THE DR-Z400E IS one of the most versatile bikes ever built. Over the years it has been used for enduro, desert racing, adventure riding and road riding, as well as supermoto and motocross. They are even quite popular as farm bikes. There’s plenty to love about the Dr but here’s what the 2010 – 2014 Suzuki DR-Z400E is all about.
There are numerous aftermarket performance parts available for the 400 as it was once a regular on the race scene in the Thumper Nats. They are popular amongst big-bore lovers as well as guys who just want a bike on which to commute to work during the week and then get out into the bush on weekends.
In Australia, the DR-Z400E has become a genuine trail staple — a bike everyone knows, trusts and recommends because it’s reliable, simple and completely no-fuss. It’s the sort of machine you can service in your shed, crash a dozen times, pick up, hit the button and keep going. Suzuki has now gone and refined the formula with the new DR-Z4S, giving riders a modernised, more road-ready evolution of the platform while keeping the original 400E’s spirit intact.
Interestingly, the carb-fed DR-Z400E will continue to be sold alongside the DR-Z4S for now, but with the industry moving rapidly toward EFI and more modern tech, you have to wonder how long the old warhorse will remain in the lineup. For the time being, though, the legend lives on.
I’ve also seen several DR-Z400s set up with oversize tanks and saddle bags for adventure riding, which is helped by the fact that they carry plenty of engine oil. There are even wide-ratio gearboxes available for them.
The engine is reliable and generally problem free if looked after. I have seen some catastrophic engine failures but every one of those was the result of abuse. The simple fact is that if you look after your DR-Z and do the regular servicing then they last a long time.
They might need the odd valve adjustment or an eventual piston and rings but they will run for twice as long as other trailbikes that are above the $10K mark. This means the value for money is top notch. The only downside is that the Showa front-end doesn’t hold up as well as a set of KYB cartridge forks.
It’s on the softer side and the power is a littler mellow, so these bikes are best suited to intermediate riders, but I have seen many experienced riders get a DR-Z around the bush just as well as any other bike.
If you are looking into buying one second-hand then do the usual checks. Make sure all the wheel and frame bearings are okay. Make sure the bike starts easily and runs well without blowing any smoke, and make sure to ride the bike and check to see that it selects all gears and the clutch doesn’t slip.
Check for a service history and see if the bike has ever had any major repairs. And, lastly, listen for any engine rattles. These engines are quite noisy to begin with. I have many people coming to me complaining about engine noise that is normal.
If the bike has an aluminum bashplate fitted, then you can expect the noise to be amplified. I have actually packed several DR-Z bashplates with foam to reduce the noise. If it is excessive then it may be a loose timing chain or a worn piston but it might be worth seeing a mechanic to diagnose it before you go spending big dollars.
Technical Editor Mat Boyd
New
2010 $8990
2011 $8990
2012 $7990
2013 $7990
2014 $7990
Second Hand
2010 $3350 – $4000
2011 $3600 – $4300
2012 $3950 – $4700
2013 $4250 – $5050
2014 $4800 – $5700
Market Equivalent
10 – 12 Yamaha WR250
$3000 – $3850
10 – 14 Honda CRF450X
$4950 – $8050
10 – 14 Kawasaki KLX450R
$4350 – $6950
2011 KTM 450 EXC-F
$4000 – $4750
