First Ride: 2000 Suzuki DR-Z400E

It's Not Your Dad's DR

story by Mark Kariya, Photograph by Kinney Jones and Mark Kariya, Created Mar. 20, 2000

LOS ANGELES, January 25, 2000 -- Life's choices are hard. Disneyland or Disneyworld? Steak or lobster? Mercedes or Lexus? How about choosing whether to describe a ride with off-road legend Malcolm Smith or what it's like to be among the first to try Suzuki's brand-new DR-Z400E.

It's almost impossible to chose, so we'll try to do both, with an emphasis on the newest thumper available from a company that hasn't done much in the way of off-road four-stroke development in 10 years. The DR-Z, you see, is completely different than the DR350 that Suzuki introduced to the world with so much fanfare for the 1990 model year.

Ten years ago, of course, the DR350 was news. It was the first new Suzuki thumper designed strictly for dirt duty since 1980, at least. In addition, Suzuki also listened to U.S. customers begging for barely street-legal dual-purpose bikes and also introduced the DR350's dual-sport brother, the DR350S. While not exactly what hard-core dirt riders clamored for, it was nonetheless a decent bike for the majority of buyers and could be fairly easily modified for better off-highway performance.

At first, the dirt-riding public snapped up the DR350 with visions of winning races in mind. However, the DR simply wasn't designed for extreme duty like that, though it did fairly well at local competitions. The DR was really a trail bike and, as the years went by, people gradually accepted that fact.

As competent a trail bike as the DR350 was, it began to get overlooked as other thumpers came onto the scene. Kawasaki introduced its excellent little KLX250R a few years later; then it grew to 300cc and was definitely in the same league. Honda's XR400R grabbed a share of the market when it was introduced in 1996.

The real wake-up call for Suzuki -- and every other manufacturer in the world -- came when Yamaha's YZ400F sprang onto the scene for 1998. Here at last was a race-worthy thumper that could hold its own against two-strokes and not cost twice as much as a Japanese 250cc MXer. Though not particularly light, it had a lot going for it. It was also fun to ride and Yamaha sold every one it could rush off the assembly line.

So, faced with Yamaha's success and the specter of increasingly stringent environmental regulations, every other company threw corporate R&D energies toward developing their own up-to-date four-strokes. Some, like the yet-to-sell Cannondale MX400, took dead aim at the YZ-F. Others, like Honda's recently introduced XR650R, targeted a different audience: In this case, customers who longed for something like the trusty XR600R but more contemporary.

For more than a year, rumors about what various companies were concocting provided plenty of fodder for those anxious to see the fruits of that labor. When it came to Suzuki, the rumors suggested a liquid-cooled 400 housed in an RM250 frame. And it turns out the rumors weren't too far off.

The new DR-Z400 is indeed a liquid-cooled 400 with a pair of cams in the four-valve head and a very oversquare bore-and-stroke configuration of 90.0 x 62.6mm for 398cc of actual displacement. Knowing it needed to make good power, even if it were only to be a serious trail bike, Suzuki relied on its sportbike technology, transferring much of it to the DR-Z. The Twin Swirl Combustion Chamber (TSCC) design is straight out of a four-cylinder GSX-R, as is the shim-under-bucket valve lash adjustment and narrow valve angle. Suzuki's proprietary SCEM (Suzuki Composite Electrochemical Material) plates the cylinder's bore with a nickel-silicon-phosphorus-carbide combination that is much lighter and better at transferring heat than a conventional cast-iron liner. In addition, the motor also uses a 2.0-quart dry-sump oiling system (as did the old DR350), which also helps keep the cases compact.

Keihin's FCR-series carburetors have earned quite a reputation among four-stroke enthusiasts, and a 39mm version comes on the DR-Z. Not only does it have an accelerator pump (which squirts a bit of raw fuel into the carb at low rpm to avoid the dreaded four-stroke stumble), it utilizes a Throttle Position Sensor similar to the YZ-F. Tied into the digital ignition system, it helps determine the optimum spark timing for a given rpm, depending on how far the slide is opened. The kickstart-only DR-Z400's Keihin also sports a hot-start button similar to that of the YZ-F that you pull to make starting a warm engine easier, especially if you stalled it.

There are a few other differences between the kickstart DR-Z400 and the dedicated electric-start version that we rode, the DR-Z400E. In order to accommodate the starter paraphernalia, the E model's crank is slightly longer on the left side, necessitating a minimally larger ignition cover. Interestingly, the 12-volt, 6.5-amp maintenance-free battery is a fairly compact, light, gel-cell unit, sort of like the kind you find in some dual-sport conversion kits.

The three-phase charging system puts out plenty of juice, with 150 watts of maximum power on the 400 and 200 watts max from the 400E. Sounds like you could run some killer lights on the new DR-Zs. And since the E model comes with only a button for starting, don't leave the key on or you'll quickly run that gel-cell battery down and find out just how difficult it is to start a 400cc thumper that has no kickstarter or manual compression release (both come on the regular 400). However, should you want the best of both worlds, Suzuki will offer a $199 kit which will let you fit a kickstarter and the manual decompresser to a 400E. On the other hand, Suzuki will not offer a kit that gives the kickstart-only model, the DR-Z400, an electric-start option.

As for having an RM-spec chassis, well, it's not true. Both the DR-Z and RM use chrome-moly tubing with aluminum subframes and run the swingarm pivot through the rear of the cases, but the four-stroke's frame is specific to the DR-Z. Suzuki's design goal was to keep the bike as compact and narrow as possible. Indeed, the DR-Z feels quite slim. It sports 27.3 degrees of rake with 112mm (4.42 inches) of trail and 1475mm (58.1 inches) between the axles; not particularly extreme but directed at nimble steering with more than a semblance of stability.

The suspension is also different than a RM's. In front is a 49mm Showa conventional cartridge fork with 288mm (11.3 inches) of travel. RMs come equipped with inverted forks. In back is an aluminum-bodied, piggyback reservoir Showa shock that lets the wheel swing through a claimed 295mm (11.6 inches) of travel.

Both suspension units feature clicker-adjustable compression and rebound damping, 18 clicks of both compression and rebound in front and 26 clicks of compression and 21 clicks of rebound in back.

Naturally, the shock's 5.3 kg/mm spring has the standard threaded collars for preload adjustment. There are no such external adjusters for the 0.44 kg/mm fork springs. Both brakes utilize RM calipers, but the carriers and rotors are different.

"We applaud the quick-access, no-tools-required left side airbox cover and zerk fittings for the rear-suspension linkage."

Being an off-road bike, the Suzuki comes with an O-ring chain and 14/47 gearing. We applaud the quick-access, no-tools-required left side airbox cover and zerk fittings for the rear-suspension linkage.

Curiously, though, while a headlight, taillight and tripmeter are standard equipment, hand guards are not.

Page 2But enough of such details. How is the DR-Z400E to ride? In a word, great. And what's it like to ride with Malcolm Smith? Better still.

Suzuki invited the press corps to try out the bikes on the very private trails of the Soboba Indian reservation in Southern California. The site of a Grand Prix a few years ago, today the only time Soboba is considered "open" to the public is when Malcolm puts on his annual trail ride. Otherwise, Soboba is off limits. Of course, if you know the right people and have permission, Soboba can be accessed and it is an incredibly fun place to ride. We were fortunate that Suzuki pulled the requisite strings. Heck, it even rained a little a few days before the ride to make things even better.

Yoshimura Gets Dirty
We first heard rumors about the Suzuki 400 about a year ago with our source claiming that the Japanese factory charged road-racing specialists Yoshimura R&D of America with developing the motor. Apparently the rumors are true. Also present at the Soboba intro were Brant Russell and Don Sakakura of Yoshimura, which used its head start with the DR-Z to develop a line of exhaust systems as well as titanium fasteners, brackets, subframes and engine internals plus other engine hop-up parts, services and carburetion. Kiedrowski will be relying on Yoshimura for many of the modifications on his race bike. For information, contact Yoshimura at 4555 Carter Ct., Chino, CA 91710; 909/628-4722 or visit www.yoshimura-rd.com.

Yoshimura Gets Dirty

We first heard rumors about the Suzuki 400 about a year ago with our source claiming that the Japanese factory charged road-racing specialists Yoshimura R&D of America with developing the motor.

Apparently the rumors are true. Also present at the Soboba intro were Brant Russell and Don Sakakura of Yoshimura, which used its head start with the DR-Z to develop a line of exhaust systems as well as titanium fasteners, brackets, subframes and engine internals plus other engine hop-up parts, services and carburetion. Kiedrowski will be relying on Yoshimura for many of the modifications on his race bike.

For information, contact Yoshimura at 4555 Carter Ct., Chino, CA 91710; 909/628-4722 or visit www.yoshimura-rd.com.

Basically, the day went like this: We arrived in the morning, got a quick run-through on the bikes and area, then followed Malcolm on a get-acquainted ride for a few hours. Once back to the "pit," we killed time waiting for lunch by getting most of the action photography out of the way. Following an outstanding al fresco feast, Malcolm led a smaller group on an "A-loop" ride, taking full advantage of some of the huge hills, narrow razorbacks and tight canyons in the area. We chased Malcolm all afternoon, amazed that someone so close to 60 rode so quickly and smoothly. And he kept us entertained when we stopped with a collection of stories second to none.

The morning ride consisted primarily of fire roads, with a little single-track thrown in to keep things interesting. One thing apparent right off the bat, besides ease of starting and lack of noise, was how much sheer fun the DR-Z400E proved to be. It had quite adequate power with the typical broad spread, it felt comfortable and it steered and slid well.

Without having other brands on hand with which to compare, it's difficult to say authoritatively how the Suzuki stacks up, but it'd probably give the WR400F a good run and feels like it might be just a little nimbler and more rigid than the XR400R. In other words, it falls nicely into that area between full-tilt YZ-F racer and some Brand X trail bike.

So You Want to go Racing?
Interested in off-road racing and looking to make a little cash? Suzuki's putting up over $1,000,000 in contingency, and a substantial amount of that is earmarked for those riding DR-Zs. The lion's share of the total amount, $268,775, is set aside for the 13-round GNCC series. Other series in which DR-Zs are eligible for contingency money are as follows: AMA District 37 Grand Prix, AMA National Hare Scrambles, Blackjack Enduro Circuit, ECEA Enduro Circuit, FTR Hare Scrambles, Mid-South Hare Scrambles, NETRA Enduro, NETRA Hare Scrambles, NMA Off-Road, Parts Unlimited Off-Road Championship, REMC, SETRA Enduro, SETRA Hare Scrambles and Texas Cross-Country. See your Suzuki dealer for details.

So You Want to go Racing?

Interested in off-road racing and looking to make a little cash? Suzuki's putting up over $1,000,000 in contingency, and a substantial amount of that is earmarked for those riding DR-Zs. The lion's share of the total amount, $268,775, is set aside for the 13-round GNCC series.

Other series in which DR-Zs are eligible for contingency money are as follows: AMA District 37 Grand Prix, AMA National Hare Scrambles, Blackjack Enduro Circuit, ECEA Enduro Circuit, FTR Hare Scrambles, Mid-South Hare Scrambles, NETRA Enduro, NETRA Hare Scrambles, NMA Off-Road, Parts Unlimited Off-Road Championship, REMC, SETRA Enduro, SETRA Hare Scrambles and Texas Cross-Country.

See your Suzuki dealer for details.

For those of "average" height and ability, the DR-Z is an excellent fit. Some riders who are taller than average wanted the handlebar moved forward and up, and also voiced concern that the seat foam was a bit thin. After only a handful of hours on the saddle, it's hard to conclude whether or not the seat foam is indeed thin. Maybe it will be, especially as the miles pass, but only time will tell.

A much smaller group participated in the afternoon ride. Soboba has some big climbs and descents, but the DR-Z-E willingly went up and down anything we had the nerve to point it at, unless the dirt got too soft on the way up. Team Suzuki Off-Road recruit Mike Kiedrowski, who'll be racing in the AMA GNCC Series this year on a modified DR-Z400, joined us for the afternoon ride, along with team manager Mike Webb and mechanic Shane Nalley, both quite accomplished riders. The hopped-up Suzukis certainly had more snort, but at this stage of the game, the team is still developing a combination they feel will be optimal for off-road racing.

Naturally, with a smaller group and faster riders, the pace proved more than quick enough, making for an even better test of both the bike and rider. Despite the 13-pound difference of the electric-start package (262-pound claimed dry weight for the 400E compared to 249 pounds for the 400 kickstart version), we saw the magic button earn major points several times after awkward moments.

One section of rocky creek bed left us flailing, but that was due solely to lack of talent. While the motor chugged along nicely, the suspension kept the Dunlop D756s in contact with the ground as much as possible while isolating the rider from the jarring terrain. If desired, a quick stab at the clutch lever produced the hit desired to wheelie over obstacles or spin the back wheel to set up for turns. Pounding through the whoops seemed to tax the suspension a bit too much for some; no doubt a few will opt for stiffer springs, especially in the West.

"Back East the standard coils may be ideal."

Early reports indicate that Suzuki dealers are ordering substantially more electric-start 400Es ($5349) than kickstart 400s ($5249). The E models should be available now, with the straight DR-Z400s hitting dealers in a few weeks. The dual-purpose DR-Z400S is slated for March release. There will not be a California-only version of the dirt models, but they will be eligible for red sticker OHV registration. In addition, Suzuki plans to offer a line of carbon-fiber accessories. So, which did we like better: Trying the new DR-Z400E or riding with Malcolm Smith? Hey, we didn't have to choose because we got to do both!

Specifications

Manufacturer : Suzuki
Model : DR-Z400E
MSRP : $5,349 
Engine: 398cc, DOHC, 4-valve, 4-stroke, liquid-cooled single
Bore/Stroke : 90 x 62.6mm
Compression Ratio : 12.2:1
Carburetor : Keihin FCR39
Lubrication : Dry Sump
Ignition : Digital/DC-CDI
Transmission : 5-Speed, #520 O-ring chain
Overall Length : 2235mm (88.0in.)
Overall Width : 825mm (32.5 in.)
Overall Height : 1245mm (49.0 in.)
Seat Height : 935mm (36.8 in.)
Ground Clearance : 315mm (12.4 in.)
Wheelbase : 1475mm (58.0 in.)
Dry Weight : 119kg (262 Lbs.)
Suspension, Front : Cartridge-type, oil damped,
                    14-way compression damping
                    18-way rebound damping
            Rear : Link-type, adjustable spring preload
                   26-way compression damping,
                   21-way rebound damping
Brakes, Front : Single Hydraulic Disc
        Rear : Single Hydraulic Disc
Tires, Front : 80/100-21
       Rear : 110/100-18
Fuel Tank Capacity : 10 liter (2.64 gal.)
Color : Yellow/White