First ride: Suzuki DR-Z400SM

The Suzuki DR-Z400SM is an unpretentious bike that had its origins 16 years ago with the DR-Z400E, but it's an absolute gem and well and truly holds up to the adage that slower fare can still be outrageously great fun.

A few weeks on the Suzuki around the clogged confines of Melbourne reminded it me why the DR-Z400SM has sold the socks off the more sophisticated and high-powered supermotard bikes from the likes of Ducati and Aprilia — the latter having recently pulled the pin on its slow-selling Dorsoduro — over recent years in Australia.

Not only is it great value at $9990 ride away, but it will keep ticking over until the cows come home, and the enjoyment factor is just about off the scale, completely belying what the specifications would suggest. It's an addictive seat-of-the-pants motorcycle.

As a commuter, it nearly becomes a game on the DR-Z400SM, and the closely spaced ratios in the five-speed gearbox implore you to keep it on the gas. After that, it really becomes an exercise in self-control where, I must admit, I had a few lapses along the journey…

So what's the genesis of the DR-Z400SM? As the prefix suggests, it's the venerable and utilitarian DR-Z400E, which has been one of the most successful trail bikes of all time as well as spawning the DR-Z400S, which was released in 2005 alongside the SM.

So how is the SM different from the DR-Z400SE? Wheels and tyres obviously, with the SM introducing sticky 17-inch rubber as well as Showa 47mm upside-down forks adjustable for rebound and preload. The forks are from the RM-Z motocrosser, as well as the swingarm. The DR-Z400SM's rear suspension is fully adjustable.

In a nod to the higher consistent speeds on the road bike, the brakes on the DR-Z400SM also been beefed up, a 310mm disc on the front instead of 250mm, and at the rear it's a 240mm disc instead of 220mm, both gripped by Nissin calipers.

The engine remains the ol' warhorse: the 398cc liquid-cooled DOHC four-valve design, which is really a major part of the attraction. Novice riders — it's a LAMS bike — will certainly appreciate the easy power delivery, and with the short gearing experienced riders can squeeze enough out of it (especially in the city) to more than remain entertained.

The 2016 DR-Z400SM also has a new black and grey livery, complete with trick-looking gold wheels.

DR-Z400SM IN BIKE SHOWROOM

At a street pace, the suspension and brakes are more than enough up to the task, allowing the rider to concentrate on important issues like finding apexes and looking for gaps to fill in traffic.

With the upright stance, a huge amount of dirt bike-like agility and a wet weight of 146kg, the DR-Z40SM cuts, slices and dices with absolute precision, and never really feels like it is being squeezed. It's a commuter flavour that's not only immensely agreeable, but it’s a poise and flexibility that could also help you out in sticky situations.

My route home takes in about 35km of freeway, and that's where the DR-Z400SM's shortcomings are apparent, such as the hard seat and short gearing to the extent that much over 100km/h becomes a little uncomfortable for all concerned — the rider, engine and chassis.

Actually, the term 'shortcomings' is probably overstating the case, more limitations, as you don't buy the DR-Z400SM for long-haul work: its fast-twitch fibres aren't suited to such drone work.

The seat does allow a lot of movement though, which is great for adopting an aggressive riding stance.

The SM has a 10-litre fuel tank, and the bike goes onto reserve about the 140km mark — and it’s a real reserve, as you have to turn the fuel tap 180 degrees to activate it.

There's ample reason why people dismiss the DR-Z400SM as something that may not get their pulse racing. Understandably really, as you can rattle off the main features in about 30 seconds — which is a boon as it will leave you more time behind the bars! It's a bike that isn’t fast but can be ridden with some real haste. You miss horsepower on some bikes, but the DR-Z400SM has enough verve up its sleeve in other areas to more than make up for that shortfall.

These days, I don't often add bikes I ride to my garage wishlist, but this is one of them. And at such a price, I'm happy to forfeit some performance because I know I'll still have plenty of fun, be up for minimal maintenance and running costs, and can also dream about being the world supermoto champion. Case closed.

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 47mm upside-down forks with rebound and compression adjustment
Rear suspension: Showa monoshock with rebound, compression and preload adjustment
Front brakes: 310mm disc with twin-piston caliper
Rear brake: 240mm disc with single-piston caliper
Tyres: Dunlop D208, 120/70-17 front, 140/70-17 rear