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{{Motorcycle
{{Motorcycle
|name            = Suzuki DR-Z400SM
|name            = Suzuki DR-Z400SM
|photo           = DRZ400SMK5 yellow.jpg
|photo= DRZ400SMK5 yellow.jpg
|aka              =  
|aka              =  
|manufacturer    = Suzuki
|manufacturer    = Suzuki
|parent_company  =
|parent_company  =  
|production      = 2005 - 06
|production      = 05-07
|model_year      =
|model_year      =  
|predecessor      =
|predecessor      =  
|successor        =
|successor        =  
|class            = Supermotard
|class            = Super motard
|engine          = Four stroke, single cylinder, DOHC, 4 valve
|engine          = 400cc
|bore_stroke      =
|bore_stroke      =  
|compression      = 11.3:1
|compression      =  
|top_speed        = 145 km/h / 90 mph
|top_speed        =  
|power            =
|power            =  
|torque          =
|torque          =  
|fuel_system      =
|ignition        =  
|ignition        = Digital CDI
|spark_plug      = {{sparkplug|NGK CR8E}} '05-07
|spark_plug      = {{sparkplug|NGK CR8E}} '05-07
|battery          = {{battery|YUASA YT7B-BS}} '05-07
|battery          = {{battery|YUASA YT7B-BS}} '05-07
|transmission    = 5 Speed
|transmission    =  
|final_drive      = {{chain|520}} ‘05-19<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref>
|frame            =  
|frame            = Chrome-moly steel frame, single front down tube
|suspension      =  
|suspension      =Front: Telescopic, 49 mm, oil-damped, 11-way compression damping, adjustable spring preload <br>
|brakes          =  
Rear: Link-type, fully adjustable spring preload, 26-way compression damping
|front_tire      = {{tire|120/70-17}} '05-07
|brakes          =Front: Single 300 mm floating disc, 2 [[piston]] [[caliper]] <br>Rear: Single 240mm disc, 1 piston caliper
|rear_tire    = {{tire|140/70-17}} '05-07
|front_tire      = {{tire|120/70-17}}  
|rake_trail      =  
|rear_tire    = {{tire|140/70-17}}  
|wheelbase        =  
|rake_trail      =
|length          =  
|wheelbase        = 1460 mm / 57.5 in
|width            =  
|length          =
|height          =  
|width            =
|seat_height      =  
|height          =
|dry_weight      =  
|seat_height      = 890 mm / 35.0 in
|wet_weight      =  
|dry_weight      = 137 kg / 302 lbs
|fuel_capacity    =  
|wet_weight      = 146 kg / 321 lbs
|oil_capacity    =  
|fuel_capacity    = 10 Liters / 2.6 US gal / 2.2 Imp gal
|oil_filter      = K&N KN-136
|oil_capacity    =
|recommended_oil= Suzuki ECSTAR 10w40
|oil_filter      = {{oilfilter|K&N KN-136}}
|fuel_consumption =  
|recommended_oil=Suzuki ECSTAR 10w40
|turning_radius  =  
|fuel_consumption =
|turning_radius  =
|related          = [[Suzuki DR-Z400]]<br />[[Suzuki DR-Z400S]]
|related          = [[Suzuki DR-Z400]]<br />[[Suzuki DR-Z400S]]
|competition      =
|competition      =  
|final_drive= {{chain|520}} ‘05-19<ref name="wps_street_2019">{{cite book|title=2019 Western Power Sports Catalog|publisher=[https://www.wps-inc.com/catalogs Western Power Sports]|date=2019}}</ref>
}}
}}
The '''Suzuki DR-Z400SM''' is a [[motorcycle]] produced by [[Suzuki]] from 2005 to 2007. It could reach a top speed of 145 km/h / 90 mph. 
==Engine==
The engine was a Liquid cooled cooled Four stroke, single cylinder, DOHC, 4 valve. The engine featured a 11.3:1 [[compression ratio]]. 
==Drive==
Power was moderated via the Wet, multiple discs, cable operated. 
==Chassis==
It came with a 120/70-17 front [[tire]] and a 140/70-17 rear tire. Stopping was achieved via Single 300 mm floating disc, 2 piston caliper in the front and a Single 240mm disc, 1 piston caliper in the rear. The front suspension was a  Telescopic, 49 mm, oil-damped, 11-way compression damping, adjustable spring preload while the rear was equipped with a Link-type, fully adjustable spring preload, 26-way compression damping. The DR-Z 400SM was fitted with a 10 Liters / 2.6 US gal / 2.2 Imp gal fuel tank. The bike weighed just 137 kg / 302 lbs. The wheelbase was 1460 mm / 57.5 in long. 


The '''Suzuki DR-Z400SM''' is a [[motorcycle]] produced by [[Suzuki]] from 2005 to 2007.


==2005==
==2005==
<gallery mode='packed-hover'>
[[Image:DRZ400SMK5 yellow.jpg|left|thumb|2005 Suzuki DR-Z400SM in yellow]]
File:DRZ400SMK5 yellow.jpg|left|thumb|2005 Suzuki DR-Z400SM in yellow
[[Image:DRZ400SMK5 black.jpg|left|thumb|2005 Suzuki DR-Z400SM in black]]
File:DRZ400SMK5 black.jpg|left|thumb|2005 Suzuki DR-Z400SM in black
<br style="clear: left"/>
</gallery>




== 2006 ==
== 2006 ==
<gallery mode='packed-hover'>
[[Image:DRZ400SMK6_pro_yellow.jpg|left|thumb|2006 Suzuki DR-Z400SM in yellow]]
File:DRZ400SMK6_pro_yellow.jpg|left|thumb|2006 Suzuki DR-Z400SM in yellow
[[Image:DRZ400SMK6_pro_black.jpg|left|thumb|2006 Suzuki DR-Z400SM in black]]
File:DRZ400SMK6_pro_black.jpg|left|thumb|2006 Suzuki DR-Z400SM in black
[[Image:DRZ400SMK6 Yellow.jpg|left|thumb|2006 Suzuki DR-Z400SM in yellow]]
File:DRZ400SMK6 Yellow.jpg|left|thumb|2006 Suzuki DR-Z400SM in yellow
[[Image:DRZ400SMK6 Black.jpg|left|thumb|2006 Suzuki DR-Z400SM in black]]
File:DRZ400SMK6 Black.jpg|left|thumb|2006 Suzuki DR-Z400SM in black
<br style="clear: left"/>
</gallery>


== 2007 ==
== 2007 ==
<gallery mode='packed-hover'>
File:DRZ400SMK7_her_yellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow
File:DRZ400SMK7_her_black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black
File:DRZ400SMK7 aYellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow
File:DRZ400SMK7 Black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black
</gallery>
== Photos ==
<gallery mode='packed-hover'>
File:Suzuki-DRZ400SM-05--4.jpg|600px|Suzuki DR-Z 400SM
File:Suzuki-DRZ400SM-05--3.jpg|600px|Suzuki DR-Z 400SM
File:Suzuki-DRZ400SM-05--2.jpg|600px|Suzuki DR-Z 400SM
File:Suzuki-DRZ400SM-05.jpg|600px|Suzuki DR-Z 400SM
</gallery>
== Overview ==
- Suzuki's new Supermotard model based on DR-Z400S - combines Supermotard
style and features in a narrow, lightweight street-legal package
- Long travel, Showa-brand inverted front fork derived from RM250 - features
adjustable compression/rebound damping and alumite coating on inner tube
surfaces for smooth action
- A fully-adjustable rear shock absorber with high/low speed compression
damping adjuster and aluminum swingarm for precise rear wheel control
- Strong braking performance supplied by a front disc brake with a large
300mm floating-type rotor and dual-piston caliper, plus 240mm rear disc
brake with single-piston caliper
- Black-painted 17" aluminum rims and radial tires: 120/70-R17 front,
140/70- R17 rear
CHASSIS FEATURES:
- Compact digital instrument cluster with speedometer, odometer, twin-trip
meters with addition/subtraction capability, clock, timer and stopwatch
functions
- On-road legal lighting with bright 60/55 watt halogen headlight, compact
tail/stoplight, lightweight, rubber-mounted turn signals and horn
- Narrow profile with smooth transitions between the tank, seat and bodywork
- Chrome-moly steel frame is torsionally strong with minimal weight. The
backbone tube, front down tube, and steering head gussets form the dry-sump
engine oil tank
- A bolt-on aluminum subframe helps reduce weight and simplify maintenance
- Chrome-moly steel footpegs, aluminum rims/hubs, plus engine guard and rear
disc guard
ENGINE FEATURES:
- Lightweight 398cc, DOHC, liquid-cooled, dry-sump engine produces strong,
usable low-rpm power
- Compact 4-valve cylinder head with 36mm intake valves, 29mm exhaust
valves, narrow 28º included valve angle and shim-under-bucket valve
adjustment system
- SCEM-plated cylinder (nickel-silicon-phosphorous) is lighter and more
durable than an iron liner with excellent heat transfer properties
- Forged aluminum piston is 10% lighter than a cast piston and receives
additional oil-cooling to the piston crown through a crankcase oil jet
- Compact 5-speed transmission utilizes a cable-operated clutch with
separate outer cover for simplified clutch maintenance
- Additional weight savings with magnesium valve cover, clutch cover, and
magneto cover
- Smooth throttle response with a Mikuni™ BSR36 CV-type carburetor fed by
6-liter airbox. The left side cover has quick-release fasteners for easy
access to the air filter
- Electric start with lightweight starter motor and a compact 6.5 amp
maintenance-free battery
- Automatic decompression system for quick/easy engine starts
- Thermostatically-controlled cooling fan mounted to the left radiator helps
maintain consistent operating temperature in traffic
MCN Review
ISAAC NEWTON WOULD have approved. It was Sir
Isaac’s Second Law of Motion: Force = Mass x Acceleration, that first
explained the relationship between an object’s weight and how that would affect
its dynamic behavior. In fact, you could call
Newton the godfather of Power/Weight Ratio-based performance, and Lotus’ Colin
Chapman his greatest disciple. And no street-legal motorcycle illustrates the
physics better than the DR-Z400SM.
Based on the highly regarded DR-Z400S dual-sport,
obsessive calorie counting has resulted in a full-up wet weight of just 318.5
lbs,
pushed by 33.4 horsepower measured at the back wheel. It doesn’t sound like
enough to be exciting, but it most certainly is.
The SM designation stands for Super-Moto, the
latest competition craze, wherein lightweight four-stroke motocross bikes are
modified with big brakes and 17-inch wheels to race on combination dirt and
asphalt race courses. The concept goes back to the
“Superbikers” a made-for-TV event that ran on ABC’s Wide World Of Sports from
1979 to 1985, which pitted talented motorcyclists
from all disciplines against one another on individually modified, run-what-ya-brung
bikes. The idea appeared to die out when the TV
series expired, but was resurrected by the French a few years ago, and has since
proved very popular in Europe with a growing following in America. Although
serious competition machines have been produced for the class by KTM, Husqvarna
and others, the
new Suzuki is the first Japanese super-moto to be sold in America, and is
completely street legal as delivered, unlike some of the European models. Its
arrival in Suzuki’s US warehouses has been largely unheralded, as if the company
wanted to test the waters before committing serious advertising dollars. But
we’re here to tell you that if you like minimalist machines, you’ll really like
the Suzuki DR-Z400SM.
It’s not necessary to think of the SM as just a
competition bike with lights, because as the Europeans have found, the supermoto
also makes a perfect urban assault vehicle, probably quicker from point A to
point B in densely populated cities than just about any other motorcycle, as
well as a terrific sportbike where rougher and poorly kept roads predominate.
THE MOTOR
If you were disappointed that the latest 450cc MX engine wasn’t chosen to power
the bike, consider that all the state-of-the-art fourstroke motocross engines
are very highly stressed and maintenance intensive. They also weren’t designed
to pass emissions or the durability cycles required for compliance.
The DR400S motor was, and it’s no slouch either.
With a bore of stroke of 90mm x 62.6mm, it will rev much higher than larger
displacement singles, hitting the rev limiter at 9750 rpm. Remember that an
engine’s rev range is an under-appreciated measure of its true performance.
When two engines make the same horsepower, but
one revs 50% higher, the area under the power curve is much larger for the
higher-revving motor, and quarter-mile times back up the significance of the
difference. Counterbalanced so that it is very smooth
running, it won’t try to shed nuts and bolts at high revs or tire the rider.
To achieve 33.4 hp from 24.3 cubic inches (398cc)
the engine uses dual overhead cams to operate four very large
valves; pairs of 36mm intakes and 29mm exhausts, surrounding a centrally located
spark plug for quick, efficient combustion. The piston is a forged slipper type,
to reduce reciprocating weight by at least 10% over a more
conventional cast slug.
The piston’s top ring is an expensive L-section
Dykes-type, which reduces emissions by reducing trapped fuel while it improves
sealing efficiency. The aluminum cylinder uses no iron liner, but instead is
plated with Suzuki’s proprietary nickel-silicon-phosphorus-carbide (SECM)
material to improve heat transfer and reduce engine weight. And finally, the
fuel enters via a big 36mm Mikuni CV carb.
Although it could no doubt be tuned to make even
more power, as delivered it gives a broad torque curve that makes a harmonious
match for the machine’s weight and five-speed transmission. The overall effect
is a smooth steady flow that’s easy to modulate.
Liquid-cooled for efficiency, a thermostatically
controlled fan will engage in slow traffic to maintain airflow. Otherwise, the
big air-scoops, sized for slower going on dirt, will direct plenty of airflow
over the slim radiators on either side.
The transmission shifts easily and the ratio
spread has been worked out to optimize pull between gears. Although we would
have welcomed a sixth gear, we were satisfied with five. (Note that the
motocross four-strokes often have only four gears.) The clutch
is cable operated, the pull is light and the engagement range is wide enough to
make it easy to slip precisely.
Fuel efficiency is another benefit obtained from
Newton’s Second Law, and we achieved nearly 45 mpg on average, riding
enthusiastically. Although we never tried riding for fuel efficiency, we’d guess
50 mpg would have been possible.
An electric starter is fitted and the engine
features an automatic decompression device to ease starting effort. A choke
button is fitted to the side of the carb and is necessary whenever the engine’s
even moderately cold. After a minute or so, it will be warm enough to run
without the extra enrichment.
ROLLING CHASSIS
Similar in design to Suzuki’s motocross bikes, the SM’s chassis is a lightweight
chromoly steel construction with the engine oil contained in the backbone and
front downtube, so that the engine can be a dry-sump design, in order to keep
the engine’s weight low in the frame. A bash plate protects the crankcase, but
with nearly a foot of ground clearance, it shouldn’t get scratched on pavement
or even dirt roads.
The
lightweight plastic side panels are attached with D-ring Dzus fasteners, so that
you have fast access to the air filter or battery.
Incidentally, the battery is a compact 12V/10Amphr unit and resides under the
left number panel opposite the muffler, where it is
both high and low-speed compression damping, something you typically only find
on high-end motocross equipment or expensive
road-racing shocks. A remote reservoir type for fade resistance, it is also
rebound and preload adjustable.
The rear
travel is 10.9".
However, even with the slightly soft front springs, this is exceptional
suspension and the ride is terrific, Barcalounger plush yet
with great control and feedback, again thanks to the machine’s light weight.
Other than the non-adjustable front preload, we couldn’t
think of any way to improve it.
Brakes
are an area where super-motos depart sharply from their dirt-bike counterparts
and the equipment on the SM is again unique.
The front disc is a big 310mm unit that’s both thin in radial section and
heavily drilled to reduce its weight further. Even a few holes in a brake disc
increases its efficiency, as the gasses that otherwise build up between the pad
and disc can be evacuated and any debris that might tend to get caught and score
the disc or pads can usually exit before doing damage.
The front
caliper is a two-piston, singleaction type, lighter than a four-piston unit
would be. Together they create powerful stopping force but are never grabby,
making them ideal for good control on slippery surfaces as well as good
pavement. The rear brake is another Swiss-cheesed disc, this one of 240mm,
slowed by a single piston caliper. We were impressed with the rear brake’s
slowing power as well as how easy it was to avoid sliding
the rear tire.
The wheels are what really identify a super-moto. The enduro bike’s lightweight
hubs are laced to wide 17-inch black-anodized
aluminum hoops in 3.50 and 4.50 widths front and back. And the tires are
special, too, H-rated Dunlop Sportmax 208-compound radials in 120/70 front and
140/70 rear sizes. The pressures specified are just 25 psi front and 29 back
(solo, or 33 psi rear with a passenger).
These things get noticeably hot and tacky in normal use and stick like
glue to the turns. If they weren’t fitted to a bike like the SM, they
probably wouldn’t last very long.
RIDING IMPRESSION
Initially, the bike feels impossibly tall and short, and we wondered
how it could handle securely with such an extreme layout. It took a
while to adjust, but adjust we did. The first thing we learned was to
be as smooth as possible. In fact, so little body movement is necessary,
unless speeds were very high, we’d just lean the bike under us,
like you would a dirt bike.
Of
course, there was never a need to conserve lean angle with the high ground
clearance and narrow footpegs. If the bike felt blown around too much on the
freeway, we’d just hug the tank with our knees, so that we would be less likely
to over-control the handlebars.
The way
the bike can be balanced with the rider’s weight is another rare treat. Sitting
in the center of the bike, you could easily influence which end got more grip as
you shifted the weight of your torso front and back. On twisty roads, the bike’s
bottomless suspension insures that tires stay in constant contact with the road,
and even on really rough ground that would get any other bike airborne, the SM
stayed securely planted. Even better is the exquisite accuracy of the steering,
enabling you to place the bike precisely where you want for maximum traction.
During
testing, the only limit to our tested stopping distances was the tendency to
nose-stand (stoppie), which was
aggravated by the softish fork springs and high Center of Gravity.
The carbureted engine is a model of smooth control, never abrupt, and provides
surprisingly adequate performance. Only in high-speed passing could we have
asked for more horsepower. (However, all the aftermarket goodies created for the
popular DR-Z400S enduro will bolt right on.)
INSTRUMENTS/CONTROLS
Like the enduro model, the SM gets a trick digital instrument cluster with a
bright speedo, dual trips, odometer, clock and even a
stopwatch. Subtraction functions are available on the trips and stopwatch as
well. However, there is no tachometer, and you’d probably be freaked if there
were. The little engine wails to keep your pace high, turning 6170 rpm
(calculated) @ 65 mph and 7595 @ 80 mph in top gear, but doesn’t protest. In
fact, the valve adjustment interval, 14,500 miles, suggests it will rev like
this all day without frequent  maintenance.
Also,
both the shifter and brake pedal have folding tips, a neat feature for hard-core
use and the handlebars are braced for good measure. However, the sore spot in
the package, the seat, will make you think the SM stands for sado-masochism.
A towel
over a two-byfour would be as soft. Worse, the top of the seat is so narrow that
it fits between the bony rails of the pelvis, like some perverse wedgie. If you
didn’t have hemorrhoids before, you will if you don’t fix it. Thankfully, we
have an Air-Hawk pad stashed for such occasions. Without it, 50 miles would have
been too far, with it, we had an ugly seat we could ride all day. At least
upholstery is a cheap fix, as fixes go. What were they thinking?




BOTTOM LINE
[[Image:DRZ400SMK7_her_yellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow]]
To give Suzuki credit, not only are they the first Japanese company in the game
[[Image:DRZ400SMK7_her_black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black]]
stateside, but their machine is perhaps a purer expression of the concept than
[[Image:DRZ400SMK7 aYellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow]]
the street-legal 650cc supermotos that are available overseas from Honda and
[[Image:DRZ400SMK7 Black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black]]
Yamaha. The SM’s motor makes more power per cubic inch and is in a much lighter
<br style="clear: left"/>
chassis than the bigger-bore machines. There won’t be a lot to go around, so, if
you want one, don’t wait.


{|  class="wikitable"
|-
!Make Model
|Suzuki DR-Z 400SM
|-
!Year
|2005 - 06
|-
!Engine Type
|Four stroke, single cylinder, DOHC, 4 valve
|-
!Displacement
|398 cc / 24.3 cu-in
|-
!Bore X Stroke
|90 x 62.6 mm.
|-
!Cooling System
|Liquid cooled
|-
!Compression
|11.3:1
|-
!Induction
|Mikuni BSR36 CV carburetor
|-
!Lubrication
|Dry sump
|-
!Ignition
|Digital CDI
|-
!Battery
|12V, 6.5Ah
|-
!Starting
|Electric
|-
!Max Power
|29.2 kW / 39.7 hp @ 8500 rpm (rear wheel: 24.9 kW / 33.4 hp
|-
!Max Torque
|39 Nm / 3.98 kg-m / 28.8 lb-ft @ 6600 rpm
|-
!Clutch
|Wet, multiple discs, cable operated
|-
!Transmission
|5 Speed
|-
!Final Drive
|Chain, #520
|-
!Frame
|Chrome-moly steel frame, single front down tube
|-
!Front Suspension
|Telescopic, 49 mm, oil-damped, 11-way compression damping, adjustable spring preload
|-
!Rear Suspension
|Link-type, fully adjustable spring preload, 26-way compression damping
|-
!Rear Wheel Travel
|277 mm / 10.9 in
|-
!Front Brakes
|Single 300 mm floating disc, 2 piston caliper
|-
!Rear Brakes
|Single 240mm disc, 1 piston caliper
|-
!Front Tire
|120/70-17
|-
!Rear Tire
|140/70-17
|-
!Dimensions
|Length 2225 mm / 87.6 in Width 855 mm / 33.7 in.
|-
!Wheelbase
|1460 mm / 57.5 in
|-
!Seat Height
|890 mm / 35.0 in
|-
!Ground Clearance
|260 mm / 10.2 in
|-
!Dry Weight
|137 kg / 302 lbs
|-
!Wet Weight
|146 kg / 321 lbs
|-
!Fuel Capacity
|10 Liters / 2.6 US gal / 2.2 Imp gal
|-
!Consumption Average
|5.5 L/100 km / 18.2 km/l / 42.8 US mpg / 51.4 Imp mpg
|-
!Standing ¼ Mile
|15.0 sec
|-
!Top Speed
|145 km/h / 90 mph


|}


== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=X_ZC1qhDxug|600|center}}




Line 474: Line 79:


[[Category:Suzuki motorcycles|DRZ400SM]]
[[Category:Suzuki motorcycles|DRZ400SM]]
[[Category:Supermotard motorcycles]]

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