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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.
| |
|
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| ==Engine==
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| The engine was a Liquid cooled cooled Four stroke, single cylinder, DOHC, 4 valve. The engine featured a 11.3:1 [[compression ratio]].
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|
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| ==Drive==
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| Power was moderated via the Wet, multiple discs, cable operated.
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|
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| ==Chassis==
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| 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.
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|
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|
| | The '''Suzuki DR-Z400SM''' is a [[motorcycle]] produced by [[Suzuki]] from 2005 to 2007. |
|
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|
| ==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> | |
|
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|
|
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|
| == 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> | |
|
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|
| == 2007 == | | == 2007 == |
| <gallery mode='packed-hover'>
| |
| File:DRZ400SMK7_her_yellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow
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| File:DRZ400SMK7_her_black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black
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| File:DRZ400SMK7 aYellow.jpg|left|thumb|2007 Suzuki DR-Z400SM in yellow
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| File:DRZ400SMK7 Black.jpg|left|thumb|2007 Suzuki DR-Z400SM in black
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| </gallery>
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|
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|
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| == Photos ==
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| <gallery mode='packed-hover'>
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| File:Suzuki-DRZ400SM-05--4.jpg|600px|Suzuki DR-Z 400SM
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| File:Suzuki-DRZ400SM-05--3.jpg|600px|Suzuki DR-Z 400SM
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| File:Suzuki-DRZ400SM-05--2.jpg|600px|Suzuki DR-Z 400SM
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| File:Suzuki-DRZ400SM-05.jpg|600px|Suzuki DR-Z 400SM
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| </gallery>
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|
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| == Overview ==
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|
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| - Suzuki's new Supermotard model based on DR-Z400S - combines Supermotard
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| style and features in a narrow, lightweight street-legal package
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| - Long travel, Showa-brand inverted front fork derived from RM250 - features
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| adjustable compression/rebound damping and alumite coating on inner tube
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| surfaces for smooth action
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| - A fully-adjustable rear shock absorber with high/low speed compression
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| damping adjuster and aluminum swingarm for precise rear wheel control
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| - Strong braking performance supplied by a front disc brake with a large
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| 300mm floating-type rotor and dual-piston caliper, plus 240mm rear disc
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| brake with single-piston caliper
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| - Black-painted 17" aluminum rims and radial tires: 120/70-R17 front,
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| 140/70- R17 rear
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|
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| CHASSIS FEATURES:
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| - Compact digital instrument cluster with speedometer, odometer, twin-trip
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| meters with addition/subtraction capability, clock, timer and stopwatch
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| functions
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| - On-road legal lighting with bright 60/55 watt halogen headlight, compact
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| tail/stoplight, lightweight, rubber-mounted turn signals and horn
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| - Narrow profile with smooth transitions between the tank, seat and bodywork
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| - Chrome-moly steel frame is torsionally strong with minimal weight. The
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| backbone tube, front down tube, and steering head gussets form the dry-sump
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| engine oil tank
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| - A bolt-on aluminum subframe helps reduce weight and simplify maintenance
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| - Chrome-moly steel footpegs, aluminum rims/hubs, plus engine guard and rear
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| disc guard
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|
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|
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|
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| ENGINE FEATURES:
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|
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| - Lightweight 398cc, DOHC, liquid-cooled, dry-sump engine produces strong,
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| usable low-rpm power
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| - Compact 4-valve cylinder head with 36mm intake valves, 29mm exhaust
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| valves, narrow 28º included valve angle and shim-under-bucket valve
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| adjustment system
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| - SCEM-plated cylinder (nickel-silicon-phosphorous) is lighter and more
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| durable than an iron liner with excellent heat transfer properties
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| - Forged aluminum piston is 10% lighter than a cast piston and receives
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| additional oil-cooling to the piston crown through a crankcase oil jet
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| - Compact 5-speed transmission utilizes a cable-operated clutch with
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| separate outer cover for simplified clutch maintenance
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| - Additional weight savings with magnesium valve cover, clutch cover, and
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| magneto cover
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| - Smooth throttle response with a Mikuni BSR36 CV-type carburetor fed by
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| 6-liter airbox. The left side cover has quick-release fasteners for easy
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| access to the air filter
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| - Electric start with lightweight starter motor and a compact 6.5 amp
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| maintenance-free battery
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| - Automatic decompression system for quick/easy engine starts
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| - Thermostatically-controlled cooling fan mounted to the left radiator helps
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| maintain consistent operating temperature in traffic
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|
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|
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|
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|
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| MCN Review
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| ISAAC NEWTON WOULD have approved. It was Sir
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| Isaacs Second Law of Motion: Force = Mass x Acceleration, that first
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| explained the relationship between an objects weight and how that would affect
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| its dynamic behavior. In fact, you could call
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| Newton the godfather of Power/Weight Ratio-based performance, and Lotus Colin
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| Chapman his greatest disciple. And no street-legal motorcycle illustrates the
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| physics better than the DR-Z400SM.
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| Based on the highly regarded DR-Z400S dual-sport,
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| obsessive calorie counting has resulted in a full-up wet weight of just 318.5
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| lbs,
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| pushed by 33.4 horsepower measured at the back wheel. It doesnt sound like
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| enough to be exciting, but it most certainly is.
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| The SM designation stands for Super-Moto, the
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| latest competition craze, wherein lightweight four-stroke motocross bikes are
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| modified with big brakes and 17-inch wheels to race on combination dirt and
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| asphalt race courses. The concept goes back to the
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| Superbikers a made-for-TV event that ran on ABCs Wide World Of Sports from
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| 1979 to 1985, which pitted talented motorcyclists
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| from all disciplines against one another on individually modified, run-what-ya-brung
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| bikes. The idea appeared to die out when the TV
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| series expired, but was resurrected by the French a few years ago, and has since
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| proved very popular in Europe with a growing following in America. Although
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| serious competition machines have been produced for the class by KTM, Husqvarna
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| and others, the
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| new Suzuki is the first Japanese super-moto to be sold in America, and is
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| completely street legal as delivered, unlike some of the European models. Its
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| arrival in Suzukis US warehouses has been largely unheralded, as if the company
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| wanted to test the waters before committing serious advertising dollars. But
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| were here to tell you that if you like minimalist machines, youll really like
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| the Suzuki DR-Z400SM.
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| Its not necessary to think of the SM as just a
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| competition bike with lights, because as the Europeans have found, the supermoto
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| also makes a perfect urban assault vehicle, probably quicker from point A to
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| point B in densely populated cities than just about any other motorcycle, as
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| well as a terrific sportbike where rougher and poorly kept roads predominate.
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| THE MOTOR
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| If you were disappointed that the latest 450cc MX engine wasnt chosen to power
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| the bike, consider that all the state-of-the-art fourstroke motocross engines
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| are very highly stressed and maintenance intensive. They also werent designed
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| to pass emissions or the durability cycles required for compliance.
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| The DR400S motor was, and its no slouch either.
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| With a bore of stroke of 90mm x 62.6mm, it will rev much higher than larger
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| displacement singles, hitting the rev limiter at 9750 rpm. Remember that an
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| engines rev range is an under-appreciated measure of its true performance.
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| When two engines make the same horsepower, but
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| one revs 50% higher, the area under the power curve is much larger for the
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| higher-revving motor, and quarter-mile times back up the significance of the
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| difference. Counterbalanced so that it is very smooth
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| running, it wont try to shed nuts and bolts at high revs or tire the rider.
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|
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| To achieve 33.4 hp from 24.3 cubic inches (398cc)
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| the engine uses dual overhead cams to operate four very large
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| valves; pairs of 36mm intakes and 29mm exhausts, surrounding a centrally located
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| spark plug for quick, efficient combustion. The piston is a forged slipper type,
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| to reduce reciprocating weight by at least 10% over a more
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| conventional cast slug.
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| The pistons top ring is an expensive L-section
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| Dykes-type, which reduces emissions by reducing trapped fuel while it improves
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| sealing efficiency. The aluminum cylinder uses no iron liner, but instead is
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| plated with Suzukis proprietary nickel-silicon-phosphorus-carbide (SECM)
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| material to improve heat transfer and reduce engine weight. And finally, the
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| fuel enters via a big 36mm Mikuni CV carb.
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| Although it could no doubt be tuned to make even
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| more power, as delivered it gives a broad torque curve that makes a harmonious
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| match for the machines weight and five-speed transmission. The overall effect
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| is a smooth steady flow thats easy to modulate.
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| Liquid-cooled for efficiency, a thermostatically
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| controlled fan will engage in slow traffic to maintain airflow. Otherwise, the
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| big air-scoops, sized for slower going on dirt, will direct plenty of airflow
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| over the slim radiators on either side.
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| The transmission shifts easily and the ratio
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| spread has been worked out to optimize pull between gears. Although we would
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| have welcomed a sixth gear, we were satisfied with five. (Note that the
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| motocross four-strokes often have only four gears.) The clutch
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| is cable operated, the pull is light and the engagement range is wide enough to
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| make it easy to slip precisely.
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| Fuel efficiency is another benefit obtained from
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| Newtons Second Law, and we achieved nearly 45 mpg on average, riding
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| enthusiastically. Although we never tried riding for fuel efficiency, wed guess
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| 50 mpg would have been possible.
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| An electric starter is fitted and the engine
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| features an automatic decompression device to ease starting effort. A choke
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| button is fitted to the side of the carb and is necessary whenever the engines
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| even moderately cold. After a minute or so, it will be warm enough to run
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| without the extra enrichment.
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| ROLLING CHASSIS
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| Similar in design to Suzukis motocross bikes, the SMs chassis is a lightweight
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| chromoly steel construction with the engine oil contained in the backbone and
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| front downtube, so that the engine can be a dry-sump design, in order to keep
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| the engines weight low in the frame. A bash plate protects the crankcase, but
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| with nearly a foot of ground clearance, it shouldnt get scratched on pavement
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| or even dirt roads.
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| The
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| lightweight plastic side panels are attached with D-ring Dzus fasteners, so that
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| you have fast access to the air filter or battery.
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| Incidentally, the battery is a compact 12V/10Amphr unit and resides under the
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| left number panel opposite the muffler, where it is
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| both high and low-speed compression damping, something you typically only find
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| on high-end motocross equipment or expensive
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| road-racing shocks. A remote reservoir type for fade resistance, it is also
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| rebound and preload adjustable.
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|
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| The rear
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| travel is 10.9".
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| However, even with the slightly soft front springs, this is exceptional
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| suspension and the ride is terrific, Barcalounger plush yet
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| with great control and feedback, again thanks to the machines light weight.
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| Other than the non-adjustable front preload, we couldnt
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| think of any way to improve it.
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|
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| Brakes
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| are an area where super-motos depart sharply from their dirt-bike counterparts
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| and the equipment on the SM is again unique.
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|
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| The front disc is a big 310mm unit thats both thin in radial section and
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| heavily drilled to reduce its weight further. Even a few holes in a brake disc
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| increases its efficiency, as the gasses that otherwise build up between the pad
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| and disc can be evacuated and any debris that might tend to get caught and score
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| the disc or pads can usually exit before doing damage.
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|
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| The front
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| caliper is a two-piston, singleaction type, lighter than a four-piston unit
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| would be. Together they create powerful stopping force but are never grabby,
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| making them ideal for good control on slippery surfaces as well as good
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| pavement. The rear brake is another Swiss-cheesed disc, this one of 240mm,
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| slowed by a single piston caliper. We were impressed with the rear brakes
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| slowing power as well as how easy it was to avoid sliding
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| the rear tire.
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|
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| The wheels are what really identify a super-moto. The enduro bikes lightweight
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| hubs are laced to wide 17-inch black-anodized
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| aluminum hoops in 3.50 and 4.50 widths front and back. And the tires are
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| special, too, H-rated Dunlop Sportmax 208-compound radials in 120/70 front and
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| 140/70 rear sizes. The pressures specified are just 25 psi front and 29 back
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| (solo, or 33 psi rear with a passenger).
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|
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| These things get noticeably hot and tacky in normal use and stick like
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| glue to the turns. If they werent fitted to a bike like the SM, they
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| probably wouldnt last very long.
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|
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| RIDING IMPRESSION
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| Initially, the bike feels impossibly tall and short, and we wondered
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| how it could handle securely with such an extreme layout. It took a
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| while to adjust, but adjust we did. The first thing we learned was to
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| be as smooth as possible. In fact, so little body movement is necessary,
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| unless speeds were very high, wed just lean the bike under us,
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| like you would a dirt bike.
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|
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| Of
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| course, there was never a need to conserve lean angle with the high ground
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| clearance and narrow footpegs. If the bike felt blown around too much on the
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| freeway, wed just hug the tank with our knees, so that we would be less likely
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| to over-control the handlebars.
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|
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| The way
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| the bike can be balanced with the riders weight is another rare treat. Sitting
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| in the center of the bike, you could easily influence which end got more grip as
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| you shifted the weight of your torso front and back. On twisty roads, the bikes
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| bottomless suspension insures that tires stay in constant contact with the road,
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| and even on really rough ground that would get any other bike airborne, the SM
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| stayed securely planted. Even better is the exquisite accuracy of the steering,
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| enabling you to place the bike precisely where you want for maximum traction.
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|
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|
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| During
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| testing, the only limit to our tested stopping distances was the tendency to
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| nose-stand (stoppie), which was
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| aggravated by the softish fork springs and high Center of Gravity.
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| The carbureted engine is a model of smooth control, never abrupt, and provides
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| surprisingly adequate performance. Only in high-speed passing could we have
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| asked for more horsepower. (However, all the aftermarket goodies created for the
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| popular DR-Z400S enduro will bolt right on.)
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|
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| INSTRUMENTS/CONTROLS
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| Like the enduro model, the SM gets a trick digital instrument cluster with a
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| bright speedo, dual trips, odometer, clock and even a
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| stopwatch. Subtraction functions are available on the trips and stopwatch as
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| well. However, there is no tachometer, and youd probably be freaked if there
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| were. The little engine wails to keep your pace high, turning 6170 rpm
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| (calculated) @ 65 mph and 7595 @ 80 mph in top gear, but doesnt protest. In
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| fact, the valve adjustment interval, 14,500 miles, suggests it will rev like
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| this all day without frequent maintenance.
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|
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| Also,
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| both the shifter and brake pedal have folding tips, a neat feature for hard-core
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| use and the handlebars are braced for good measure. However, the sore spot in
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| the package, the seat, will make you think the SM stands for sado-masochism.
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|
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|
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| A towel
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| over a two-byfour would be as soft. Worse, the top of the seat is so narrow that
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| it fits between the bony rails of the pelvis, like some perverse wedgie. If you
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| didnt have hemorrhoids before, you will if you dont fix it. Thankfully, we
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| have an Air-Hawk pad stashed for such occasions. Without it, 50 miles would have
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| been too far, with it, we had an ugly seat we could ride all day. At least
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| upholstery is a cheap fix, as fixes go. What were they thinking?
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|
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|
|
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|
| 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 SMs motor makes more power per cubic inch and is in a much lighter
| | <br style="clear: left"/> |
| chassis than the bigger-bore machines. There wont be a lot to go around, so, if
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| you want one, dont wait.
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|
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|
| {| class="wikitable"
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| |-
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| !Make Model
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| |Suzuki DR-Z 400SM
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| |-
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| !Year
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| |2005 - 06
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| |-
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| !Engine Type
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| |Four stroke, single cylinder, DOHC, 4 valve
| |
| |-
| |
| !Displacement
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| |398 cc / 24.3 cu-in
| |
| |-
| |
| !Bore X Stroke
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| |90 x 62.6 mm.
| |
| |-
| |
| !Cooling System
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| |Liquid cooled
| |
| |-
| |
| !Compression
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| |11.3:1
| |
| |-
| |
| !Induction
| |
| |Mikuni BSR36 CV carburetor
| |
| |-
| |
| !Lubrication
| |
| |Dry sump
| |
| |-
| |
| !Ignition
| |
| |Digital CDI
| |
| |-
| |
| !Battery
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| |12V, 6.5Ah
| |
| |-
| |
| !Starting
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| |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
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| |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}}
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| [[Category:Suzuki motorcycles|DRZ400SM]] | | [[Category:Suzuki motorcycles|DRZ400SM]] |
| | [[Category:Supermotard motorcycles]] |