What we’ve learned after 350 miles
LONG-TERM TEST BIKES
We’ve just picked up our Suzuki DR-Z4S and packed three off-road trips and a commute into the past week. This is what we think so far…
Pictures Adam Shorrock, Suzuki
IT’S BEEN THE best part of a year between Suzuki unveiling the DR-Z4S and it becoming available to buy, and much of that has been filled with conjecture, speculation and keyboard experts casting their wisdom.
You see, the DR-Z4S is the bike that replaces the iconic (if you’re a dirt-loving trail rider) DR-Z400S. Introduced in 2000, the original DR-Z was known for its value, simplicity and toughness. Euro3 killed it off in the UK in 2009, but it’s still a top seller in the United States.
The new bike is far more sophisticated to get it through the latest regs and claims better road and off-road ability. But is it enough 25 years later?
1 You instantly feel at home
Adventure bike riders will find much they are familiar with. It has a proper dash (see right), the same switchgear as a GSX-S, and similar mirrors. Even the tapered bars have antivibe weights like a naked bike.
It’s easy to ride, too. The fuelling is sweet and predictable, the motor pulls cleanly from low rpm, and the clutch is one-finger light with a predictable bite point. Combined with great natural balance and plush suspension, it’ll flatter novice trail riders.
2 Running gear is class-leading
KYB upside-down forks have 280mm of travel and are plush
There is real depth to its abilities. The key is its KYB suspension – it is fully adjustable and has more travel than any rival. Even on standard settings, it hoovers up bumps at any speed, staying composed and helping you find grip with no fade and no crashing into a bump stop. The same goes for the brakes – loads of feel and enough power for everything you need. It’s a world away from the likes of a Honda CRF300L, and obvious where part of the £2k price difference between the two goes.
3 It’s the perfect trail-riding motor
Smooth, economical and responsive. Nice one, Suzuki
I’ve undertaken three trail-riding trips and have been hugely impressed with the motor. One problem with small-capacity trail bikes is their inability to use the power of the motor to alter a bike’s attitude or pop the front wheel over obstacles. Not the case here – for its capacity, it abounds with torque. It is very willing to lift the front wheel over holes, has the grunt to tackle every climb, and feels like it has all the stab you’d ever need for brisk trail riding. On the lanes, that 37bhp is definitely enough…
4 It’s good on the road
It’s fine on tarmac, but would be five per cent better with another gear
The tarmac is not its forte, but it’ll do it. The tyres have acceptable grip in the salt and slime, and the bike steers and brakes predictably. You do notice the lack of sixth gear at speed, but the DR-Z doesn’t feel too strained at 70mph and can eat an hour on a motorway without getting bullied into the slow lane, losing speed up hills, or feeling out of its depth – and it does 68mpg while doing it. But the seat, despite being wider than an enduro bike, still feels a bit hard after 50 miles of constant sitting.
5 It makes a case for being worth the cash
At £7999, it needs to offer more than its cheaper rivals can deliver – and it does. More speed, more composure, more comfort, and a high level of ability.
I see it more as a machine to tempt potential £10k KTM 690 Enduro R owners, rather than a bike that fights with the lower end of the market.
What I am excited about is that there is more to come – a few tweaks should expose more of its potential. This is a good start.
WHAT WORKS WHAT DOESN’T
The dash is simple but effective
Enduro bikes have tiny LCD dashes that don’t say much, and adventure bikes have fragile info-packed TFTs. While this also has an LCD dash, it tells you everything, can be toggled using the left switchgear, and looks tough and jet-wash-hardy.
OE tyres aren’t terrible
I had low expectations for the OE IRC Trail Winner tyres, but they’re fine on the road and work surprisingly well on the sandy forest tracks that I do most of my riding on. Obviously, they struggle in deep mud and clay, but they’re not junk.
There is a lack of protection
For the £7999, I want a bigger bash plate that protects the frame, a set of handguards – ideally that also protect the levers in a fall – and frame protectors where clothing or boots rub. All are missing and make the DR-Z vulnerable as stock.
THE FACTS
£7999
37bhp
151kg
MILES THIS MONTH 348
MPG THIS MONTH 62.5
COSTS SO FAR
Fuel, 25.3 litres @ 1.41/litre £35.67
Cost per mile £0.10