2003 Suzuki DR-Z 400

Make Model	Suzuki DR-Z 400E
Year	2003 - 04
Engine	Four stroke, single cylinder, DOHC, 4 valve
Capacity	398 cc / 24.3 cu-in
Bore x Stroke	90 x 62.6 mm.
Cooling System	Liquid cooled
Compression Ratio	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 Tyre	80/100-21
Rear Tyre	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 Litres / 2.6 US gal / 2.2 Imp gal

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.

We ran the DR up on the dyno in completely standard restricted form against a piped WR400, and a DR400 with muffler baffle removed

Suzuki DR-Z 400E