Suzuki DRZ4S: Filippo Ceccucci's test (part 2/3)

2/1 - What the new DR-Z 4 S looks like

The reason why I'm so hell-bent on this bike is production quality: I work with the bike, and I want it to work even under continuous use, without having to check it thoroughly every time I go out. Some people will be sorry to read this, but maintenance by the hour and not by the mile, I care little for sacrificing a bit of performance for that. Likewise, I'm sorry to say this, but I can't accept that the bike breaks the starter motor's freewheel, and then also the clutch actuator in the same outing, as happened to me in an outing with a Chinese bike. I'm a bit of an expert and I managed to get back in, but someone a bit more inexperienced I'd like to know how he would have fared perhaps at the bottom of a valley without a working clutch and electric starter...

For this reason, when the DR-Z 4 S was unveiled at EICMA, I asked a couple of good friends (mechanics or motorbike manufacturer employees) to look at it closely for me to tell me whether it was a motorbike made “Japanese style”, or whether it was - sorry, but that's what it is - “a chinoiserie”. The answers were unequivocal: it was a well-made bike, like the real Japanese bikes “of yesteryear”, with real suspension and high quality down to the details. An expert can understand these things.

Two concepts are important to me: I wanted a dual, not a race enduro. The DR-Z 4 S is exactly that. It's obvious that a race enduro has superior performance on mule tracks and beyond, but on the other hand it's much less usable on tarmac or in quiet riding conditions. I need to be able to ride for a hundred kilometres on tarmac and then start doing my rounds: a race enduro realistically requires the use of a trolley and all the complications that entails (maybe I have to plan a return trip home from a distant place: what do I do, then go back for the car and trolley?).

In some ways the DR-Z 4 S is even more dual than the DR-Z 400, which in the E version was born as a race bike, just slightly more “civilised”, and in the S version was still close to the E.

The second concept became apparent immediately on the first lap, and it comforted me in no small measure. I am talking about power, or rather, what is called power. In itself, power is a figure that serves to arouse curiosity and intrigue, but it often conceals the fact that the power figure of an engine is measured by braking the engine while it is at full throttle, a situation that is actually used very little, for motorbikes that are not used on the track or are of small displacement. The same goes for the torque figure, which is also measured with the engine with the throttle fully open.

A real diagram would have to take into account an infinity of parameters (a bit like the difference between an X-ray and a CT scan) that become very complicated, so it is necessary to rely on the real impressions of a person driving the vehicle.

Here: the DR-Z 4 S has pleased me very much in precisely this respect: the engine is always full and smooth, even without opening everything up, obviously with the limitation of its not even 40 declared hp. My previous KTM 690 had almost twice as much! But it was less affable and manageable, sure, when you opened up the satisfaction was enormous, but I don't need to ride like that, I want to ride. And, another wonderful aspect of this bike, in silence, without making a racket.

Apart from the fact that I am now of a certain age, but I really like its subdued rustle, the fact that it passes by a herd or flock without cows or sheep running away in fear, and even more noticeable in its reactions to other people, walkers or cyclists, shepherds, mountain people. In short, anyone you meet in the mountains. There is little to say: the noise irritates, even if it only lasts a few seconds, it creates an annoyance in the face of others, let alone those who already dislike motorbikes. If you knew then what a wonder it is to surprise the roe deer by coming very close to them, almost on top of them, and to watch their curiosity as they observe you in amazement.

Static examination: as my friends had predicted, the bike is very well and carefully constructed, in a pragmatic and unpretentious manner: what is there works and is done well. Just what I wanted. And finally, a proper handlebar, without a crossbar and with a variable diameter (28/22 mm ø), not the piece of iron that was on the previous DR-Z 400 (both E and S). In Italy the two optional extras I needed (paid by the dealers to Suzuki Italy, in truth...), that is, the hand guards and the aluminium sump guard, which would have cost an exorbitant amount (€86.00 and €209.00 respectively), like the other optional extras, but it must be said that they are well made.

The superstructures are of very good quality plastic, in good Japanese tradition, although a bit laborious to dismantle and - it seems to me - overly complex. I don't really like the shell that protects the tank and its connection to the radiator covers, even though it makes the whole thing very united and stable, hopefully it won't play with time. The side panels also seem a bit laboured to me and always with joints that I hope will hold up over time. However, I regret the ease of access to the air filter on the DR-Z 400 (no tools even needed) and it seems laborious now to access the filter. Basically, you have to open the side flap (well protected by a rubber cap) with a spanner, take the socket spanner and its pin stuck in the cover, then remove the seat. Assuming you have removed the passenger strap, otherwise you would also have to remove the side panels to disassemble the seat. Finally, I don't like the double side panels with the black one that looks like a sort of petticoat, and even less the pointed end cusp that looks to me like it's desperate to catch something.

On the other hand, I really like Suzuki's pragmatism: if you look closely at the bike, you can see that the crankcase and cylinder are the same, while the cylinder head is completely new. The outer crankcases are also different - similar, but different. On the right side, for example, the whole part that was supposed to cover the gears for the pedal start is missing (provided for in the semi-unknown R version of the DR-Z 400 of 2000 and, if desired, mountable on the E) and the clutch cover is completely different, which now closes more and no longer has the side cover in magnesium alloy, very light, but also very fragile and not weldable.

However, many parts are identical, such as the oil filter cover, the water pump, the timing chain tensioner register, the starter motor, the chain guide shoe, the gear pedal and other such details. Many other things look the same, but they are not, like the brake pedal for example. Completely different are the linkages of the monoshock and a host of other things.

I like the instrumentation a lot. It's more or less the same size as the one on the 400 S, but with more functions, although there are no buttons to control the two trip forwards and backwards and their adjustment, which objectively only created confusion and were of little use. The handlebar control is very simple and intuitive (no small feat!) and you can change the settings, traction control and trip data.

The trip provides: total mileage, instantaneous consumption, trip A, trip B consumption and voltmeter. All very useful, although perhaps I would have liked the addition of the remaining range as well, since the tank is not very capacious and the fuel gauge is not a marvel of reliability as indications. In any case there is that too, and it's nice, perhaps the signal of when you're in real reserve could have been made a little more obvious. The absence of any signal, even if only a warning light, for oil and water level and temperature doesn't please me at all.

For the not inconsiderable cost of this bike, I think the USB socket should have been standard, and not a very expensive optional extra (€84.00!). In any case, all you need to do is find the predisposition cable under the faceplate, remove the cap and plug in one that you can buy for a few euros, and the nut on the brake hose grommet seems to have been made especially to fit it.

The ABS can be excluded at the rear wheel only or totally: just press a button for a few moments. In my opinion, this is a must-have function, although it has to be said that the ABS is very well calibrated, and really works best even in gravel or even dirt situations.

There are four traction control settings: intrusive (practically never used), non-invasive (little used), absent and “gravel”, which is my favourite and I practically always use it, except in the rare situation of very rough ground, in which case it (obviously) goes into crisis.

There are three mappings: A, B and C. In fact C I think means “moped” (with the 14/12): I really don't understand what the hell it's for, I used it twice out of curiosity, then it might not exist for me. Had I wanted a CRF 300 L I would have taken it. The A (“aggressive”?) is great: very responsive in the low range and with more thrust, the real surprise was the B (“just fine”?) which is not too different from the A and is good for every situation.

One thing I really appreciate is that by “putting the bike to sleep”, i.e. by disconnecting the key contact, apart from ABS (but it is so by law), all other settings remain unchanged. It's not a given, there are various bikes where you have to reprogram everything every time.

2/2 - How the new DR-Z 4 S performs

Shall we go?

On the double!

The very first impressions are silence, gentleness and ease.

I don't know, it may be that for a quarter of a century I drove the various DR-Zs, but it felt like coming home.

But a very clean house, all repainted, no plumbing problems, all appliances working wonderfully, everything in perfect order, the fridge full, the table set, dinner ready and the dishes washed.

However, my other friends who have tried it, and have never had DR-Zs, have also confirmed this impression, which is a sign that the affectionate friendship that this bike immediately gives off is a fact, not my personal impression.

One moves in a flutter of wings, like a flock of sparrows taking flight. Everything seems soft, easy, within reach.

The other sensation is the handling, the bike is about 150 kg heavy and, on impression, a dozen or fifteen more than the DR-Z 400 S. However, this weight is not felt at all, the bike is extremely well balanced and surprisingly agile, but not excessive. By comparison, it is a bit like what you feel when riding big BMW boxers, which give the impression of being much lighter than they actually are.

Again, I have said it many times now: despite the quietness of the standard exhaust, one is pleasantly surprised by the full-bodied delivery, a very pleasant feeling that is among my favourites on this bike.

The clutch also appears to have improved immediately: on the previous DR-Zs it was a bit of a weak point, in the sense that it worked well and was smooth, but not very tetragonous to effort. Here, however, it is much improved and I would say very good in all conditions of use.

The gearbox is very good, it already was before, and the fact that it has the same internal ratios as before suggests that it is the same. As I will repeat later, in this case the ratios are correct, perhaps slightly short, but whereas with the 400 S it was essential to shorten them for enduro riding because they were too stretched out, in this case the first gear is right and there is no need to lengthen it, it's the fifth that could perhaps have been a little more demultiplied. At first, especially with the engine still being run-in, this is quite a noticeable impression, but as you go along you discover that it holds 100-105 km/h on the motorway with no problem, being able to accelerate for overtaking. This I would say testifies to the greater fullness of the engine in the low and medium range.

Let's talk about consumption: the indications on the dashboard are true, I checked it, and this bike consumes very little for what it offers. The average in my use is 27 km/litre, with a maximum of 24 in really tough enduro riding and 30 just going for a ride. Considering the tank capacity of 8.7 litres, that means a range of around 230 km. Let's say, however, that you can safely count on 200 kilometres, which is by no means little for a motorbike without a tank.

Part of the impression of great handling also comes from the tyre sizes, with the rear being a skimpy 120/80 - 18”. This is somewhat puzzling, because this size practically does not exist on the market, without moving to the much more common 120/90 - 18’. In my opinion, this is a rather serious demonstration of disregard for the customer, who has no alternative to using a size that is not approved in the booklet for enduro riding. I am not a big fan of ”rubber tyres“, which I believe are often adopted more for the sake of pleasing the eye than anything else, but it would not have been too much effort to add a couple of more common and readily available sizes, even the 80/100 - 21” front, when it came to homologation. What I think about respect for the end customer I have already written in the letter to Suzuki Italia published at the end.

It must be said that the original equipment IRCs are very good, for dual-use tyres, and unless you expect to tackle mud or scree, they perform really well.

Let's talk about the suspension and there's little to say, in the sense that it works very well, not as well as on many bikes that are not specialised. It's not little, it's not little at all: it's another one of those points that make the difference, also because I don't know if you know that by now a high level fork for a manufacturer is one of the most expensive parts of a bike. Over the years I may have become dull, I may not ride as fast, but I have never had a bike where I didn't feel the need for a few “clicks” of suspension adjustment, if not a complete overhaul, like on the previous DR-Z 400s, for example, which came standard with very loose settings and which had to be re-calibrated by a specialist who knew what he was doing, especially at the front, but also at the rear, to improve and reach a good level. On this bike, on the other hand, I didn't feel the need for that at all: the fork has steadily improved thanks to the necessary initial break-in and I would say that it works very well, and so does the monoshock. Always bearing in mind what I said earlier, namely that this is a dual, not a race enduro.

The brakes are very good, not devastating, after all this bike isn't meant to go to Mugello, it's meant to go everywhere, on and off the road and so they are well modulated and powerful enough, aided by an excellent ABS setting that kicks in if you really want to call it that, frankly, is unreasonable behaviour for anyone with a little riding experience. It's even possible to enduro on it, of course you notice it's there straight away and disable it as soon as possible, but it feels much more in tune than on several other bikes I've ridden recently.

The seat is a little bit narrower than its predecessor, it has to be said that it seemed to improve with every outing, a sign that it too had to settle down, but it's still a little less comfortable than the DR-Z 400’s and over long distances it makes itself felt. I also tried it with two people, and a friend of mine, who is certainly not big, was not very enthusiastic, saying that she was a little bit with one butt cheek on each side.

As far as vibrations are concerned, the impression is that as the kilometres go on they have dropped. You can't say that they are absent, but on the road up to 90/100 mph they are more of a tremor, not even unpleasant, which let's say makes you feel the presence of an engine doing its job. Going a little further they are noticeable and can become slightly annoying, but always well tolerable.

What's left? The headlamp.

The big eye at the front immediately made me think of a cyclops with its single eye in the middle of the forehead, but I must say that it works very well: it gives a nice, dense white light that makes driving safe even at night. Plus it is very light.

In conclusion, I have to say that this bike has largely fulfilled my expectations, it works just as I wanted it to and only in the most demanding enduros does its weight make you feel its weight and that it is a dual and not a specialist, but on the other hand it really allows you to do a bit of everything without any worries: what I wanted in fact.

2/3 - Letter to Suzuki Italy

Dear Suzuki Italy,
The fact that not even from your website is it possible to find an email address to contact you, but that it is only possible to write to you via the reserved page on “My Suzuki” (which loads embarrassingly slowly and does not allow the slightest length of text) and then only via your Facebook page says a lot about your interest in customers.

I will be as brief as possible: I have owned no fewer than seven DR-Z 400s in both S and E versions, before that I owned two DR 350 S, and currently I still have a DR-Z 400 E. As cars I have a Vitara and a Jimny.

I think that is enough to define my dedication to the brand.

Back in the past (we're talking 2007) I was surprised by your consideration in resolving a problem under warranty (which had just expired) for a job badly carried out by the Perugia dealership at the time: a camshaft that wandered around in the cylinder head because the mechanic had not properly tightened or put threadlock on the support caps and was branded by your inspector as “the bike ran out of oil”, a phrase that I still consider insulting to anyone with a minimum of mechanical expertise, myself included. But that is water under the bridge.

When, after just twenty-five years, the parent company decided to renew the DR-Z 400 model, of course I was immediately interested. The courteous Perugia dealer Giamoto told me it wouldn't arrive until spring, however.

Then July.

I nevertheless confidently signed the contract, paid the deposit, and with enormous kindness and helpfulness, but also a certain palpable embarrassment, I was informed that the bike would probably be delivered in August.

Shortly after mid-August I was informed that it would probably arrive at the end of August, but nothing.

The bike arrived on 25 September and was delivered to me the next day by the Giamoto dealership, which I repeat once again has behaved with exemplary courtesy and availability, among other things giving me a considerable discount on the list price (vaguely communicated by the manufacturer as € 9,700 “ex-importer” - a phrase no longer used for years by motoring companies - which became about 10,300 with road registration and everything).

In eight days I completed the 800 km run-in and imagine my expression when I saw the advertisements offering the same bike for €8,990 just a week after delivery of mine!

Please tell me what you want me to think of you,

thank you,

Filippo Ceccucci

Explanation

This letter was sent to Suzuki Italy on 8 October, I have been waiting for a shred of reply ever since.

The dealer, to whom it was sent for information, told me they were taking action, but I am still waiting.

I'll let you imagine how much desire I have to advertise this bike, after the respect the importing company has shown me.

However, what I am writing is not addressed to you, but to the world of enthusiasts, so that they can - for once - have a clear examination of a product.