talk and on with some riding...
Here's a bit of useless MX trivia for you - Suzuki have won more 125cc motocross world championships than any other brand. That's quite impressive and so is their new bike - which to be fair isn't much different from the '05 or even '04 models.
The first thing I noticed is that you sort of sit in the bike rather than on it. I reckon it's partially because the seat height is one of the lowest on the market at 950mm (that's four whole centimetres lower than the toweringly-tall Husky 125) but also because the handlebars feel relatively high - which they have done on all Suzukis since they were raised in the clamps a few years back.
The motor is jetted almost perfectly with no bogging or flat spots felt - even in the deeper sand sections at the back of the track. To be honest I couldn't feel any real benefits from the new motor modifications but it's fair to say the Suzuki 125 has a strong motor for a standard bike although you do have to be on the top of your game if you're planning on out-powering similar standard riders who are on 250 four-strokes.
One area where 125 two-strokes can get the better of the four-bangers is in corners and this bike feels comfortable in all cornering situations. It behaves perfectly in loamy berms, tight ruts and even long flat-track style bends with no nasty surprises.
The suspension took one hell of a hammering at our secret test spot and I never really had any major problems with how the bike handled over the massive selection of bumps this place has to offer. From small braking bumps to massive holes the 125 took everything in its stride without bottoming out or doing anything silly.
The brakes are spot on - strong and progressive on all the bikes - but that's a given on any new bike these days. Another thing that we've grown to expect a lot from is gearshifting - the whole range of Suzuki's are slick shifters so there's no need to worry there either.
The larger two-stroke in the range is a lot of fun to ride too. It shares the 'sit-in' feel that its baby brother has although I don't mind that too much as it helps you feel in control.
The 250 motor packs a lot of punch, pulling hard from the bottom and then not letting off for a single moment. It seems that the internal motor work and ignition changes have helped solve the Suzuki mid-range bogging problem of old as it's not as apparent on the '06 model. The top-end feels great too and there's plenty of over-rev there.
Moving on to handling and the front end of the bike is very positive and it's possible to get on tight lines you'd never think were possible to reach. The rear is only too happy to follow the front making the 250 Suzuki one of the best turning open class bikes on the market. Don't just think this bike likes to hog the inside line though - it's equally happy railing berms and I managed to drag my levers in the dirt on more than one occasion.
The suspension action is smooth and progressive and there are no signs of nasty head-shake, mid-stroke harshness or bottoming out. High speed stability is great and the way this bike handles is very confidence-inspiring, making it perfect for everyone at pretty much every level.
We've already established the RM-Z is untouched for '05 although it does share the same bold new graphics and semi-blue seatcover as the other models. When you sit on this bike it feels flatter than the RMs which makes it easier to move backwards or forwards on the bike. The controls on this bike are light and responsive and like most 250 four-strokes it's a lot of fun to ride as the motor is just so forgiving. From the strong and responsive bottom-end right up to the top this bike runs well and it also seems that Suzuki have cured the hot start problem which plagued the earlier models.
The suspension on this bike is good even though it's running Kayaba forks and shock as opposed to the Showas that suspend the others. I feel that the RM-Z possibly has the best feel of the three in a from-the-crate state as it tracks well and seems to handle the braking bumps even better than the others.
All three bikes are definitely good enough to win in stock trim anywhere up to national level. I'd say the 250 two-stroke is the most competitive of the bunch while the RM-Z is the most fun to ride. The 125 two-stroke is a great bike but I feel it's not quite up to par with the four-strokes that it has to run against in its class. That's not to say it's not a winning bike - you'd just have to ride it harder to come out on top.
second opinion
Chris concludes
Words by Chris Hammal
As the years go by we see fewer and fewer actual 125s in the 125 class and after riding a 125 and a 250F back to back it's easy to see why they're a dying breed.
When I first threw my leg over the smallest member of the Suzuki family it felt very comfy and had a nice normal feel to it all - which is strange since I haven't rode a 125 Suzuki in a good few years. The seat height is quite low with a low tank while the bars and controls feel nice and light with Renthal Fatbars coming as standard being a very nice touch.
Once out on the track I found this bike hard work. I feel it has no bottom-end at all and in the corners you have to scream the nuts out of it to keep it going otherwise the motor dies and the front end sinks into the deep berms. Maybe on a hardpack track it wouldn't be so bad...
Aside from the lack of low-end it does have loads of power all the way up through the rest of the range. When you can keep the revs up it's very good in the corners - it turns anywhere you point it and the ride position felt good and stable.
The Showa front and rear suspension felt great on this rough whooped-out track - both ends work well together and soak up the rough stuff. The back end doesn't kick and swap about on the big rollers coming out of corners like I would have expected from a standard bike and along the straights it has a good sturdy feel which gave me more and more confidence as I put the laps in.
The 250 two-stroke feels a lot like the 125 when it comes to the riding position. Once fired up this bike sounds great with good snappy throttle response and out on the track it doesn't disappoint either.
It has loads of power and it's very usable all the way through the rev range. In the corners you can roll the throttle on and then it keeps on pulling through the gears.
The overall feel of the bike is good and it has a nice safe feel to it - like it won't bite back at any time. The Showa suspension works great - it didn't feel quite as good as on the 125 but that might have been due to the heavier feel of the bike and the more powerful motor.
The bike tracked through the big rollers in a straight line and soaked them up well without stepping out of line once. This bike's also great in the corners - it turns on a dime and goes wherever you point it.
Last to test was the 250 four-stroke. Kawasaki have moved away from the joint project to develop their own 250F while Suzuki have stayed with the old one. First thing I noticed after I threw a leg over the four-banger was that the Renthals that are standard on the two-strokes are missing and in their place are some bad shaped bars that feel wider than a Hummer.
Apart from that the ride position is good, the seat height is great and the bars are at a nice height in the clamps. After firing life into the beast I went out on the track. The motor is great, it has loads of smooth power which is there as soon as the throttle is wound open - it fades a little right at the top but it is a four-stroke.
The handling is great - just like the other two - but different to them as it has Kayaba suspension. It feels a bit harder but still soaks up the rough stuff well. The more I rode this bike the more confidence I felt in it. It's a great bike that anyone can enjoy with lots of power and good handling.
specifications
RM125
Capacity: 124cc
Bore and stroke: 54mm x 54.5mm
Transmission: Five-speed
Carburettor: Mikuni TMX38SS
Front suspension: Showa fork
Rear suspension: Showa shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1450mm
Seat height: 950mm
Dry weight: 87kg
RM250
Capacity: 249cc
Bore and stroke: 66.4mm x 72mm
Transmission: Five-speed
Carburettor: Keihin PWK38S
Front suspension: Showa fork
Rear suspension: Showa shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1470mm
Seat height: 950mm
Dry weight: 96kg
RM-Z 250
Capacity: 249cc
Bore and stroke: 77mm x 53.6mm
Transmission: Five-speed
Carburettor: Keihin FCR37mm
Front suspension: Kayaba 48mm fork
Rear suspension: Kayaba shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1475mm
Seat height: 960mm
Dry weight: 92.5kg
The first noticeable 'refinement' is the fitment of braceless Renthal Fatbars. The Fatbars actually made their debut appearance on this year's 450 but they're now also now fitted on the '06 two-strokes. However, the Z-250 still has those nasty steel bars that you'll want to throw in the bin - along with the stock chain and sprockets - before you even run your bike in. And it's not just the bars that have been forgotten as it seriously seems like the development of the baby four-stroke has been forsaken for next year - but look out for an all-new bike in '07.
With no new 450s in the country I'll mostly be concentrating on the two two-strokers. Internal engine mods on the 125 should make for a smoother power delivery down low while piston, pipe and a modified intake area should - in theory - help beef up the ponies all round.
The two-fiddy engine also has changes to the intake side of things. New carbon-fibre reeds and a reshaped intake - when matched up with a freshly mapped ignition - are designed to smooth the power delivery at middle RPM, an area that has most definitely needed cleaning up on past models. But enough talk and on with some riding...
Here's a bit of useless MX trivia for you - Suzuki have won more 125cc motocross world championships than any other brand. That's quite impressive and so is their new bike - which to be fair isn't much different from the '05 or even '04 models.
The first thing I noticed is that you sort of sit in the bike rather than on it. I reckon it's partially because the seat height is one of the lowest on the market at 950mm (that's four whole centimetres lower than the toweringly-tall Husky 125) but also because the handlebars feel relatively high - which they have done on all Suzukis since they were raised in the clamps a few years back.
The motor is jetted almost perfectly with no bogging or flat spots felt - even in the deeper sand sections at the back of the track. To be honest I couldn't feel any real benefits from the new motor modifications but it's fair to say the Suzuki 125 has a strong motor for a standard bike although you do have to be on the top of your game if you're planning on out-powering similar standard riders who are on 250 four-strokes.
One area where 125 two-strokes can get the better of the four-bangers is in corners and this bike feels comfortable in all cornering situations. It behaves perfectly in loamy berms, tight ruts and even long flat-track style bends with no nasty surprises.
The suspension took one hell of a hammering at our secret test spot and I never really had any major problems with how the bike handled over the massive selection of bumps this place has to offer. From small braking bumps to massive holes the 125 took everything in its stride without bottoming out or doing anything silly.
The brakes are spot on - strong and progressive on all the bikes - but that's a given on any new bike these days. Another thing that we've grown to expect a lot from is gearshifting - the whole range of Suzuki's are slick shifters so there's no need to worry there either.
The larger two-stroke in the range is a lot of fun to ride too. It shares the 'sit-in' feel that its baby brother has although I don't mind that too much as it helps you feel in control.
The 250 motor packs a lot of punch, pulling hard from the bottom and then not letting off for a single moment. It seems that the internal motor work and ignition changes have helped solve the Suzuki mid-range bogging problem of old as it's not as apparent on the '06 model. The top-end feels great too and there's plenty of over-rev there.
Moving on to handling and the front end of the bike is very positive and it's possible to get on tight lines you'd never think were possible to reach. The rear is only too happy to follow the front making the 250 Suzuki one of the best turning open class bikes on the market. Don't just think this bike likes to hog the inside line though - it's equally happy railing berms and I managed to drag my levers in the dirt on more than one occasion.
The suspension action is smooth and progressive and there are no signs of nasty head-shake, mid-stroke harshness or bottoming out. High speed stability is great and the way this bike handles is very confidence-inspiring, making it perfect for everyone at pretty much every level.
We've already established the RM-Z is untouched for '05 although it does share the same bold new graphics and semi-blue seatcover as the other models. When you sit on this bike it feels flatter than the RMs which makes it easier to move backwards or forwards on the bike. The controls on this bike are light and responsive and like most 250 four-strokes it's a lot of fun to ride as the motor is just so forgiving. From the strong and responsive bottom-end right up to the top this bike runs well and it also seems that Suzuki have cured the hot start problem which plagued the earlier models.
The suspension on this bike is good even though it's running Kayaba forks and shock as opposed to the Showas that suspend the others. I feel that the RM-Z possibly has the best feel of the three in a from-the-crate state as it tracks well and seems to handle the braking bumps even better than the others.
All three bikes are definitely good enough to win in stock trim anywhere up to national level. I'd say the 250 two-stroke is the most competitive of the bunch while the RM-Z is the most fun to ride. The 125 two-stroke is a great bike but I feel it's not quite up to par with the four-strokes that it has to run against in its class. That's not to say it's not a winning bike - you'd just have to ride it harder to come out on top.
second opinion
Chris concludes
Words by Chris Hammal
As the years go by we see fewer and fewer actual 125s in the 125 class and after riding a 125 and a 250F back to back it's easy to see why they're a dying breed.
When I first threw my leg over the smallest member of the Suzuki family it felt very comfy and had a nice normal feel to it all - which is strange since I haven't rode a 125 Suzuki in a good few years. The seat height is quite low with a low tank while the bars and controls feel nice and light with Renthal Fatbars coming as standard being a very nice touch.
Once out on the track I found this bike hard work. I feel it has no bottom-end at all and in the corners you have to scream the nuts out of it to keep it going otherwise the motor dies and the front end sinks into the deep berms. Maybe on a hardpack track it wouldn't be so bad...
Aside from the lack of low-end it does have loads of power all the way up through the rest of the range. When you can keep the revs up it's very good in the corners - it turns anywhere you point it and the ride position felt good and stable.
The Showa front and rear suspension felt great on this rough whooped-out track - both ends work well together and soak up the rough stuff. The back end doesn't kick and swap about on the big rollers coming out of corners like I would have expected from a standard bike and along the straights it has a good sturdy feel which gave me more and more confidence as I put the laps in.
The 250 two-stroke feels a lot like the 125 when it comes to the riding position. Once fired up this bike sounds great with good snappy throttle response and out on the track it doesn't disappoint either.
It has loads of power and it's very usable all the way through the rev range. In the corners you can roll the throttle on and then it keeps on pulling through the gears.
The overall feel of the bike is good and it has a nice safe feel to it - like it won't bite back at any time. The Showa suspension works great - it didn't feel quite as good as on the 125 but that might have been due to the heavier feel of the bike and the more powerful motor.
The bike tracked through the big rollers in a straight line and soaked them up well without stepping out of line once. This bike's also great in the corners - it turns on a dime and goes wherever you point it.
Last to test was the 250 four-stroke. Kawasaki have moved away from the joint project to develop their own 250F while Suzuki have stayed with the old one. First thing I noticed after I threw a leg over the four-banger was that the Renthals that are standard on the two-strokes are missing and in their place are some bad shaped bars that feel wider than a Hummer.
Apart from that the ride position is good, the seat height is great and the bars are at a nice height in the clamps. After firing life into the beast I went out on the track. The motor is great, it has loads of smooth power which is there as soon as the throttle is wound open - it fades a little right at the top but it is a four-stroke.
The handling is great - just like the other two - but different to them as it has Kayaba suspension. It feels a bit harder but still soaks up the rough stuff well. The more I rode this bike the more confidence I felt in it. It's a great bike that anyone can enjoy with lots of power and good handling.
specifications
RM125
Capacity: 124cc
Bore and stroke: 54mm x 54.5mm
Transmission: Five-speed
Carburettor: Mikuni TMX38SS
Front suspension: Showa fork
Rear suspension: Showa shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1450mm
Seat height: 950mm
Dry weight: 87kg
RM250
Capacity: 249cc
Bore and stroke: 66.4mm x 72mm
Transmission: Five-speed
Carburettor: Keihin PWK38S
Front suspension: Showa fork
Rear suspension: Showa shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1470mm
Seat height: 950mm
Dry weight: 96kg
RM-Z 250
Capacity: 249cc
Bore and stroke: 77mm x 53.6mm
Transmission: Five-speed
Carburettor: Keihin FCR37mm
Front suspension: Kayaba 48mm fork
Rear suspension: Kayaba shock
Front brake: Disc
Rear brake: Disc
Wheelbase: 1475mm
Seat height: 960mm
Dry weight: 92.5kg
16 November 2005