Suzuki DR-Z4S/SM: Test Ride Report "Welcome Back! Japanese-made authentic single sport".

In the past, there were on-road "single-sport" vehicles produced in Japan, but in recent years, this category has been dominated by foreign competitors, and Japanese manufacturers have been thin on the ground.... Then came the resurgence of the DR-Z! Although it is a motard and off-road vehicle rather than a so-called on-road sport, its wonderful new-generation single engine made us feel the "revival of domestic single-sport". We will provide a detailed and enthusiastic impression of the DR-Z in over 10,000 words.

⚫︎ Photo: Hiroyuki Ogawa

Experts welcome, beginners too!

With the existence of the DR-Z400S (SM in 2003), which was introduced in 2000, one might be inclined to think that the DR-Z is a "model change. However, it has been about 25 years since the last DR-Z. Back then, a single 250-cylinder engine was still active, producing about 30 hp, and the DR-Z was a 400-cylinder off-road vehicle. It was a completely "expert" model, and the motard category was still fresh and sharp. As time went by, the number of off-road vehicles itself has decreased considerably; the 250㏄ off-road vehicles have been forced to reduce power and increase weight to comply with various regulations, and the motard category has become known for its versatility, as stunt-like techniques such as drifting and wheelies are very difficult for the average rider to pull off. Twenty-five years is a long time. The DR-Z4S/SM, which has been revived under such circumstances, is a "beginner's model" from the very development concept. Of course, there are many aspects inherited from the DR-Z400, but the DR-Z4S/SM is a product for a wider range of riders, rather than the "experts-only" model of the past. It is not scary as a first bike, and can function as a normal bike even if you separate it from extreme categories such as "off-road" or "motard. It has been reintroduced as a model that expert riders can still ride and be satisfied with.

Two bright yellow, almost completely different models.

How could they resurrect a 25-year-old bike? Some of you may be thinking, "How could they resurrect a 25-year-old bike? The former DR-Z400 was still in the Euro 2 era in terms of compliance with regulations. If the DR-Z400 is to meet the current Euro 5+ regulations all at once, it would be better to rebuild it anew, wouldn't it? It seems that it would be better to rebuild the DR-Z400 from scratch if it is to be compliant with the current Euro 5+ regulations. In fact, however, the DR-Z400 has been sold in North America, where environmental regulations are different from those in Europe. Moreover, the DR-Z400 is a model that has "continued" to sell well. It was a monster product that had always maintained constant sales even though it had been sold for such a long time. Because of this, the people involved say, "We had been thinking about changing the model, but somehow we kept missing the timing...(laughs).

When we got to the stage of trying to do it, we read the release and realized that the world had changed so much that it was very difficult. The changed parts are highlighted in yellow in the perspective view compared to the old model, but they are already almost completely yellow (see photo below). The exterior and the frame have also been drastically changed, and the only parts of the engine that have not turned yellow are the crankshaft, connecting rods, and cylinders (although some parts, such as the cylinder head cover and crankcase, have the same shape, with only minor stays and surface treatments changed). The new DR-Z is a model that meets all the requirements of today's market, including compliance with regulations, superior performance, attractiveness, and durability to the previous model, and versatility and ease of use for beginners. The new DR-Z is a true challenge to tackle, and at almost 1.2 million yen, it's not bad! We started with the SM and took it for a test drive on the race track.

Modern singles are fun! / DR-Z4SM test ride

No disrespect to the 250㏄ class, but as mentioned earlier, those who know the once very energetic 250㏄ off-roaders may feel that they "can't forget the popping sensation they used to have back then. In each displacement category, it is a common practice to increase the displacement in order to comply with regulations without compromising dynamic performance, and the same is true for off-road vehicles. The DR-Z is equipped with the "popping sensation of those days" (as one would expect from a 400-cylinder machine), and from the moment it starts running, it is unconditionally "fun! From the moment it starts running, it is unconditionally "fun! It has dependable torque from the very low RPM range and at low throttle opening, and is very stable without any nervousness, which is as expected from a Japanese product! It is very stable without any nervousness, which is what you would expect from a Japanese product! Is it the flywheel mass, the crank mass, the precise injection settings, the electronically controlled throttle, or even the analogue sense of oneness with the rider's input that is sharpened by daring to leave the gas pedal wire in spite of the electronically controlled throttle? Is it the sense of oneness with the rider's input that is sharpened by leaving the accelerator wire in place despite the electronic throttle? No, it is probably a combination of all of these. It was easy to get used to, and without any of the ruggedness or high hurdles that one might associate with a "high-performance big single," anyone could ride, stop, and make U-turns without hesitation, as we were made to feel already in the paddock area before entering the course.

Now, let's get on the course. The test ride course is Tsukuruma Circuit Nasu, located in Nasushiobara City, Tochigi Prefecture. The course is all paved and is about 1 km per lap, with many corners where you can drive at high speeds, and the course is wide. The course was a little too wide for the 38 hp motard model, but the team went at it with full throttle. The sharp and energetic first and second gear shakes are typical of a motard. It is exhilarating to see the lightweight body accelerate quickly in a short cycle. Moreover, the quiet exhaust note gives the rider the sensation of riding at speed without effort, making the vehicle feel even faster. On the other hand, when the car is in 3rd or 4th gear, the sense of knobiness becomes more pronounced. At first, I thought that the knob of a single gear is limited, so I shifted up early, but to my surprise, I found that I could still feel another knob from "about this much? However, there was still another knobby stroke waiting for me. The peak power was slightly reduced compared to the old model, but the new model maintained its power at high rpm range and was able to run smoothly, which I knew from the power curve shown to me beforehand! I couldn't test it beyond that point, because the car was approaching a corner at just under 130km/h (by the way, the speed limiter is set to activate at 135km/h), but there was none of the sudden head-slamming feeling characteristic of a single car, and from 3rd gear onward, it was a joy to feel that "it's got more power, it's got more power! It was a fun experience. The rear end followed the car very smoothly, probably due to the assist and slipper clutch, even when downshifting early to allow the rear end to drift. To get the rear to swing out like a motard model, it would require a more extreme course and a solid kick (and the rider's skill). This is another example of the "beginners welcome, experts OK" approach. The transmission is a 5-speed, but the wide bandwidth that covers from very low rpm and very low open throttle to full throttle also covers missed shifts, so there were no occasions where I felt the gears were unnatural or insufficiently connected. I used 2nd, 3rd, and 4th gears when driving at full throttle, but even when using 3rd, 4th, and 5th gears for touring and winding pace, I was able to drive at an enjoyable pace, and there were no jolts even at the one very low-speed corner. The former DR-Z400 seems to have a bit of a cult following in some circles. The former DR-Z400 had a bit of a cult following among some people. While it was extremely fast with a new muffler and racing carburetor, it was actually a quiet and practical model with the stock negative pressure carburetor. In contrast, the new model was not at all extreme or unwieldy as one might expect from a big single, nor was there any sense of fear that the engine might suddenly stall during the test ride. It is as if a DR-Z400 with a normal negative pressure carburetor and a radical DR-Z400 with a new intake and exhaust are living together.

Touring, winding, and circuit debut!

The engine and its control system are highly praised. The frame and suspension, on the other hand, are highly versatile due to the nature of motard, but those who are accustomed to road riding may find it a little peculiar. The longer stroke of 260 mm at the front and 277 mm at the rear compared to the standard road model is also linked to the comfort and ease of riding in everyday use, as well as a sense of security on any road surface. The softness to the touch will give you confidence when touring or winding roads, and the lively single engine will allow you to enjoy a nimble ride to the fullest.

On the other hand, there will be times when you will want to test the fully adjustable performance during active riding, especially on the circuit. The large amount of stroke on some courses may cause the car to flutter or even get a little bit of a wobble. On this course, when the accelerator pedal was opened wide from a deep bank angle, the rear of the vehicle would behave as if it was squirming, and the rider would hold it back by nudging the rear brake. The test rider then suggested, "Let's tighten the tension side by 2 clicks," and we were able to enjoy the change. If you take the time to explore further, you will be able to fully enjoy the fun of pursuing a setup that suits your skills and the course. However, while the suspension is high spec, the stock Dunlop Sportmax Q5A reaches its limits when the pace gets to the point where the suspension needs to be adjusted. A change to high-grip tires is a must if the car is to be driven vigorously on the circuit. The combination of a lightweight, punchy motard model with super high-grip tires gives the driver an unbeatable feeling of invincibility. Circuit racing is a very special environment, and the hurdles are quite high, but it is also true that many people are attracted to this type of racing. However, it is often dangerous depending on the speed range, and depending on the type of car, the circuit may not be the best place for it. In this respect, the DR-Z4SM is sure to provide a wide range of fun, from mini-bike courses to 1-km courses like this one. It is sure to bring you closer to your circuit debut.

The Wonderful Dilemma of SDMS

One of the key features that make this a bike that can be enjoyed by beginners and experts alike is the use of the SDMS drive mode selector, which offers three modes (A, B, and C) and, like other Suzuki models, changes the power curve and gas pedal response to reach the same maximum output. Not only has the characterization of each mode been carefully examined, but the settings for each gear in each mode have also been changed, so that the current settings are derived from an astronomical number of combinations. The fact that the car feels extremely natural in every mode when you ride it must be the result of this seemingly eternal process, and must be the reason for its perfection. However, when I was riding, I often ended up settling on one mode. Of course, there are differences if you try each mode, but all modes are easy to use and have a punch when opened. In the preliminary explanations, the driver was told that "just because it is in A mode does not mean that it is hard to handle in the low rpm and low open range, and just because it is in C mode does not mean that it is lacking in the high rpm range," and this was true. This is a wonderful thing, but it also poses a dilemma: "Then, why not just use B mode after all? SDMS is certainly effective for liter models with more than 150 hp. Depending on the driving situation and the rider's skill, the SDMS can be very powerful. However, with the 38 hp single DRZ, and with its excellent performance to begin with, there were times, at least on this circuit, when we wondered if we really needed to go to such great lengths to make the settings. The usefulness of such settings should be verified again during a test drive on public roads.

Three things in a row that are of interest to me

After all this writing, you're thinking, "No, it's really great!" I am very satisfied with it, but on the other hand, I would like to touch on some things that people might generally think, "What about it?" I would like to mention a few things that people may think "What about it? However, I would like to mention something that may be generally considered as " What about the 5-speed transmission? Since there have been requests for a six-speed transmission since the days of the DR-Z400, I wish they would have done it, considering the cruising performance and fuel economy on highways, where the maximum speed is now 120km/h. However, the crankcase was basically modified to be a six-speed transmission. However, since the crankcase is basically the same as that of the previous generation, the use of a 6-speed gearbox would have resulted in a thinning of the gears. This would make it difficult to ensure durability, especially when riding heavily off-road, and this was a major reason why they kept the 5-speed design. Then, why not build a new crankcase? However, this would require a larger case, which in turn would require a review of the frame width, and an overall increase in weight would be unavoidable. While the addition of ABS and compliance with regulations would generally result in an increase of 7 kg, the DR-Z did its best to keep the increase to 5 kg, which means that a further increase in weight by adding a 6-speed transmission was unacceptable. Incidentally, since fuel consumption has been improved by 5%, even with the 5-speed transmission, the DR-Z has a one-tank cruising range of 250 km. Finally, it should be noted again that at least in this test drive, the 5-speed transmission did not bother us.

2) NEW frame Although the engine is basically the same as that of the previous DR-Z400, the frame has been drastically changed from a single spine type to one that is split into left and right halves. Is it not curious that this part of the frame has not been mentioned much? The reason why such a major change was made was that the fuel was to be taken out from the center bottom of the tank when the injection system was installed. In addition, the frame shape was changed in the pursuit of the best rigidity balance to accommodate the increased weight, and to better position the sensors for the electronic control system, which has greatly increased. However, from an off-road perspective, longitudinal rigidity is particularly important, and the previous generation's single-spine frame was excellent, so it was quite a difficult development process to achieve the right balance with the new frame. 3) How about 1,199,000 yen (*same price for both S and SM) This surprised the author. Incidentally, looking around at the same 400㏄ class, the 4-cylinder, 80-horsepower ZX-4R starts at 1,177,000 yen, Triumph's single, "Sport 400" costs 739,000 yen, and KTM's 390SMCR is 859,000 yen. It is amazing that Suzuki, the resurrected DR-Z and one of the more reasonably priced domestic models, would offer a single for about 1,200,000 yen. But let us not forget that it filled a 25-year gap. It is no small feat to adapt a Euro 2 engine to Euro 5+, and the development time and effort spent on various electronic controls must have been considerable. Pricing is a difficult thing, and at approximately 1.2 million for a 400-single, there should be no blind spots at all. And in this test drive, we found no such blind spots, and it was simply wonderful. I don't think it's cheap, but I think the fact that Suzuki has set this price shows that they are prepared to do it. In fact, the planned sales volume of 1,200 units was quickly filled and is already on backorder. The official said, "We will adjust the number of units allocated to overseas markets and try to supply domestic customers as soon as possible," but the sales have been so strong. But the sales have been so strong that the concern that the price might be too high was unfounded. However, the sales have been so strong that the concerns about the high price were unfounded. Incidentally, Suzuki has been raising the prices of its premium motorcycles that are highly popular among hobbyists in recent years, while it has kept the prices of its widely popular models in the 250- and 125-cylinder classes unchanged or raised them only a little. The DR-Z is a perfect example of the former premium category.

Here you go, Uncle DR!" / DR-Z4S test drive

In the Japanese market, more SMs are being shipped than DR-Z4s, and the SMs are selling at the expected rate, according to Suzuki's estimates, but from a global perspective, the DR is basically an off-road vehicle. The development of the new model also incorporated the opinions and advice of the Suzuki motocross team, and included high off-road performance and durability designed for off-road use. Even in Japan, Suzuki's off-road enthusiasts have long been anticipating the return of the DR. It has been a long time since Suzuki had a full-fledged off-road vehicle in its lineup, and there were many who said they were not satisfied with the Glass Tracker and V-Strom 250SX! There were many people who said, "Let's bring back the DR! "Just bring back the DR! and those people were called "Uncle DR" or "Uncle DR".... For those DR fans, here we go! This is the return of the DR.