2019 Suzuki DR-Z400E review

The Suzuki DR-Z400E is an impressive all-rounder that has definitely stood the test of time for over 20 years – news and reviews on Bikesales date back to 2000!

I’m fairly certain it has knocked up more than a few race wins along the way too, although in fairness that would be a good a few years back now.

Sure, there are a few signs the Suzuki DR-Z400E is not an ultra-modern machine. There is no alloy frame, which has been a Japanese mainstay for a couple of decades now, and the swingarm is a simple box section shape.

The Showa forks are traditional and not upside-down, which is almost unheard of these days on an off-road capable machine. However, they still work very well.

Overall, the venerable Suzuki DR-Z400E, priced at $8190 plus on-road costs, still looks bloody good. Despite its age, it’s still slim, has long travel suspension, disc brakes at both ends, small but functional lighting and all the other necessities riders require.

The seat is narrow and well padded – good for a trail bike, but not so endearing if you’re used to a large road bike seat with saddle style proportions. The tyres also have aggressive knobs for standard fitment. In essence, the Suzuki DR-Z400E looks the business and the fact is, it is – bang for buck there is no beating it, other than perhaps its big brother, the Suzuki DR650!

My first test ride on the Suzuki DR-Z400E was an 80km loop that included open road, slow and tighter tarmac work, 10km of gravel, 15km of beach riding and a few sandy forest trails with some whoops.

On the open road it’s quite happy at 100km/h and, while it feels every bit a dirt-orientated machine, it gets the job done fuss free.

At higher revs, there is a little vibration through the handlebars, but I would say the level is quite acceptable for a 400cc single. The knobbly tyres gripped okay, and they did not vibrate or hum and were more than adequate on dry tarmac.

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Suzuki DR-Z400E
Suzuki DR-Z400 review

The Suzuki DR-Z400E was right in its element on the gravel. It tracks with confidence; the steering is sharp and accurate. It feels light and nimble compared to a multi-cylinder adventure bike. The engine is not a powerhouse by today’s standards, however, it’s tractable and very user-friendly.

Huge slides are not really the 400’s forte, but that doesn’t mean it can’t be hustled along. It will certainly cover the ground as efficiently and with a lot less effort than some much larger, more powerful machines – bar straight line stuff.

I really enjoyed blasting the Suzuki up the beach. The tyres work well on the sand and the broad power made it great fun for feet-up drifting.

The gearing was fine too, pulling to about 120km/h in top gear (fifth) on the hard-packed sand.

Turning off the beach and onto the soft, sand trails is where the DR-Z really started to show its age. The ergonomics felt a little off, the bars felt low and a little narrow, and the front wheel was tucking in the sand if weighted too much in the turns. It feels like a high seat, sit-on bike rather than a lower seat, sit-in bike.

I also took the Suzuki DR-Z400E on some whoops, where the front-end felt good and the rear suspension was a little soft.

However, the traillie was brand new and straight out of the box and – in other words, in no way setup for the fairly tough conditions. Fit some higher and wider bars and do a little suspension fettling and I’m sure the DR-Z would step-up significantly.

So, I’d have to say that across the whole day – from open road work to light enduro work – the Suzuki delivered damn well!

Having recently tested the all-new Honda CRF450L which is a brilliant trail bike, I knew the Suzuki had quite the mountain to climb in comparison. But you know what? The Suzuki DR-Z400E holds its own extremely well with its versatility, user-friendliness and ability to simply do the job.

Related:
2019 Honda CRF450L review

Sure, the Honda has more finesse, a modern design and is more exciting to ride, but it’s twice the price. And the Suzuki gets an over-sized tank thrown in, so, you can spend the money for the latest and greatest, or save your money and still get a totally functional bike that will do the job well, but it’s just not quite so polished.

ENGINE
Type: Liquid-cooled, four-stroke DOHC, four-valve single
Capacity: 398cc
Bore x stroke: 90.0mm x 62.6mm
Engine management: Mikuni 36mm carburetor

PERFORMANCE
Claimed maximum power: 39.4hp (29.4kW) at 7600rpm

TRANSMISSION
Type: Five speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Semi-double cradle
Front suspension: Showa 49mm upside-down forks, fully adjustable
Rear suspension: Showa monoshock, fully adjustable
Front brakes: 250mm disc with Nissin twin-piston caliper
Rear brake: 220mm disc with single-piston caliper

DIMENSIONS AND CAPACITIES
Claimed kerb weight: 138kg
Seat height: 935mm
Wheelbase: 1475mm
Fuel capacity: 10 litres

OTHER STUFF
Price: $8190 plus on-road costs
Colour: Yellow
Test bike supplied by: Suzuki New Zealand
Warranty: 24 months, unlimited kilometres