2008 Suzuki DR-Z400S Bike Test — Motorcycle USA

21 Янв 2015 | Author: | Комментарии к записи 2008 Suzuki DR-Z400S Bike Test — Motorcycle USA отключены

2008 Suzuki DR-Z400S Test

The 2008 Suzuki is one of the most popular middle-weight and one of the main reaons Suzuki the AMA National Dual Trail Ride Series.

of the Understated.

Suzuki is one of those where conforming to the latest isn’t necessarily held in top At least that’s the case the DR-Z400S. We had plenty of time to the mid-size dual-sport before our season ran out, and if there’s one we discovered, the 2008 DR-Z is comfortable in its own skin.

Suzuki has selling the DR-Z400 since and since then has developed a network of loyal customers. the ultra-popular DR350 as a predecessor, the 400 has on that success and continues to day as a simple, effective dual-sport The last time we tested a was back in 2003, and the company was offering a kickstart-only model.

days, Suzuki only the 400S (dual-sport) and 400SM neither of which come a foot-operated starter.

However, in day and age of high-po/high-maintenance 450cc dual-sports, has stuck with its winning of care-free DS fun in a manageable dirt-oriented We were glad to find the Z400S is undeniably geared riders who spend more off-road. For those that to spend their time pavement, that’s what the SM is for.

Our 400S test came equipped with 606 tires, which aren’t from the factory. But, we fully intended to beat thing on the trails, Suzuki was enough to mount up a set of the more DOT-legal knobbies. The 606s ideal for our first voyage wound up including far more than we anticipated.

The DR-Z isn’t meant for road trips along the and the Dunlop 606 tires we spooned on either. However, the 400S can it if you can.

“On the street the knobbies unsettling during quick maneuvers, but that’s a tire confirms MotoUSA Managing Bart Madson. “As far as the bike let’s just say I’m really to sample the DR-Z400 supermoto!”

having suffering numb ends for the entire trip, we all that the Z400 suffers an ailment we call the Yellow Syndrome. Most Suzuki bikes are uncomfortably hard in the including the Z’s bigger dual-sport the DR650. From a street perspective, the DR-Z is miserable. seat is awful, truly sobs Madson.

But from a vantage, the seat is actually good; hard enough for riding but softer than a platform, and the tank junction is flat. Suzuki does a gel-seat ($175), but the purpose is to the standard 36.8-inch seat not make it easier on the cheeks. The of a tall and hard saddle is it forces a rider to stand up, and to look for terrain that more time on the pegs.

The reach to the ground makes commuting difficult for shorter but the benefits on the trail are marked with the 11.8 inches of clearance. Ultimately this is a bike that can legally OHV systems.

“Tapping into reserve 80 miles really limits the cautions Madson. “It’s to enjoy the ride when doing math in your thinking, can I make it back, or I be that guy . You know, the moron who stranded out in the woods and his family are crying on the 6 o’clock news search and rescue is still for him.”

Bear Camp is a blast, but we constantly wanted to the pavement and go exploring on the network of logging roads.

That was on our mind during the first stint on the DR-Z. We took it our 650 machines on a trip to the coast via the Bear Camp Road. We to stretch the 2.6-gallon tank than intended on two occasions, and though we had a throttle-happy lunatic in one and a reserved, eco-minded fuel in the other, they both had the cut out at exactly 81 miles.

Switching to we only stretched our luck as far as 92 miles before filling up. our testing we averaged 49 mpg, to the EPA-rated 65 mpg.

As long as we the DR-Z appropriately, there’s we really didn’t like. At 317 ready to go, it’s not a featherweight, but the handles itself well in any so long as it isn’t being run at pace. The steel backbone uses an aluminum subframe and is by adjustable suspension.

The fork offers increments for and compression while the shock can in preload and high/low-speed compression.

possible to man-handle the Suzuki, but at 317 it takes some effort at

We had a series of testers rotating the seat, and for the most part it was with stock settings. We did compression on both ends a bit for off-road, but absorption of pavement was better in softer form. Our specialist had no problem with but the pavement-loving dual-sporters in our group that they might a bigger, more comfortable

That was a justifiable argument for our to the coast, but when we signed up for one of their guided tours, the was finally in its element.

Our local is riddled with logging and roads that range level of maintenance. Our guides the ins and outs of the terrain and our three saw about 50 miles of pavement. We be camping for this three-day and so a set of Diamond Back Dual saddlebags was bolted on and packed to the

The steel-plated hard cases and bracket added 21 pounds plus all our clothes, supplies and equipment. We quickly found some extra preload was to get the bike back into handling characteristics. Obviously the weight and width slowed us on the trail, but the Suzuki plodded without complaint.

The DOHC motor keeps interesting but aftermarket companies developed tons of product to performance.

We abused the clutch more with the additional and finesse required in tight but it showed little fade and the is reasonable. Gearing is pretty which is helpful for technical and comforting for novice riders. we felt bad wringing out the DOHC, dry motor in long fifth-gear Without sixth gear and any or wind protection, we rarely the bike past 75 mph even it’s capable of more.

through town was easy but a fair amount of shifting. The is strong enough to pull launches and we easily holeshot busting moves in and out of traffic confidence.

The motor is a little blooded. Carburetion from the Mikuni suffers a burble off the which is exacerbated if not allowed to up fully. However, starting is with a key, ignition and thumb starter.

When we did the electric system was flawless and got us instantly.

Suzuki technicians us that the 2008 model got a spring for the automatic cam adjuster, but we heard plenty of rattle as the stretched over time. As the of slack builds, so does the of noise before the auto does its job and finally kicks in. was actually the biggest issue we had the DR-Z. We were concerned, but noticed any ill effects.

Manual adjustment is an aftermarket but who wants to deal with

Eight years of refinement created a solid DS platform.

from that the motor was As accustomed as we are to rip-snorting motocross and bikes, and even some middle-weight dual-sports, the DR-Z provides enough to be effective and grins. With 31 horsepower and 23 of torque, the liquid-cooled mill its 90mm bore and 62.6mm to good use. As much as the and gearing can dish out, the can give right back.

A disc up front uses a caliper for grip and the 220mm out is pinched by a single-piston.

Suzuki has a good job of rounding this out for its intended uses. The dual are usable but inoffensive on the trail, and lights offer safe of visibility and all the controls are simple to The DR-Z comes with one of the computer displays in that simple to navigate the options, read and has all the necessary functions odometer, twin-trip meters addition/subtraction capability, clock, and stopwatch functions).

It also lightweight engine protection on sides, underneath and a rear guard, and has a quick-access airbox. The thing we’d like to see are rim for the 18- and 21-inch aluminum. We think capable of some pretty off-roading with a willing so we would like to see them

This could just as be a curb at the local shopping The DR-Z is popular for lots of

With demand for affordable, transportation at a premium, Suzuki has well to leave the DR-Z400S There’s really no reason to changing things around the current model is so well-liked and to a huge demographic of riders. So it the most powerful bike on the but who cares? There’s something more enjoyable in riding a to its limits which is entirely with the 400S.

It’s nearly a decade since the 400 was introduced and the aftermarket industry been lollygagging. Cult of enthusiasts and a strong support give even more value to an already attractive At the same time, for only Suzuki delivers a package can blend, meld and hold its own in situations than most.

out Genuine Suzuki Accessories  to see a of factory-available options for the 2008

Suzuki Boost King
Suzuki Boost King


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