2019 rmz 250 hp

2019 rmz 250 hp DEFAULT

The total cost of the head work and ECU comes in right around $1500, which isn’t a whole hell of a lot, when you’re looking at what you’re getting on the track. That’s only a little more than you’d spend on a full system exhaust, but in comparison I think you get more bang for your buck with the head/ECU work. A pipe can usually improve on the stock engine character, but in this case I feel the head work actually changed the engine character for the better. Being able to use second gear longer through corners helped make this an even more fun yellow bike to shred ruts with. Third gear is still not an option on tight corners, but now that second gear is longer, I am not worried about pulling third so early. I used the stock gearing, but am looking to possible go up a tooth in the rear to see what it can offer me in third gear exiting corners. With the head work and Vortex ECU the Suzuki pulls down each straight farther and has slightly more recovery when I make that mistake. I like that the Race Tech mods gave me the sensation of a more playful yellow zook while keeping the reliability of this machine in tact. Yes, the Suzuki is reliable! I have been riding/racing the crap out of this bike and have experienced zero issues with it. After racing long/fast GP style courses as well as the tight ruttier technical mx tracks, the Suzuki has been easy to work on in the garage. 

After we got the motor sorted out, I made a few mods just for personal preference. I’ve been a Renthal guy all my life, but since testing with Keefer, I’ve really begun to like Pro Taper’s SX Race handlebar, so that’s what I chose for the RM-Z. They also sent me their “Twister” throttle tube, which is an aluminum tube with a bearing on the end of it. I honestly thought it was a bit of a gimmick, but I fell in love with how smooth and easy it makes the throttle pull. I’ll be running those on all my personal bikes from here out! The stock seat cover looks grippy, but I found myself sliding around quite a bit under acceleration. Motoseat fixed that problem with a ribbed gripper seat, yet it wasn’t so aggressive where it hurt my rear end after a long day in the saddle. 

My personal favorite tire combo is the Hoosier 25S front and 25 rear, so that’s what I chose for the RMZ. I like this combo because the tires have a great carcass feel an have excellent lean angle traction for me. Hoosier has a reinforced sidewall with the “S” models, so if you’re looking for a bit of a longer life span, look at the 25 “S” Hoosiers. Finally Elusive Graphics made it look pretty with a custom set of Keefer Inc Testing graphics. 

So now the big question. With the work we did, is the RMZ 250 competitive with the other bikes in its class? Yes and no. Does it have have the bottom end torque of a Yamaha? 

It still DOES NOT! Does it have the pulling power and over-rev of a KTM or Husky? No. 

The RMZ engine isn’t the best in any category, but with the work that we performed to it, it still can be respectable racing machine without the pricing of the other five manufacturer models. 

Where the Suzuki really shines is in handling. It corners as good or better than any bike on the track and it remains predictable and stable at speed after some suspension work. Simply put, it’s easy and fun for me to ride. I still ride at a high level and I would take this bike to race (with these mods) any day. 

Sours: https://www.keeferinctesting.com/motocross-testing/2020/8/9/2020-suzuki-rm-z-250-blue-collar-project

How heavy is a RMZ 250?

How heavy is a RMZ 250?

233.7 pounds

How much horsepower does a rmz250 have?

The 2020 Suzuki RM-Z250 makes 39 horsepower.

How many gears does a RMZ 250 have?


How much HP does a RM125 have?

Claimed horsepower was 41.04 HP (30.6 KW) @ 11500 RPM….

Suzuki RM125
Bore / Stroke53.3mm x 53.3mm
Compression ratio8.3:1/9.9:1
Top Speed65 mph
Horsepower41.04 HP (30.6 KW) @ 11500RPM

Is the 2011 RMZ 250 fuel injected?

A: Yes. How so? A total of 34 changes have been made to the 2011 Suzuki RM-Z250. Last year, the RM-Z250 received electronic fuel injection, an aluminum gas tank, engine modifications, a redesigned aluminum alloy frame, new swingarm and revised spring rates.

When did Suzuki RMZ 250 go Fuel-Injected?


What year did Suzuki RMZ go Fuel-Injected?

2010 Suzuki RM-Z450 After the magic 2007 moment when Suzuki introduced the first-ever fuel-injected motocross machine, it;s time to add even more upgrades to the amazing RM-Z450.

When did Honda go Fuel-Injected?

September 9, 2008 Honda’s CRF450R motocross bike has been hugely successful since its launch in 2002 – and although the bike is already recognized as the class leader, it’s receiving a kitchen-sink included upgrade for 2009.

What does CRF Honda stand for?

Competition Race

How fast can a Honda CRF450R go?

The Honda CRF 450R is a legendary model in motocross, even though it is not the fastest on this list. It tops at 87 mph (142km/h), which is not too shabby.

Is the 2019 crf150r fuel injected?

The SOHC 124cc engine delivers its power smoothly, and Keihin electronic fuel injection offers dependability and clean running for 50-state off-road legality, while the steel twin-spar frame and Showa suspension deliver a smooth, nimble ride.

How much HP does a CRF150R have?

Honda CRF150R Specs The engine produces a maximum peak output power of 23.47 HP (17.1 kW)) @ 12500 RPM and a maximum torque of 14.10 Nm (1.4 kgf-m or 10.4 ft. lbs) @ 11000 RPM . With this drive-train, the Honda CRF150R is capable of reaching a maximum top speed of .

Is the CRF125F fuel injected?

The CRF125F’s dependable four-stroke, single-cylinder engine offers good performance with a wide powerband—perfect for a wide range of riders, including beginners. Fuel injection makes it even better and more efficient.

How heavy is a CRF150R?

185 pounds

What is the top speed of a CRF 150?

113 km/h

How much is a CRF150R worth?


Suggested List PriceAverage Retail
Base Price$5,099$4,310
Total Price$5,099$4,310

How big is a Honda 150 dirt bike?

74.8 inches

Is a CRF150R a 2 stroke?

All of Honda’s 2008 models are four-strokes whereas in years past, some of their racing bikes were two-strokes. The 150R features a powerful Unicam four-valve liquid-cooled engine that produces impressive power at a wide RPM range that only weighs 43.6 pounds.

Is the CRF230F a good bike?

While the power may be a weakness for some riders, the engine is actually one of the reasons why the CRF 230 is such a great dirt bike. A smooth and low-end, torque-based engine is perfect for beginner riders. It’s one of the reasons why the CRF230F is featured on the best beginner dirt bike guide.

How much does a Honda CRF 230 weigh?

BBR Jetting Chart

Seat height34.1 inches
Wheel Base54.1 inches
Weight249 lbs.
Part diagrams linkHonda CRF230F Parts Diagrams (MotoSport.com)

Sours: https://boardgamestips.com/miscellaneous/how-heavy-is-a-rmz-250/
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Suzuki RM-Z250: history, specs, pictures

The Suzuki RM-Z250 was a single cylinder, four-stroke Enduro motorcycle produced by Suzuki between 2004 and 2019. Max torque was 20.65 ft/lbs (28.0 Nm) @ 8500 RPM. Claimed horsepower was 43.05 HP (32.1 KW) @ 11000 RPM.

Engine[edit | edit source]

The engine was a liquid cooled single cylinder, four-stroke. A 77.0mm bore x 53.6mm stroke result in a displacement of just 249.0 cubic centimeters. Fuel was supplied via a double overhead cams/twin cam (dohc).

Drive[edit | edit source]

The bike has a 5-speed transmission. Power was moderated via the Wet Multi-plate.

Chassis[edit | edit source]

It came with a 80/100-21 front tire and a 100/90-19 rear tire. Stopping was achieved via single disc in the front and a single disc in the rear. The front suspension was a inverted telescopic, pneumatic spring, oil damped, adjustable damping force while the rear was equipped with a link type, coil spring, oil damped, adjustable spring preload and damping force. The RM-Z250 was fitted with a 1.66 Gallon (6.30 Liters) fuel tank. The bike weighed just 202.83 pounds (92.0 Kg). The wheelbase was 58.07 inches (1475 mm) long.

2004 Suzuki RM-Z250[edit | edit source]

2004 Suzuki RM-Z250

2004 brings the RM-Z250, an all-new model Suzki came up with in order to meet the requirements of riders who favor a strong motocross competitor with looks similar to those of the RM250. The extra Z in the badge introduces a bulletproof chassis, strong Kayaba suspensions plus a host of competition-grade upgrades and tricks aimed at turning you from a mere competitor into podium pretender.

This is one of the bikes developed as a part of the Suzuki-Kawasaki alliance. Suzuki engineered the engine, while Kawasaki did the "leg work", so this is why the RM-Z250 is such a spectacular performer.

2006 Suzuki RM-Z250[edit | edit source]

2006 Suzuki RM-Z250

if it's got a Z it's a 4-stroke racing beast, so the name of the 2006 MY RM-Z250 is rather self-explanatory. You're putting your money on a race-engineered machine which is built like tank. A tank that travels very fast, jumps and lands like a dream and which is one of your best allies to help you cross the finish line first.

Every part of the RM-Z250 has been carefully engineered and tested to deliver flawless performance and it will take more than one or two bumps to wreck it.

2007 Suzuki RM-Z250[edit | edit source]

2007 Suzuki RM-Z250

The 2007 MY RM-Z250 shares the improvements with its bigger sibling, so riding it will provide you with a better overall experience coming from the updated engine and suspensions, plus the redesigned swingarm. The bike retains the overall lightweight construction which, combined with the improved power delivery should make riding more aggressive and rewarding at the same time.

2008 Suzuki RM-Z250[edit | edit source]

2008 Suzuki RM-Z250

The 2008 MY RM-Z250 bids you welcome in the world of real quarter-liter competition machines. This bike has a 4-stroke liquid-cooled engine which is capable to deliver explosive power when reined by bold riders. Taller and significantly more aggressive, the RM-Z250 is not exactly a bike for beginners, despite its quarter-liter displacement which might trick some into believing this is a tame machine.

2008 brings new pegs with a redesigned shape to prevent mud build-up, a new, more adherent seat, and a completely revisited chassis for the new engine.

2009 Suzuki RM-Z250[edit | edit source]

2009 Suzuki RM-Z2502009 Suzuki RM-Z2502009 Suzuki RM-Z250

The 2009 MY brings solid upgrades for the middleweight RM-Z machine. The RM-Z250 receives a new chassis with a ton of design tweaks for better rigidity and lighter mass, new adjustable Showa suspensions and gold-trimmed accents for a true factory look. On the engine side, the RM-Z250 sees a new Keihin FCR73MX carburetor, new porting, a new internal muffler design, a new piston profile and a hot starter relocated according to Ricky Carmichael's own design.

The seat was also improved for better grip, while the pegs were redesigned to prevent mud from caking up, and the rotors now boast a race-inspired shape for better cooling and mud rejection.

2010 Suzuki RM-Z250[edit | edit source]

2010 Suzuki RM-Z2502010 Suzuki RM-Z2502010 Suzuki RM-Z2502010 Suzuki RM-Z250

The quarter-liter off-road class may be one of the most rewarding, action-packed sport segments, mostly because the bikes used in it are exceptionally lightweight while retaining a very savage character. This means an exhilarating ride, especially when it comes to the new-generation machines such as the 2010 MY RM-Z250. The model comes with revised cam timing and updated intake ports for more power in the top end zone, while the suspension rates are also tweaked for the new season.

2011 Suzuki RM-Z250[edit | edit source]

2011 Suzuki RM-Z250

The 2011 model year RM-Z250 introduces a lot of tweaks destined to make the bike more reliable and offer a more rewarding riding experience. The bike does not sport major changes, but the bevy of upgrades are indeed making it different from the previous model. The intake and exhaust timing has been revised for a better engine feeling, while the exhaust pipe was updated to meet AMA noise regulations (94 dB). The ECU settings were obviously updated accordingly, and the radiator hose routing was improved for better cooling.

Starting and shifting has been improved, with a focus on the redesigned kick starter lever and the 3rd and 4th gear. The wiring harness routing and the fuel line cap are also on the upgrades list.

2012 Suzuki RM-Z250[edit | edit source]

2012 Suzuki RM-Z2502012 Suzuki RM-Z250

The RM-Z250 is the middleweight motocross bike of choice for many riders, because it packs lightweight construction, plenty of punch from its injected engine and excellent handling for the most demanding situations. The bike is a nifty choice for both seasoned racers and weekend warriors, as its character can be forgiving or vile, as need be.

The 2012 model year brings revised ECU settings for a more linear acceleration and an updated transmission for a more predictable power-to-wheel deployment.

2013 Suzuki RM-Z250[edit | edit source]

2013 Suzuki RM-Z2502013 Suzuki RM-Z2502013 Suzuki RM-Z250

The RM-Z250 is a champion's quarter-liter machine and for 2013 it receives a lot of enhancements, especially in the engine department, with a penchant for better power in the mid- and top-range zones. The new engine internals are complemented by a revised electric system and new electronic package for better fuel economy and injection, better resistance to mud and water.

The frame was also tweaked for better stability and it now used Showa's Separate Function Fork, a lighter and better-performing unit for enhanced control.

2014 Suzuki RM-Z250[edit | edit source]

2014 Suzuki RM-Z2502014 Suzuki RM-Z2502014 Suzuki RM-Z250

Still one of the bikes to beat in the AMA dirt competitions, the 2014 MY RM-Z250 is a quarter-liter beast which has seen a lot of podiums and is no stranger to the taste of victory. The aluminum frame is now more rigid and provides even sharper handling, aided by the new Showa Separate Function Fork which is lighter and enhances performance both in long straight lines and the sharpest turns.

The radiator was redesigned for better cooling and a rerouted hose helps water flow better and makes maintenance easier. The transmission was also tweaked for smoother transitions and a quick shift feel.

2015 Suzuki RM-Z250[edit | edit source]

2015 Suzuki RM-Z2502015 Suzuki RM-Z2502015 Suzuki RM-Z250

Welcome to the real motocross racing world, indulge yourself in riding one of the world's top quarter-liter racers, the 2015 MY RM-Z250. Surgery-sharp handling is complemented by top-drawer components, such as the Showa Separate Function Fork, redesigned radiator fins and re-routed coolant hoses for better performance in the most demanding of situations.

2017 Suzuki RM-Z250[edit | edit source]

2017 Suzuki RM-Z2502017 Suzuki RM-Z2502017 Suzuki RM-Z2502017 Suzuki RM-Z2502017 Suzuki RM-Z250

The championship-caliber 2017 Suzuki RM-Z250 has been carefully developed to deliver a high level of performance by incorporating a variety of features originally created for Suzuki’s factory race bikes. The competition-proven Suzuki Holeshot Assist Control (S-HAC) gives riders the best shot at grabbing the holeshot on a wide variety of track conditions, and the specialized KYB PSF2 Pneumatic Spring fork provides both easy adjustability and outstanding action to give the RM-Z250 more precise handling than ever. The remarkable KYB rear shock and the well-sorted aluminum twin-spar frame ensure the razor-sharp handling Suzuki’s are famous for.

In Media[edit | edit source]

References[edit | edit source]

Sours: https://www.cyclechaos.com/wiki/Suzuki_RM-Z250

JGRMX Stage 2 Kit for RM-Z250/450

If you’re the owner of a Suzuki RM-Z450 or 250 this is something that definitely should interest you. When I go to the track I don’t see many Suzuki’s, but the Suzuki’s riders I do see, it’s almost like they flock together and have some kind of brothership. It’s kind of like if you drive a Jeep and you pass by another Jeep you all have this secret wave or something. One Suzuki rider sees another and they instantly talk about their bikes, how it’s set up, and if they are going to do any mods to it.

Well recently I had the chance to join that special gang and took some RMaRMy members to Perris Raceway, to ride JGRMX’s stage 2 engine kits, (for the RM-Z250/450) to see if these engine mods are a noticeable difference for the cost. Below is a brief synopsis of each machine, each rider’s opinion, and a breakdown/pricelist of each kit that is available from JGRMX. If you want to learn even more about each JGR kit, check out the Keefer Tested Podcast that will be available on 6/24/19 on all your usual podcast apps.

Test Riders:

Adam Enticknap: Professional Supercross rider.

Joe Oehlhof: Keefer Inc. test rider and responsible for the 2019 RM-Z 450 test bike.

Dallas Dunn: Real world 2019 RM-Z 450 owner/heavy equipment operator.

RM-Z 450:

We first rode the stock RM-Z450 for a baseline feel and again noticed that the bike is good, but just wasn’t that exciting to ride. Once each rider got on the JGR bike all of them agreed there was a huge difference in engine character.

From the first kick, it felt and sounded much different from the stocker. Upon entering the track you could immediately tell there was more RPM response as well as connection to the rear wheel. The engine character was also much more free feeling and had less engine braking than the stock engine. Each gear not only revved out farther, but the JGR engine made less work for our riders because they simply didn’t have to shift as much. We wouldn’t describe the power as explosive, and that is a good thing because it is extremely difficult t orange that type of power for a long moto. Overall the quicker, snappier, free-revving engine made the RM-Z450 easier to ride fast and also made the machine feel lighter because of how responsive it was. Having a lighter feeling Suzuki is like finding gold in your backyard. It’s almost un-heard of… However, this JGR stage two engine character makes it feel playful on the track.

RM-Z 250:

With the modified RM-Z250, we had two ECU maps to try (on the 450, Suzuki/JGRMX only loaded one), but both maps felt very similar. The second map made the JGRMX Suzuki 250 rev out slightly farther, but had less RPM response. Just like the 450, the 250 had more power everywhere and a more free revving engine. Getting a free revving 250 four stroke is super important because you need as much excitement as you can get with the smaller engine. With the 450 you’re looking to control all that power and with the 250 you want as much as you can get. Compared to the stock RM-Z 250 this JGR engine is not even comparable. When an older 190 pound, non 250cc four stroke, vet rider tells you that he would love to race this bike at local races, you know it’s legit. The beauty of this JGR engine is that you can lug it more than the slow revving stock engine because it has so much more recovery. If you’re running third gear in the corners and the RPM’s fall off, a simple clutch lever flick will get you back into the meat again. Each rider that swung a leg over this JGR RM-Z 250 couldn’t believe how much it changed from the stock engine.


Rider Opinions:

Joe Oehlhof:The JGR phase 2 motor mods for the Suzuki RM-Z 250 were a huge improvement in every aspect of the powerband. The stock power was decent, but it was just in a small window of the power band. It took a lot of effort and constant thought to keep the power in that sweet spot. If you didn’t shift in the right spot or weren’t in the right gear the power fell off and took effort to pick it back up. The JGR motor had great power down low, through the mid and top with a free revving feel and very little engine braking. I was able to over rev the bike in second and it still made power. I could also lug the bike in 3rd and carry momentum and the power was right there with a crack of the throttle or fanning the clutch. The free revving motor also seemed to unwind the chassis a bit and gave it a more plush, less rigid feel.Very impressive and fun to ride.

The 450 JGR motor was also a big change and took the very very linear powerband of the stock engine and turned it into an exciting, broad, very usable and connected motor. The stock motor is under powered compared to the other 450s and it also has a small window of power and needs to be short shifted. Additionally it has a tight held back feeling and noticeable engine braking. The JGR mods free’d the power up, got rid of engine braking, made power gains throughout the entire curve, and made a very broad usable power. It had good torque and “snap” down low that gave the bike a very light feel as opposed to the heavy sluggish feel of stock. As with the 250 the free revving motor also unwound the chassis a bit and gave it a plush, less rigid, more forgiving feel. Coupled with a confidence inspiring chassis and great turning characteristics, these motor mods turned RMZ 450 into an exciting bike and legitimate race weapon. 


Adam Enticknap: I only tested the 450 because frankly I couldn’t give you that much of an opinion on a 250 since I haven’t ridden one in forever. The JGR Stage two engine package on the 450 made the bike more exciting to ride, gave me that race bike feel that I love, as well as let me work less on the track compared to the stock engine. The rear wheel connection is also better than stock, but it has more snap that I need coming out of corners. I would say this stage two kit is pretty damn close to what I like in an engine, but I would want just a little more bottom end.


Dallas Dunn: The JGR RM-Z 250 was night and day difference over the stock bike. First thing I noticed was there was no delay in throttle response like the stock bike had. It almost felt like a “bog” feeling on the bottom end, with not a lot of excitement. The JGR bike had a lot of power down low and I was able to ride in a higher gear. The JGR bike had a good free feeling with less engine braking along with a better balanced suspension feel that worked a lot better. This must of had something to do with the engine character.

With the RM-Z 450 I noticed a big difference in throttle response just riding over to the track. The stock bike has good smooth power, but the JGR bike definitely hit way harder and still had that smooth crispy feel. At first I couldn’t ride this bike as fast as the stock bike, but after coming back in and jumping on my personal 2019 RM-Z 450 I could see some of the benefits of having this newfound power. I took some laps to see the difference between my bike and the JGR bike and I noticed the bike had less engine braking as well as less pitch coming into corners. Adam told me to try riding a gear higher with the JGR engine and that seemed to help a lot! With my bike and the stock bike you would need to be in a lower gear and get on the gas harder. The JGR bike would just pull no problem a taller gear without an issue. The JGR 450 also had a lighter feel as I noticed better tip in through corners. After my second time out I liked the JGR 450 a lot more than my first time out. I think if I had more time on it I would love it, but for me I think it is too pricey. This kit would really be a nice upgrade for the serious racer, but I am simply not that guy. I race only a few times a year and ride twice a week, so know I would benefit more from the stage 1 package. I am currently looking into purchasing that right now thanks to this test. Thanks a lot Kris!




2019-‘20 SUZUKI RM-Z250: $2,299.99

2018-‘20 SUZUKI RM-Z450: $2,399.99

The JGRMX ported cylinder head assembly is derived from the professional race team and assembled by the team’s engine technicians. Ported using CNC milling creates the exact performance specifications that top racers demand. The head was developed over six months of rigorous testing through dyno and on-track research. A JGRMX race-spec camshaft kit is included, as well as the OEM/stock valve train and cam gears to improve durability and ease maintenance.

We recommend the use of a GET RX1 PRO ECU and JGRMX high-compression piston with our cylinder head assembly for best results.


  • CNC ported cylinder head
  • Developed by the JGRMX race team
  • Fully assembled by JGRMX engine techs and ready to install
  • JGRMX race camshaft kit is included
  • Uses stock valve train and cam gears (valve springs are appropriately shimmed [450] or exchanged for proper valve control [250])
  • JGR logo engraved on side of head
  • Includes head gasket, base gasket & NGK spark plug
  • Hinson clutch springs are suggested
  • Requires the use of VP Racing T4 fuel
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



2019-‘20 SUZUKI RM-Z250: $1,049.99

2018-‘20 SUZUKI RM-Z450: $1,179.99

Boost overall horsepower and improve engine tuning ability with the JGRMX Suzuki Stage 1 Kit. The kit contains JGRMX’s proprietary high-compression piston kit, along with a GET RX1 PRO ECU. The ECU comes pre-programmed by JGRMX’s engine experts, with two maps that are designed specifically for JGRMX’s performance modifications. A map switch mounts to the handlebars and allows the rider to easily toggle between maps.


  • Piston boosts engine compression (RM-Z250 – 14.25:1; RM-Z450 – 13.5:1)
  • Two-ring design provides less drag and more horsepower
  • Forged piston for increased durability
  • Machined valve pockets for additional valve clearance
  • JGR logo etched on the piston crown
  • ECU comes pre-programmed with two map options (mapped for VP Racing T4 fuel)
  • Plug-and-play with immediate performance benefits
  • Maps developed specifically for JGRMX engine modifications
  • Kit includes high-compression piston, rings, DLC coated wrist pin, clips, and GET RX1 PRO ECU (with WiFi-Com, two-position map switch and installation instructions)
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450


UPDATED: 2019-‘20 SUZUKI RM-Z250: $3,349.99

UPDATED: 2018-‘20 SUZUKI RM-Z450: $3,549.99

For the ultimate performance advantage, the JGRMX Stage 2 Kit contains the components necessary for success on the amateur ranks and professional level. The kit contains the JGRMX ported cylinder head assembly, JGRMX-spec race camshafts installed, as well as a pre-programmed GET RX1 PRO ECU and JGRMX high-compression piston kit. The Stage 2 Kit bolsters engine horsepower throughout the entire RPM range without sacrificing durability.


  • CNC ported cylinder head
  • Developed by the JGRMX race team
  • Fully assembled by JGRMX engine techs and ready to install
  • Kit includes assembled cylinder head, JGRMX-spec camshafts installed, GET RX1 PRO ECU (with WiFi-Com, two-position map switch and installation instructions), JGRMX high-compression piston kit, head gasket, base gasket and NGK spark plug
  • Uses stock valve train and cam gears (valve springs are appropriately shimmed [450] or exchanged for proper valve control [250])
  • JGR logo engraved on side of head
  • Includes head gasket, base gasket & NGK spark plug
  • Hinson clutch springs are suggested
  • Requires the use of VP Racing T4 fuel
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450


2019-‘20 SUZUKI RM-Z250: $299.99

2018-‘20 SUZUKI RM-Z450: $334.99

Developed in collaboration with JE Pistons to JGRMX’s exact specifications, the RM-Z250 high-compression piston bolsters performance throughout the entire RPM range. Machined valve pockets allow for additional valve clearance when used with higher lift camshafts. The kit includes piston rings, a DLC coated wrist pin, and clips. The JGRMX high-compression piston can be used in OEM/stock engines and most modified RM-Z250 and RM-Z450 applications. Use of minimum 100-octane is required.


  • Piston boosts engine compression (RM-Z250 – 14.25:1; RM-Z450 – 13.5:1)
  • Two-ring design provides less drag and more horsepower
  • Forged piston for increased durability
  • Machined valve pockets for additional valve clearance
  • Kit includes piston rings, DLC coated wrist pin, and clips
  • JGR logo etched on the piston crown
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



MSRP: $899.95

The GET RX1 PRO ECU is the perfect mixture of technology and flexibility, with two pre-programmed maps installed by JGRMX professional engine technicians. This plug-and-play product is mapped specifically for JGRMX’s performance engine modifications for the 2019 Suzuki RM-Z250. The GET RX1 PRO is the best way to help get maximum output from your engine. Included in the kit is a WiFi-Com and two-position map switch, along with installation instructions.


  • Comes pre-programmed with two map options
  • Plug-and-play with immediate performance benefits
  • Maps developed specifically for JGRMX engine modifications (using VP Racing T4 fuel)
  • Kit includes WiFi-Com, two-position map switch and installation instructions
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



MSRP: $299.95

Protect your Suzuki RM-Z250 engine cases, water pump and ignition cover with the carbon fiber skid plate. Made using multiple lays of 100% carbon fiber, the skid plate comes with rubber grommets and black anodized aluminum shoulder washers. The skid plate uses the same mounting holes as the OEM/stock plastic engine guards, making installation simple. This is the exact same skid plate that the JGRMX/Yoshimura/Suzuki Factory Racing racers use.


  • Crafted from 100% carbon fiber
  • Comes with rubber grommets and aluminum shoulder washers installed
  • Protects engine cases, water pump and ignition cover from damage
  • Pre-drilled holes for easy access to lower frame cradle nut and bolt, and bottom engine mount hardware
  • Available for the 2019-‘20 RM-Z250


MSRP: $299.95

Protect your Suzuki RM-Z450 engine cases, water pump and ignition cover with the carbon fiber skid plate. Made using multiple lays of 100% carbon fiber, the skid plate comes with rubber grommets and black anodized aluminum shoulder washers. The skid plate uses the same mounting holes as the OEM/stock plastic engine guards, making installation simple. This is the exact same skid plate that the JGRMX/Yoshimura/Suzuki Factory Racing racers use.


  • Crafted from 100% carbon fiber
  • Comes with rubber grommets and aluminum shoulder washers installed
  • Protects engine cases, water pump and ignition cover from damage
  • Pre-drilled hole for radiator breather hose routing
  • Available for the 2018-‘20 RM-Z450



MSRP: $169.99

Hinson Racing has an outstanding reputation for quality and performance. Hinson and JGRMX have teamed up to offer a Billetproof clutch cover that’s laser etched with the JGR logo and used by the JGRMX/Yoshimura/Suzuki Factory Racing Team. The clutch cover improves heat dissipation, is stronger than stock, and is precision machined from billet T-6 aircraft quality aluminum to aerospace tolerances. An aluminum oil fill plug is included.


  • Machined from billet T-6 aircraft quality aluminum
  • JGR and Hinson Racing logos laser etched on the cover
  • Includes aluminum oil fill plug
  • Cover improves heat dissipation and is stronger than stock
  • Used by the JGRMX factory race team
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



2019-‘20 SUZUKI RM-Z250: $59.99

2018-‘20 SUZUKI RM-Z2450: $69.99

Manufactured by Hinson Racing, the Hi-Temp Clutch Spring Kit provide optimum hookup with minimum heat build-up. Developed to enhance the performance of any Hinson Clutch Component and your stock clutch alike, the spring kit works with all OEM parts. The springs are manufactured from high temperature steel, and are highly resistant to losing their strength due to the high heat of today’s four-strokes.


  • Race proven by the JGRMX race team
  • Springs manufactured from high temperature steel
  • Highly resistant to losing their strength due to high heat
  • Provide optimum hookup with minimum heat build-up
  • A must-have for increased horsepower engines, heavier riders, and/or deep track conditions
  • Work with all OEM parts
  • Suzuki RM-Z250 clutch spring kit contains five springs; Suzuki RM-Z450 kit contains six springs



MSRP: $279.99

The JGRMX adjustable pull rod is a sound investment. JGRMX offers four different pull rod length settings thanks to our adjustable pull rod design. Choose from stock length, all of the way to 1.5mm longer than the stock length (135mm). Length adjustments are in 0.5mm increments. This allows for fine-tuning of the bike’s handling characteristics. The longer pull rod is especially efficient in changing the rising rate of the rear end, thus preventing a wallowing sensation under a heavy load.

The JGRMX Suzuki RM-Z250/RM-Z450 adjustable pull rod is machined out of billet 2024 aluminum, and then hard anodized for a brilliant color finish and durability. Every adjustable pull rod comes installed with bearings, seals and washers. Detailed instructions are included.


  • Adjustable length allows for fine-tuning of the bike’s handling characteristics
  • Machined out of billet 2024 aluminum
  • Hard anodized for brilliant color finish and durability
  • Installed with bearings, seals and washers
  • Detailed instructions included
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



MSRP: $29.95

The JGRMX Suzuki case saver is designed specifically to protect the bike’s left-side engine case from damage. Laser cut out of high quality 6061 aluminum and hard anodized in a dark bronze color, the case saver is like buying insurance for your engine. The JGR logo is laser etched on the outer face. Shorter bolts replace the OEM/stock length bolts and are included. Used by the JGRMX factory race team.


  • Constructed from 6061 aluminum
  • Hard anodized for added strength
  • JGR logo laser etched
  • Shorter bolts replace the OEM/stock length bolts
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450



MSRP: $149.95

Dress up your Suzuki RM-Z250 or Suzuki RM-Z450 with the JGRMX Suzuki graphics kit. Made from 21 mil thick matte material, using Substance FLO Technology to eliminate bubbling, the graphics are very easy to install and extremely durable. The kit includes graphics for the shrouds, fenders, fork guards, airbox, swingarm, generic number plates and fuel tank cover.

  • 21mil thick matte material, utilizing Substance FLO Technology, to help eliminate bubbles for easy application.
  • Kit includes graphics for the shrouds, fenders, fork guards, airbox, swingarm, fuel tank cover and generic number plate decals.
  • Made by Armored Graphix
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450


MSRP: $69.90

Made by GUTS Racing, the high-tech diamond pattern gripper material provides excellent traction. The cover is formed to fit the seat for easier installation and sewn with high strength nylon thread for lasting durability. Six ribs have been sewn on for added strength and traction. JGR logo rubber patches on each side complete the race look.


  • High-tech diamond pattern gripper material
  • Sewn with high strength nylon thread
  • Six ribs for strength and traction
  • JGR logo rubber patches on sides
  • Made by GUTS Racing
  • Available for the 2019-‘20 RM-Z250 and 2018-‘20 RM-Z450
Sours: http://pulpmx.com/2019/06/19/keefer-tested-jgrmx-stage-2-kit-for-rm-z250-450/

250 hp rmz 2019

Last week, Suzuki finally revealed the technical details of the all-new 2019 RM-Z250, and at the same time the press release hit, our man Jason Thomas was on a flight to Japan to get the first ride on the new machine. While this was merely a first ride (we’ll have more to report once Ping gets his hands on a Suzuki back on home turf), we’re at least able to get some quick impressions of the bike, as well as Suzuki’s philosophy and Japanese culture in general.

1. Okay, the obvious: how was the bike to ride?

Jason Thomas: It's definitely a step forward. Suzuki uses a formula called "The Winning Balance," composed of a Run-Turn-Stop trifecta of performance. Enacting that theory, the big needs for this bike were upgrades in the engine department, electronics, and suspension. The new engine has a reported 5 percent more horsepower thanks to a new cylinder head, new intake shape, and a second injector. With 250 horsepower numbers skyrocketing, this was priority number one. For the "stop" portion, Suzuki upgraded the front rotor to 270mm, adding progression and overall braking power. In the "turn" department, there were a few wrinkles. The crankshaft was moved 8.5 mm for better center of gravity, the frame was updated similarly to the 450, and both front and rear suspension were lightened. The addition of a KYB spring fork was a nice touch, following the path of the 2018 and 2019 RMZ450. The one missing piece was an electronic start, but I have to believe that's just a matter of time. 

On the track, the changes were immediately noticeable. I made a few settings changes for my weight and preference, but the 2019 turns like all Suzukis do. Turning has always been a Suzuki staple. The engine was definitely more responsive, and even on the deep Meihan track, it pulled through with shining colors. The biggest improvement was with the "lean" coupling for the engine mapping, as it gave the bike more power throughout. On a long straightaway, there may have been a slight disadvantage, but it was minimal. Overall, the bike felt lighter, more nimble, and had more power. I have always felt like Suzuki offers a great bike for riders of all skill levels and one of the most agreeable stock packages. There have been many bikes in the past that I feel don't work for a certain type of rider, but Suzuki does a great job in that area. 

Sours: https://racerxonline.com/2018/09/19/3-on-3-jt-rides-the-new-rm-z250
How Much Power Does The 2019 Suzuki RM-Z250 Make?

Suzuki has released full technical details of its 2019 RM-Z250, with the MX2 machine getting a new frame, swingarm and suspension, plus a new engine that produces more power and torque than its predecessor. The new 2019 RM-Z250 also gets the latest version of Suzuki’s Holeshot Assist Control and traction management systems, further improving its performance, while more angular new styling sharpens the look.

2019 RMZ250 Engine

With a focus on improving both power and manageability, the 2019 RM-Z250’s engine has undergone significant enhancements.

  • Peak power is improved thanks to a newly-designed cylinder head and new intake and exhaust ports which increase airflow and combustion efficiency
  • A new intake cam profile and increased valve lift also increases power as well as controllability, giving an improved throttle response across the rev range
  • There’s also a change to the cam chain tensioner and adjuster tuning, and cam chain tensioner material to help reduce mechanical loss
  • A 30% larger air filter aperture and straighter outlet tube from the airbox increase power at all engine speeds, while power at high rpm is further boosted thanks to a new twin injector, which replaces the single injector of the previous model
  • With the main injector still positioned in the throttle body, a new secondary injector is positioned nearer the airbox, giving the fuel and intake air more time to mix prior to combustion, improving charging efficiency
  • Repositioning of the main injector now means fuel is injected upwards so that it hits the butterfly valve directly, improving atomisation of the fuel and, in turn, combustion efficiency and throttle response. Improved throttle response is further aided by a 17% increase in fuel pressure and an updated throttle body
  • When it comes to putting the new RM-Z250 engine’s increased power to the back wheel, a change to the gear ratio improves rider feeling and throttle connection. Second gear is changed to a higher ratio, going from 30/17 on the previous model to 29/17 on the 2019 machine. Final ratio is also changed, from 49/13 to 50/13
  • A longer exhaust – lengthened 99mm over the outgoing model – and change to the structure and internal material boosts power across the rev range, but mostly improves power at lower engine speeds
2019 RM-Z250 engine
2019 RM-Z250 engine

2019 RMZ250 Chassis


Weight reduction was a key objective for Suzuki engineers during development, whilst improving the 2019 RM-Z250’s handling performance.

  • A new frame retains fore-aft rigidity, running the length of the bike, but increases torsional rigidity by 10%. It also reduces weight by 370g.
  • Weight reductions continue with the swingarm, which adopts a new manufacturing process from the previous model. While the old swingarm was producing using a swaging process, hydroforming is now used, removing the need for welding and saving 80g. It also uses a tapered cross section, making it more rigid, plus a new chain guide saves another 30g and is more durable.
  • New seat rails are more rigid thanks to a hexagonal shape, and serve to make service and maintenance easier, with the removal of the air filter simpler than before
  • The frame is wrapped around the new engine, but the powerplant mounts 8.5mm higher for better handling, while the mounting changes too, for more rigidity. More weight is lost with the engine mounting brackets going from steel to aluminium, with 90g dropped
2019 RM-Z250
2019 RM-Z250

Ergonomic changes help improve handling performance and the bike’s agility.

  • New Renthal handlebars are straighter and enable riders to easily shift their weight to the front. They’re also 7.4mm further forward and 3.8mm lower, while the footrests are 3.3mm forward and 5.2mm higher
  • Further weight is shed with a new fuel tank, which saves 312g, while a slimmer seat loses another 274g and makes it easier for the rider to move around


The 2019 RMZ250 fully-adjustable suspension is again provided by KYB, with spring forks replacing the air forks on the previous generation, and a new rear shock. There are also further weight reductions, thanks to a lightweight spring with thin wire diameter, derived from MotoGP knowhow. This reduces weight by 370g, while the rear suspension linkage is reduced in weight by 15g.

2019 RM-Z250 suspension
2019 RM-Z250 suspension


The 2019 RMZ250 stops better than its predecessor, thanks to a larger front brake disc, which goes from 250mm to 270mm. New brake pads give a more linear feel in response to rider’s input at the lever, and there is a new rear brake master cylinder which improves operation, better prevents dirt entering the system, and is designed to better prevent the rider from catching it with their boot.


Turning and handling performance is further enhanced courtesy of lighter rims, with a new front rim 40g lighter and 60g saved with a new rear rim. The new rims are also shod with new Dunlop MX33 tyres for greater traction.

2019 RMZ250 Electronics

Suzuki’s advanced Holeshot Assist Control and traction management systems are further improved for 2019, giving riders a better chance to get out of the gate ahead of the competition and stay ahead in the race.

Suzuki Holeshot Assist Control (S-HAC) was developed to give riders an advantage out of the gate, optimising ignition timing to help the launch be as efficient as possible. Two modes either advance or retard ignition timing, with riders able to select either depending on the surface.

2019 RM-Z250

Mode A retards ignition timing, giving a softer power delivery for use on hard surfaces or in slippery conditions, maximising traction. Mode B is for use in normal conditions on grippy dirt and advances the ignition timing for a more punchy launch. In both modes, S-HAC deactivates and ignition returned to normal timing after six seconds, when the rider shifts in fourth gear, or when the throttle is closed.

The updates to both modes make it easier to control engine speed before and during the launch and improve controllability accelerating towards the first corner.

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A button and indicator light are mounted on the left handlebar. With the engine running, holding the button for 0.7 seconds will select mode A, and the indicator light will flash. Holding for 1.8 seconds will cause the light to flash faster, denoting the selection of mode B.

Once out of the gate and racing, the latest evolution of Suzuki’s traction management system helps the new RMZ250 maintain an edge over its competition as the bike’s ECU monitors throttle position, engine speed, and gear position, with that data controlling ignition timing and adjusting the fuel injection rate to control engine output and optimise traction.

2019 RM-Z250

The system differs from road-based traction control in that it does not monitor rear wheel spin. It does not control traction once the tyre slips. Instead, it offers constant control that maximises traction the whole time it is functioning.

First introduced on the RM-Z450 in 2008, the system has been continuously honed and refined across Suzuki’s motocross range, with new ECUs promoting faster processing, as well as other new components including throttle bodies and updated intake systems enhancing performance.

For 2019 more ECU updates and the adoption of twin injectors further improve the system’s operation.

2019 RMZ250 Availability

The 2019 RMZ250 will be available from authorised Suzuki dealerships in spring 2019, with pricing to be announced.

2019 RMZ250 Specification


Engine: 249cc, 4-stroke, liquid-cooled, single cylinder, DOHC
Bore x Stroke: 77.0 mm x 53.6 mm (3.0 1n. x 2.1 in.)
Compression Ratio: 13.75: 1
Fuel System: Fuel injection, dual-injector type
Starter: Primary kick-start with automatic decompressor
Lubrication: Semi-dry sump

Drive Train

Clutch: Wet multi-plate
Transmission: 5-speed constant mesh
Final Drive: Chain DID 520DMA4K 114L


Suspension, Front: Inverted telescopic, coil spring, oil damped, with adjustable damping force
Suspension, Rear: Single unit, link type, coil spring, oil damped, adjustable spring preload and damping force
Brake, Front: Disc brake, single rotor
Brake, Rear: Disc brake, single rotor
Tire, Front 80/100-21 M/C 51M, tube type
Tire, Rear 100/90-18 M/C 57M, tube type
Fuel Tank Capacity: 6.3 L (1.6 US gal.)
Color: Championship Yellow No. 2

Keep scrolling for more images…

2019 RM-Z250
2019 RM-Z250
2019 RM-Z250
2019 RM-Z250 handle bar
2019 RM-Z250 left side
2019 RM-Z250 front
2019 RM-Z250 right side
2019 RM-Z250
2019 RM-Z250
2019 RM-Z250
2019 RM-Z250

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Sours: https://dirtbikerider.com/new-products/2019-rnmz250-suzuki-details-spec-on-sale-date/

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