Suzuki Dr-Z 400s

SUZUKI DR-Z 400S

CYCLE WORLD TEST

The death of dual-purpose, explained

JIMMY LEWIS

DIRTBIKES ARE BETTER THAN STREETBIKES. FACT! Now, before you go off the deep end already and start with the e-mails and the letter-writing campaign, read on.

You don’t see guys on GSX-Rs or CBRs roosting around in the dirt, but there are CRs and YZs, etc. racing on asphalt, a la supermotard. Currently, the highly evolved dirtbike is simply a more versatile mount. And the ideal base for a dual-purpose bike. Please continue.

Dual-purpose is the only declining segment of a very healthy motorcycle market-has been for years. Easily explained, since most serious D-P’ers start with genuine dirtbikes, add minimal lighting and take their chances with the DMV. Sure, KTM’s R/XCs and Honda’s XR650L

were steps in the right direction, but they’re still too street-biased for some. What we have here is a big hole in the market, through which Suzuki has jumped with its new DR-Z 400S.

The S version of Suzuki’s new Thumper is a dirtbike from the start. It shares the same steel double-cradle frame, suspension components and motor as the off-roadonly DR-Z, and through a few well-thought-out changes, makes an easy transformation to roadworthiness. The dry-sump, dohc motor meets its necessary smogand noise-mandated state of tune via a thicker base gasket (lowering compression from 12.2:1 to 11.3:1), less aggressive cams and the use of a throttle-position-sensorequipped 36mm Mikuni carb replacing the 39mm Keihin on the competition bike. Final gearing on the S is a bit taller to keep revs down at on-road speeds. The exhaust system is built from thicker-walled tubing, is a bit smaller (3.2mm) in diameter and has the same muffler.

Suspension calibration is the biggest area of change between the dual-purpose and off-road versions. While the components are externally similar, the S version has no rebound adjustability at either end. The fork has compression adjustment and threaded spring preload, the latter not found on the dirtbike. The shock has 26-position compression-damping adjustment and works through the same linkage as the off-roader. Settings at both ends are specific to the S in that they are softer overall in valving yet stiffer on the shock spring.

The street-mandated equipment includes the obvious blinkers and larger headand taillights, as well as the extended rear fender. Also, there are mirrors, a steel gas tank with a locking cap, and a few reflectors and warning stickers sprinkled about. The footpegs get rubber pads to stop vibration from finding your feet; weighted bar ends do the same for your hands. Unlike the dirt DR-Zs, there’s a choice of three color combos-yellow, blue or silver/black. Trick LED-display speedo/odo/clock, too, with two resettable tripmeters and a stopwatch feature, though you’ll have to read the instructions to figure it all out.

The electric-start-only DR fires right up without the lean syndrome common to most D-P bikes. The choke can come off almost instantly. Right off idle, the bike has plenty of snap thanks to its crisp jetting. Power builds very linearly and there is a surprising amount of torque throughout the rev range of the short-stroke motor. Overall output is down a bit from the off-road version, but not as much as is usually seen in the transformation to dual-purpose status. There’s still enough juice to spin the rear tire on the street or to snap up a good power wheelie in the first three gears. Sweetest part is that there is very little vibration, especially at high rpm where a Single usually shakes

you silly. The DR-Z sings along nicely and never detonates. The only quirk in the jetting is if you whack the throttle wide-open from a stop, there’s a slight hiccup while the CV carb catches back up.

Though the scale reads 301 pounds dry, the DR-Z feels much lighter, more like a 270 pounds. Just like the off-road model, light steering translates into wonderful agility, whether it be on the street or in the dirt. The bike does wander around a bit in freeway rain grooves (especially with the DOT knobbies we fitted), but off-road it snap-turns like a supercrosser-and not many D-P bikes can even dream of that.

Layout of the bike fits a sit-down riding position, but can be cramped for riders over 5-foot-10 or aggressive pilots who like to stand up a lot. A different bar bend, at least, will be in order for most off-road-biased riders. And though the footpegs are high, the seat height is still relatively low, especially compared to the larger D-P bikes on the market. Seat

padding works pretty well, especially for how thin it is, but that passenger strap has to go. It’ll wear a hole in your behind on a long road stint. >

The suspension is set-up perfectly for the intended rider. Who would know better than Suzuki, longtime sponsor of the National Dual-Sport Series, how to arrive at a good compromise setting? Though hardened off-roaders and canyon-carvers alike may want stiffer settings, the DR-Z is a plush carpet ride-as long as the going isn’t too rough, just sit on it and let the wheels go up and down. Hit bigger stuff and you’ll bottom in a predicable manner. Jumping the bike is okay, just make sure to grease the landings! This is a 300-pound dual-purpose bike, after all.

Clutch pull is very light (typical Suzuki), with a smoothshifting five-speed tranny that never missed a gear. Even after some abuse, the clutch never squealed. Gear ratios are great, with a low-enough first and a long-pulling fifth that cruises at an indicated 75 mph, no problem. The brakes seem slightly mushy compared to a top-flight MXer’s, but they won’t get you in trouble, either.

So, Suzuki took its new dirtbike, attached just the minimum street regalia, then priced it at a reasonable $5349 to come up with one of the best all-around bikes we’ve ever ridden. With stock tires, the DR-Z is a lane-splitting, pothole-ignoring commuter, a mean backroad scratcher, not a bad supermotard bike and can even handle medium-distance tours in decent comfort. Add knobbies and you can literally ride this bike anyplace you’d take a normal dirtbike. In fact, it’s so close stock that we’d recommend riders who are thinking about D-P’ing a dirt DR-Z 400E go with the 400S instead.

With bikes like this, it seems the reports of dual-purpose’s death have been greatly exaggerated.

SUZUKI DR-Z 400S

$5349

American Suzuki Motor Corp.