Suzuki DR-Z400E
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| Suzuki DR-Z 400E | |
| Manufacturer | |
|---|---|
| Production | 2001 - 02 |
| Class | Dual-purpose |
| Engine | Four stroke, single cylinder, DOHC, 4 valve |
| Compression ratio | 12.2:1 |
| Ignition | Digital CDI |
| Transmission | 5 Speed |
| Suspension | Front: Telescopic, 49 mm, oil-damped, 11-way compression damping, adjustable spring preload Rear: Link-type, fully adjustable spring preload, 26-way compression damping |
| Brakes | Front: Single 250mm disc, 2 piston caliper Rear: Single 220mm disc, 1 piston caliper |
| Front Tire | 80/100-21 |
| Rear Tire | 120/90-18 |
| Wheelbase | 1485 mm / 58.5 in |
| Seat Height | 945 mm / 37.2 in |
| Weight | 119.0 kg / 262.4 lbs (dry), |
| Recommended Oil | Suzuki ECSTAR 10w40 |
| Fuel Capacity | 10 Liters / 2.6 US gal / 2.2 Imp gal |
| Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, single cylinder, DOHC, 4 valve. The engine featured a 12.2:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet, multiple discs, cable operated.
Chassis[edit | edit source]
It came with a 80/100-21 front tire and a 120/90-18 rear tire. Stopping was achieved via Single 250mm disc, 2 piston caliper in the front and a Single 220mm 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 400E was fitted with a 10 Liters / 2.6 US gal / 2.2 Imp gal fuel tank. The bike weighed just 119.0 kg / 262.4 lbs. The wheelbase was 1485 mm / 58.5 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Suzuki DR-Z 400E
The DR400 is Suzuki's entry in to the very popular and
competitive 4-stroke MX and Enduro market. A day with the kick-start enduro
model was spent on a large home-made MX track with plenty of jumps and deep
sand. Recently we also took a blast on a road registered (but
de-restricted) electric start version.
The main step in the de-restricting process is removing the muffler baffle. This provides quite a large difference to the power. The next step is to remove the airbox cover and install a .178 jet to crisp it right up. Now you have around 40 horsepower at the rear wheel. Some 5 more horsepower than the current model DR650! A number of sand drags were held with 2 x DR400 and 1 x YZ400. When they weren't getting up to silly things like grabbing each others bars at 100 kph we found that basically there was nothing in it. With riders switching bikes and around a dozen runs made it was decided that they were level pegged in the acceleration department. We didn't have an XR400 along for comparison but know from experience that the Honda would have been absolutely trounced by both the Yamaha and Suzuki. The YZ400 has a slightly snappier, two stroke MX, type of delivery. While the DR has a much broader spread of power. This maybe gives the YZ a slightly better engine for deep sand work, but not by much. The DR feels as thought it would be the weapon of choice on gravel tracks etc. due to the lengthy spread of controllable power. The YZ maybe has a very slight edge in the suspension department. However, the difference is not enough for someone of my skill level to be able to exploit. The electric start DR handles quite well on the street. It can be backed in and drifted out if you are game. Mono's are not optional - if you get on the throttle hard the front stands - which of course amused us to a great extent. The kick-start DR proved much easier to start than the YZ. Of course the electric start model whirrs in to life with no drama at all. At last - a reasonably priced, great performing dirtbike with electric start! Suzuki should sell these by the bucket-load for that reason alone. The Enduro DR costs around $9,500 (AUS). The ADR approved electric start DR400 is available for $9,990 + on road costs. Basically the only differences between the two is the addition of road-gear (indicators etc.), battery and starter motor to the registrable model. It is not a watered down version and is only a few kilos heavier than the enduro. The DR-Z 400E has the goods, complete with very short dirt-oriented gearing that enables you to stand it on the back wheel, in even as high as 3rd gear, by just tugging on the bars. For a lot of road work I would definitely be adding a tooth to the front sprocket to give the bike some longer legs. Source MCNews.au
Review
Suzukis DR-Z series has been a massive success for the brand. Legendary reliability backed by a great warranty and a retail price that seems to get lower each year have combined to earn the DR-Z a fantastic reputation amongst trail riders.
The Australian buying public has been voting with their wallets for many years now. The DR-Z has been near the top of the sales charts since its inception over a decade ago. Not bad for a bike that has remain largely unchanged for ten years.
There are certainly higher performance options in the marketplace. Yamahas WR450F, Hondas CRF450X, Kawasakis KLX450R, Suzukis own M-Z450, Husqvarnas TE450 and KTMs 450 EXC machines all offer more power, lighter weight and better suspension. They also come with a higher price tag, a more intensive and costly maintenance schedule and less warranty than the versatile Suzuki. In short, those premium performance offerings are true thoroughbreds and that performance comes at a price.
But certainly dont imagine that the DR-Z is a low performance budget clunker. Nothing could be further from the truth. The DR-Z is perhaps the modern incarnation of Hondas legendary XR400R. The Honda was for a long time king of the sales charts thanks to unrivalled reliability and reasonable performance but its day has passed, a fact lamented by many. Those XR buyers are now turning to DR-Z machines in droves as the Suzuki has now built a well proven reliability record to rival that of the XR. The DR-Z also boasts water cooling, better suspension and an engine that is at least 20% more powerful than the XR. Thus the DR-Z has firmly established itself as the XR400R for the 21st century.
Suzuki claim a 138kg wet weight with all fluids for the DR-Z however the machine never really seems that heavy. Thats unless of course you are stuck halfway up a snotty hill while trying to keep the bike upright, then you feel every last one of those grams. But at least you have the comfort of electric start to get going again should you stall rather than having to resort to a tired hoof to spark the bike into action.
That weight is suspended reasonably well by a pair of 49mm forks that offer rebound and compression adjustments. They are not ultra bling upside-down units but still do a fairly good job of controlling the front tire and provide 288mm of travel.
It would be nice however if the trail versions of the DR-Z400E scored the same dual-chamber inverted forks from the RM series that grace the front end of the road biased SuperMoto SM model DR-Z. But on the other hand it would also be nice if the DR-Z SM boasted the high compression piston and larger Keihin FCR39 flat-slide carburetor rather than a tamed down variant of the DR-Z engine.
Anyway, I digress. Lets get back to the DR-Z400E.
Like almost all enduro bikes the DR-Z400E utilises a single cylinder mill for motivation. It is a willing performer with good throttle response right throughout the rev range and enough mumbo to lift the front wheel with ease in the first couple of gears. If you have reasonable throttle control you can keep it there right through to top gear.
The DR-Z is not a rip your arms out of their sockets powerhouse like a hard core 450 enduro bike but it is rarely found wanting when called on to deliver. Its also not quite as resistant to stalling as the latest and greatest enduro engines and could benefit from a little more flywheel weight, but thats about its only shortcoming in trail use.
The clutch is incredibly light but has proved robust and the five-speed gearbox is also light to use but strong.
Braking hardware consists of a 250mm disc at the front and a 220mm disc at the rear which work well enough but could provide a little more feel at the lever.
A 935mm seat height is tall but par for the course in the enduro market with long travel suspension and 315mm of ground clearance. It could be problematic for those that have the dual disadvantage of short legs and little off-road experience.
Ergonomically the DR-Z is a one size fits all style of affair and riders will want to experiment with the bar position and perhaps different style bends of bars to feel best at home. Some riders find that bar risers under the mounts help them to feel comfortable. Nice and wide footpegs provide good purchase and a fully featured enduro style speedometer with dual tripmeters and distance countdown functions to help with off-road navigation.
The omission of any style of handguards or barkbusters on the DR-Z is a major oversight. When exploring some overgrown tight single trail I lost count of the amount of times the clutch or brake levers were snagged by branches which made for some heart stopping moments that I could have done without.
Clearly, as it comes out of the box the DR-Z400E is not perfect. But what it does offer is an unrivalled blend of performance and practicality and it is that jack of all trades, but master of none, style of character that has made it such a firm favourite in the Australian market.
The DR-Z400E is LAMS legal in those states that have enacted the power to weight restrictions for learners rather than the blanket 250cc restriction. A first time bike buyer could do little wrong in choosing a DR-Z400E as their first mount as it has the reliability to serve as a commuter during the week, and the ability to provide plenty of thrills as a dirt trail blaster during the weekend.
The DR-Z is truly Mr Versatile.
Source{| class="wikitable" |- !Make Model |Suzuki DR-Z 400E |- !Year |2001 - 02 |- !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 |12.2:1 |- !Induction |Mikuni BSR36 carburetor |- !Lubrication |Dry sump |- !Ignition |Digital CDI |- !Starting |Kick |- !Max Power |29.2 kW / 39.7 hp @ 8500 rpm |- !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 |- !Front Suspension |Telescopic, 49 mm, oil-damped, 11-way compression damping, adjustable spring preload |- !Front Wheel Travel |290 mm / 11.4 in |- !Rear Suspension |Link-type, fully adjustable spring preload, 26-way compression damping |- !Rear Wheel Travel |295 mm / 11.6 in |- !Front Brakes |Single 250mm disc, 2 piston caliper |- !Rear Brakes |Single 220mm disc, 1 piston caliper |- !Front Tire |80/100-21 |- !Rear Tire |120/90-18 |- !Dimensions |Length 2310 mm / 90.9 in Width 875 mm / 34.4 in. Height 1230 mm / 48.4 in |- !Wheelbase |1485 mm / 58.5 in |- !Seat Height |945 mm / 37.2 in |- !Ground Clearance |300 mm / 11.8 in |- !Dry Weight |119.0 kg / 262.4 lbs |- !Fuel Capacity |10 Liters / 2.6 US gal / 2.2 Imp gal
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