Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
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that had been deposited by a recent rain. The first thing we noticed when we arrived (besides the fact that Malcolm was present in the living flesh) was that the DR-Z400E had a very narrow chassis, and looked ready to conquer any kind of terrain imaginable something we would later find out. The next thing we noticed was that some of the bikes present had kickstarters and some didn't. The nonelectric start model is designated as a DR-Z400, minus the "E." We were given a DR-Z400E, and we can't stress enough how nice it is to have the magic button. The DR-Z400E weighs in at 262 pounds compared to its non-electric brother, which weighs 249. The difference of 13 pounds is a small price to pay, especially on a trail ride where stopping, regrouping and starting again is a common occurrence. There will be those who want both the electric start and kick-starter at their convenience, so Suzuki is putting together a kick-start kit for the DR-Z400E that will retail for approximately $200 according to Reese. The kit will include a compression release lever, a kick starter lever and shaft, and will require that the electric start system be left intact in addition to the kit. All we can say is that it's about time, and we wish other manufacturers of "electric-only" off-road bikes would follow in Suzuki's footsteps. We recommend the kit for anyone who plans to race the DRZ400E. Malcolm led us on a ride that consisted of twisty fire roads, single-track trails and some near-virgin rocky descents. The DR-Z handled all of it beautifully. The fire roads were, of course, hard-packed with slick turns. But to our enjoyment, some turns were actually loamy. Either way the DR-Z cornered so well, that it was hard to believe that we were riding a stock motorcycle with no personal modifications made for rider preference. Flat-tracking around a slick corner on the DR-Z is easy, controlled and precise. Diving In and out of loamy corners can also be done quickly, comfortably and, again, precisely. At the same time the DR-Z is easy to negotiate through brushy or tight single-track without feeling overly heavy. That should tell you something; the DR-Z is about a lot more than just excellent turning prowess. The Showa fork and shock does what every off-road motorcycle's suspension is supposed to do - provide a plush ride over small obstacles, while not sacrificing too much on the bigger hits. Rain ruts and granite embedded in the fire roads were aplenty, but we only noticed their treachery with our eyes, not by the way the bike handled them. Occasionally on our ride a water bar placed in the middle of the road served nicely as a jump. These were considered our bigger hits, and even though nearly the entire stroke of the fork and shock was used on landings, it never got hairy. Nor did the engine bog on touch down, which cannot be said for the bulk of the other four-strokes on the market. The DR-Z is a safe motorcycle to ride, too. Malcolm led us down some pretty rocky drop-offs, but the DR-Z handled them with no problem. The front end didn't dive, the fork didn't compress so far that we thought we Engine type Single-eylinder, four-stroke. DOHC liquid-cooled Bo.. " stroke 90 x 62.6mm Displacement 398cc omp....ion ratio.. . 12.2:1 Carburetion Keihin FCR39 Oil capecity. . . . . . . . . . . . . . . 1. 7 liters Ignition . . DC-CDI (digital electronicJ Starter .ystem Electnc Lubrication system Dry Sump Transmission . . 5-speed. constant mesh Primary drive ratio 74/25 (2.96) Final drive ratio 47T/14T (3.357l Frame type Double-cradle (steeD Rake/Trail 27.4°/114mm Front suspension . . , . _ 49mm telescopic fork (cartridge) Rear suspension Swing arm, progressive linkage Front-wheel travel _11.3 in. Rear-wheel travel _.•. 11.6 in. Front ti Dunlop 80/100-21 Rear tire Dunlop 110/100·18 Front brake 250mm disc Rear brake 220mm disc Fuel capecity. . . 2.6 gal. Overall length 88.0 in. Overall width _ _ 32.5 in. Overall height 49.0 in. Wheelbase. _ __ _ 58.1 in. Ground clearance 12.8 in. Seet height 37.2 in. Dry weight 262.3Ibs. Price _ $5349 GNCC works bike in progress. Mike Kiedrowski was on hand with his race version of the DR-Z400, which Is still under development. The MX Kied and the DR-Z are both welcome additions to the already successful Suzuki OffRoad race team. were taking a trip over the handlebar and, even more comforting, the RM quality brakes allowed us to stop in time to debate the dropoff before actually committing. While we're on the subject of commitment, once you've committed a few times to most any obstacle aboard the DR-Z, it's easy to gain the confidence that is needed to ride at higher speeds, which brings us to the motor. Part of the reason why the DRZ400E turns, handles and executes gnarly terrain so well is because the motor is as user-friendly as we've experienced. The 400's decent power output allowed us to negotiate steep, sandy uphills without a gUtch. We just chugged right up until we needed to down shift. After gaining more rpm by downshifting, to the top we went - typical four-stroke hillclimbing routine. The DR-Z400E does, however, in stock form, lack the hard acceleration that many people like in a race bike. A snorkel in the air box can be scrapped to boost power a tiny bit - less than one horsepower according to Brant Russell, Director of Operations at Yoshimura (Russell was on hand at the ride to assist Kiedrowski, who was testing Yoshimura exhaust systems on his race and practice DR-Z400s). Simply put, the stock exhaust on the DR-Z400s is really restrictive. According to Reese, the American models are made that way to meet the emission requirements - those which have affected our industry for years. Often, manufacturers will release a 49-state model and a California model to meet the ultra stiff requirements of California, but not on the DR-Z. One model will grace the showrooms of all 50 "freedom-ringing" states. "The European models come equipped with a less restrictive exhaust system that is actually pretty good," said Russell, who got involved with the DR-Z project early on. "The DR-Z is going to be one of those cue I e bikes that exhaust companies love, because the stock exhaust is so restrictive. Our current system ads almost four horsepower to the bike." Don't fret though. Shane Nalley, Kiedrowski's Factory Suzuki mechanic went along for the ride aboard a DR-Z400 equipped with a Yoshimura exhaust system and the thing flat ripped. When he was behind us on the trail his bike sounded like something from the NHRA pits. When he was in front of us on the trail he could barely keep the front end on the ground and we could barely keep the roost out of our eyes. Kiedrowski's actual race bike was a different story altogether, and we plan to get to the bottom of that as soon as possible, but for now we will suggest that trail riders and dual-sporters stick with the factory-proven stock exhaust system while the racers go shopping. Either way, you'll definitely get your money's worth when you purchase a DR-Z. By now, you ought to realize that there are many attractive technical and selling points about the DRZ400E. from the forged piston and the aluminum cylinder bore plated with nickel-silicon-phosphorus-carbide coating to the electric start. These features sound more like what might be found on Mat Mladin's AMA Superbike Series championship-winning GSX-R than those of a stock dirt bike. All we can say is, welcome to the four-stroke dirt bike wars, where it looks as though Suzuki has definitely given Kiedrowski and everyone else who purchases a DR-Z400 or DR· Z400E a potent weapon to use on the battlegrounds. CN n e _ os • FEBRUARY 2, 2000 19