Suzuki DR-Z400SM - 2020 Model
- Engine: 398cc single-cylinder, 4-stroke, liquid-cooled
- Max. Power output: 35 HP @ 7,850 rpm
- Max. Torque: 34 Nm @ 7,850 rpm
- Gearbox: 5 speed
- Seat height: 890mm
- Weight: 146 kg
- Price: £5,626
The old phrase “If it ain’t broke, don’t fix it” springs to mind with the Suzuki DR-Z400SM. The DR-Z400SM was first introduced in 2005 and hasn’t changed much over the years.
For 2020 Suzuki now offer their latest DR-Z400SM to the Supermoto arena.
Although the DR-Z400SM may not be as cool as the latest contenders, this fun reliable Supermoto still has the soul of a motocross and is well worth a look especially when budget is in mind.
The 398cc liquid-cooled, four-stroke engine provides strong low-rpm torque and crisp throttle response.
The key differences between the DR-Z400SM and the dual sport DR-Z400S are the inverted front forks, wider spoke-style wheels and a 300mm diameter floating front brake disc.
For the full specification please visit the Suzuki website: click here
Older Supermoto
Suzuki DR-Z400SM - 2006 To 2013
- Engine: 398cc single-cylinder, 4-stroke, liquid-cooled
- Max. Power output: 39 HP @ 8,500 rpm
- Max. Torque: 39 Nm @ 6,600 rpm
- Gearbox: 5 speed
- Seat height: 890mm
- Weight: 134 kg
- Price: £3,500 – £5,000
The Suzuki DR-Z400S was launched way back in 2000. This was Suzuki’s offering to the dual sport market and the bike proved popular from the outset.
This model would be the donor for the ‘SM’ version by replacing the larger wheels with 17″ sportbikes wheels, changing the front suspension to inverted forks and adding oversized brakes.
There are many aftermarket modifications that can be made to the DR-Z400SM to improve the performance.
Such as changing the carburettor and jetting, modifying the airbox, adding a full performance exhaust system, replacing the camshafts or even going for a 440cc big bore kit.
Some Owner Reviews
“This bike is a blast!! Coming from a racing background I didn’t know what to expect at first, but I’m glad to say that I am not disappointed in any way. It handles great, and is very flickable in the tight twists. After jumping it pretty good a couple times I noticed that the stock suspension (for me anyway) is a little mushy, but just a couple clicks on the shocks will fix that. On the roller coaster roads that we have around here I can go into any turn a whole lot hotter than I ever could on my old R1, and I knew that would happen. LIGHT + STREET TIRES = 🙂 on super tight roads. As for the seat being uncomfortable, I’m having way too much fun on the bike to even notice!:-) Two thumbs up from me…..”
“I have a black 2005 DRZ SM. Love it. I have ridden everything big, small, on, and off road. This bike simply rules the asphalt and most other terrain. Burnout, wheelie, and do just about whatever you want without problem. The bike is amazing. I spin around on grass and fly over jumps on dirt – it’s hours of fun that I never get tired of. Highly recommend getting one for yourself soon.”
“This is my mid to late life crisis bike and it has not disappointed. I have other dedicated discipline machines (trials, touring, etc.) but the DRZ-400SM is the Swiss Army Knife of motorcycles; it brings back in spades all those wonderful feelings I remember from early morning rides when the world and I were both young. My son is also impressed so it appears to have multi-generational appeal.
Great handling, quick, responsive and manageable power band, lower seat height than dual sport machines.
Seat does get uncomfortable after a 1/2-hour or so; will look for after-market gel pad cushion or something similar to ease the pain in my old butt”.
“Anyone who has ridden one of these on the street will know what I’m talking about. I come from a motocross/enduro background and this bike will not disappoint you. I have taken it on 70 mile enduro trail rides keeping up with a Raptor 700 quad and passing was no problem. I rip up city streets on it and my superbike friends look good in the square mirrors; just stay away from long straight aways. I sold my FZR600 to get a supermoto so the stock set up was a little lacking. But once I put exhaust and a new carb on, it really woke up. So, if you are looking to buy one plan on about a grand in upgrades and your bike will rip. Top speed a little over 100 mph. Good luck keeping the front tire on the ground.”
“I love my DRZ400SM. I’m 5 years in to ownership and i still love riding it daily to work. I have a Suzuki GSX-R1000 2010 and I have more fun riding the DRZ. There are a few things that you could call bad about the bike but I tend to think of them as good, But these are the main ones: Gearbox is only 5 speed, Most bikes in this class now come with 6 gears however the DRZ 5 speed box is bulletproof if you are running stock power. Fuel is delivered via a carburettor, The competition all run EFI. An easy upgrade for the SM is a Keihin FCR 39 Flatslide Carburetor, Keeping the bike simple the carb allows for more home maintenance. The frame is constructed with steel, the competition mostly run aluminium. This makes the bike a bit on the heavy side but also makes it very easy to weld at home should the frame crack. I believe that Suzuki have not made any modification to the DRZ400SM aside from cosmetics for over a decade, Part availability both second hand and new is incredibly easy and affordable. Compared to CRF or WR motards that recommend oil changes at approx. 1000km the DRZ can be serviced much less frequently due to its lower compression and lower power output, I usually do a filter and oil change at 2000-3000 KM. This results in a more reliable bike for practical daily use. As the bike has not been changed in so long there is also a very large aftermarket scene. The DRZ400SM shares the same frame & motor as the DRZ400, The major differences are the wheels and front suspension. Any mods for a DRZ400e or DRZ400 engine/seat etc will usually work on all models of the bike. Does mad skids and wheelies for days”.