Just exactly what I was searching for. The DRZ 400 SM with its 17-inch wheels, inverted forks and uprated brakes is a far better pure road bike than the S, so have a think about if you really want to ride off-road before you decide on the DRZ model to buy.
A search on the DRZ forum on Thumper Talk revealed some interesting information. Click here for instructions on how to enable JavaScript in your browser.
would love to hear your overall impression after a few years on it.
Despite getting on for 20 years old now, the DRZ 400 S is still a really popular model for those who enjoy a bit of light trail riding (remember, green lanes require your bike to be road legal and with an MOT) and if you go to forums such as Thumper Talk, which is all about single cylinder bikes, you will find a whole section dedicated to the DRZ 400. In terms of accessories, well thats where it get interesting. I could cruise at 70 no problem, with no 3x3, stock carb, and just an fmf pipe. Pingback:DRZ finally, a wide ratio transmission | The Texas Adventure Company, So now the DRZ is the perfect ADV/dual sport bike for you?
Carburettor model. You can use gearing commander to play around with different sprocket sizes and see what revs you'll have at different rpms. And if you had enough on the street just jump off the tarmac and make your way through that lawn or park.
I added bar end weights, which helped a little too. I am using standard gearing for Australia 14/47 for general trail & road . Keep this site operational and become a site supporter. It inspires confidence and demands that you ring the neck out of the throttle. Basic equipment, but has steering lock, good digital clock, but would be nice to have a rev-counter and fuel indicator. Check out the Supermoto scene in Australia at. I actually like the 13/47 combo, took me a while to get used to it though. I do SFA tar work so I don't mind the lower gearing. And not just populated by UK fans, the DRZ was successful in America and Australia where its rugged nature made it perfect for exploring the wilderness on.
Thanks for the tip though these look awesome. After 1.5 hours your arse is numb. :hmmm: With 15/41 in 5th your RPM is almost exactly 100 x your speed in MPH.
. I ride a Blackbird and wanted something completely different - this is it! amazing great for pulling around cars and can cruise quite well, i have had my drz for 7 years its a 2002 model.
Your write up of the wide ratio gears is informative and has my hopes up. Your email (so we can send you the answer). Brakes are quite soft, but result in an easy ride. My bike has the ACT gears, Athena 4mm BB & Stroker 4mm crank.20Ltr Safari tank.Dirtbag panniers,screen ect. section.
It didnt come with bark busters , which are a must , so that when you drop it you dont break the levers.
Entered this in the custom set up and it works it out for you. Other than this, and against what most people would recommend, it hasn't been re-jetted or 3x3'd, (the airbox mod with a hole cut to increase air flow). All the gearing talk but does anyone have a tach on a DRZ???? You will always feel in control of the Suzuki which seems desperate to do what you ask of it within its limits.
Then a friend alerted me that Advanced Clutch Technology (ACT) had come out with a wide ratio transmission for the DRZ and the idea was planted in my brain build a true dual sport adventure out of the DRZ.
thank you, As they say, YMMV. Its an affordable option to a german dual sport.
Unique Hits ^roost. I've resently gone from a 14 to a 13 and don't particularly like it. I can faithfully report that, for me and the type of riding I have done on the bike to date, the gap between 4th and 5th is not too large. And, Lord willing, Ill get to enjoy even more before my riding career is over. I've never had any serious, mysterious issues. Nice discussion. Standard Dunlops are ok, but not great - I wouldnt buy them again. When riding off-road the transmissions narrow gear ratios mean that you can always find the right gear for the conditions you are riding in and your skill level. Would the Wide ratio gears be sufficient on their own or would the power band be to stretched on the stock engine to pull through the wider gears? I've noticed that my drz has been burning a bit of oil. Going Big no replacement for displacement, DRZ finally, a wide ratio transmission | The Texas Adventure Company.
It has all the settings in the data base for the 400 E. I have a SM with a 150/60-17 rear tyre (2.733) Final reduction ratio. Rich have you ridden with another person on a stock DRZ400, to see the differences between the two bikes Drag racing, and cruising comfort at speed? The DRZ a street bike? I know not of this KPH which you speak of here in the states.
This was a huge help. Pilot Powers seem to be the choice for ultimate performance on tarmac and Avon Distanzias - the ones to go if you like to jump off the road ocasionally and still have excellent grip on the road. I had to do a freeway transport for 30ks recently (too late gettting out of bed to make a meeting point via the back roads) and it wasn't pleasant but it was possible. I don't know how, after this long, it is still developing 33bhp and 25lb-ft of torque, even taking into account the drop from manufacturer's stated at crank. Why they aren't 6-speed is beyond me. If youve ever ridden a stock KLR or XR650L then you know both of those bikes have a too-large gap between 1st and 2nd. Light, manoeuvrable, and loads on fun on short journeys -makes a BMW 1200 GS feel like a massive unwieldy wildebeest. Ok, I've changed the gearing spreadsheet a bit, made it accept multiple speed boxes (4/5/6sp) and to be selectable between kph and mph for those challenged by 20th century measurement units The updated DRZ spreadsheet can be found here still: That would depend on if excel files are still compatible with ones 5 years ago, and if the member who hasnt been active in since 2009 still lurks around on here :anim_peep: no issue with xls files working, just need nmilne to rehost.
why "S" - soooo misleading!
This bike can be shifted through the gears exceptionally quick due to lots of torque low down, though to get the peak torque in each gear, you'll need between 7 & 9000rpms of the DRZ's 10,000, developing the 25-27lb-ft of torque the bike will give. This is why i think it'd make an excellent 2nd bike for the winter/wet weather but not as a main bike. So my questions are: Out of the 2 sprockets on the drive-chain, the counter-sprocket is the front one directly driven by the motor, correct? The best 39T deal currently available to my knowledge is the "JT Steel Rear Sprocket 39T Natural" with model number JTR808.39 1210-0688, currently on eBay here.
I do 90 miles plus a day easy, half of it greenlaning (and standing of course, the seat is so uncomfortable you ache to get in the pegs again. Seems like a lot more than 33bhp, torque is fantastic. Only niggles are that you can't fit an alarm/immobiliser & gets a little bit light on the front around top end speed. Because they are such a solid and popular bike, even a tatty DRZ will fetch 1500 and there are a few tidy bikes up for close to 4000. The only real point to own a gixer was trackdays which happens like 2 or 3 times a year. One big mistake would be to get one of these and not fit a straight through pipe, as it sounds absolutely delicious, and everyone tells me this. You go into a corner too fast and on the wrong line for example, you can put the excellent brakes on and throw it over a bit and you can knock it down a gear instantly and it's corrected and it doesn't complain and you don't need to even grab the clutch! But not too much.
Owners report that in terms of mechanical failures, the single is very solid and your main worry comes from things vibrating loose. If you accept the DRZ is a 60mph maximum bike you wont be disappointed. The best extras to fit are engine case protectors as the DRZs cases are a bit fragile and could split or fracture in an impact, crash bars to protect the tank from dings, radiator guards, a bigger sump guard and a beefier set of brush guards if you are heading onto the trails. Prior to beginning this project I had two concerns. I've got a 05 DRZ400E, and am running the 13 on the front aswell, the rear is stock, I prefer the 13 on the front because it's a bit touqyer at lower speeds for the tight stuff, ruts, and hills but yes on the fire trails another gear would be very nice, but I 'm staying with this setup.. Overall performance is fantastic ,the mods compliment each other.
Yes, Ive been through a few bikes. The ACT gearset really makes a world of difference in terms of making the DRZ more capable, especially at highway speeds. when i bought it it had 2,000 miles on the clock.it has now done 10,000. for around town its exeptional the motor pulls well and is quick enough to get you ahead of the traffic the handling is very good but when cornering hard the front end tends to push out but is quite predictable 21 inch front wheel doesent help i have got bridgestone trail wing tyres which wear quickly and rubbish of road but good on road.high speed handling is nervous but ok when you get used to it the fuel consumption is about 60 mpg but if ridden carefully 75 mpg is possible reliability is good i have had to do the wheel bearings chain and sprockets and steering head bearings plus throttle and clutch cables but this was due to some plonker using a pressure washer to close to the seals.
Thanks for everyone's comments. January 27, 2008 in DRZ400/E/S/SM.
I added the 16T front sprocket to my 2018 SM. Weaknesses: Seat is hard and pain in the ass after an hour of riding. Since then, I've gone back to stock, but I've also added a big bore and done the 3x3. This will add 2-3bhp all the way through the rev range, with much improved throttle response. :thumbup: If i go with a 39 tooth rear sprocket.
It revs to high at 100kms and is very short in the lower gears.
It spreads the distance between 1st and 2nd gears 6.6%, with increasingly wider gaps at higher gears. I found this archived comment mentioning swapping in "a 16T counter sprocket for even lower highway RPMs without losing top end" which sounds like exactly what I want.
Dave. How to make an online secure donation using credit card or PayPal, Info on Motorcycle Gearing principles and change consequences, Some technical information on sprockets and chains. I'm about to do a few hundred mile road trip and I'm going to keep the gearing stock for now.
With the new ACT wide ratio gears you are shifting into 5th about 60 mph and are able to run 80 mph at significantly lower RPMs and engine vibration.
Here's a spreadsheet I use to calculate gearing.
The big bore kit + wide ratio transmission doesnt seem to have lowered fuel efficiency at all. "Unfortunately it was stolen in December, 2008 and I decided to buy the newer DR-Z400SM. SinceSeptember 20th, 2005: Top speed about 95mph, does about 65-70 mpg. Bauer Media Group consists of: Bauer Consumer Media Ltd, Company number: 01176085, Bauer Radio Ltd, Company Number: 1394141 Driven USA MX Rear Sprocket 520 Suzuki DRZ400 & DRZ400SM (00-08), Shopping cart software by: Cynch Medical Device Repair Software. Could use another 50cc of motor. I bought a 41 to swap out the stock 44. Come join the discussion about on and off road racing, performance, modifications, troubleshooting, maintenance, and more! Just that way home on Aroads or M-ways is a real pain. I've been riding sportbikes for 6 years, mainly gsx-r's, which were all mighty great bikes but not in the environment I was spending most of my time. (Mods include a Scorpion end can, which on the dizzy, means that the only stock part of the pipe left is the header, as the stock muffler joins quite far down, by the cylinder.) That being said, I dont live in the mountains and, therefore, dont have many opportunities to ride long or steep uphill pavement sections. It increases the max speed of each gear, without having to do any case-saver or chain guard grinding/modifications, and allows you to keep the stock chain (remove one more tooth to a 38T sprocket and you need to shorten your chain, probably to 109 or 108 links (unconfirmed, just my guess). If you gear the bike so that it can comfortably run highway speeds (up to 70 mph) then it is geared much too high for serious dirt riding.
If you had the bike loaded down and riding highway speed in 5th gear I think the bike might struggle maintaining speed trying to climb a long or steep hill. Mine is 12 years old. Conversely, if you gear it low for the dirt then the engine will really be screaming (running high RPMs) at highway speeds. Just exactly what I was searching for. A 39T rear sprocket will accept the same 110 link chain that comes stock on the DRZ400SM. Its a trafic jam ultimate weapon.
I think with the 41 I'll be able to cruise at 75 pretty comfortably. But I was never able to decrease the buzz to a level I was completely comfortable with. Read what they have to say and what they like and dislike about the bike below.
I found a 2003 S model and began the build process. Excellent question. Recently I fitted it with Avon Distanzia trail tyres and it has much improved the handling on the icy roads of Scotland. all in all: so much fun. The dizzy is that reliable, happy, energetic and loyal labrador amongst the fast, high maintenance, machine-like greyhounds at the racetrack. I think my current gearing is stock.
Registered Office: Media House, Peterborough Business Park, Lynch Wood, Peterborough, PE2 6EA H Bauer Publishing, Recall, however, that with the stock 15/44 sprockets you are geared too high for serious dirt work. Always been too busy hanging on to use the clutch with the original 14/47! I have stock gearing on my SM the only mods are Yosh can, 3x3,and and rejetted. Instead, the 14/47 combo that comes stock on the E model is a better choice for dirt riding.
If I get around to cams and carb, I'll likely go back to 38 in the rear. 2005 - 2022 We use cookies to improve your experience on this website and so that ads you see online can be tailored to your online browsing interests. Thats seems like it would really make the gearing taller for highway.you can probably cruise at 80 no problem, huh? Taped these up & it now runs fine (doesnt pull as strongly, but much quieter) Suzuki recognizes this issue because the street-only SM model (the supermoto) comes stock with 15/41 front/rear sprocket combo while the off-road only E model comes with 14/47 equivalent to a 9 tooth difference on the rear sprocket just to make the bike good at either pavement only or dirt only. As the DR has fork gaiters it can be tricky to check the seals for leaks, however this is worth doing as it is a nuisance to have them replaced. The seat however, is unbearable, but depends on how bony or soft your backside is. So it was time for some drastic decisions. I also dont live in the desert where I might find myself running 50-60 mph cross country.
In any case, for the type of riding I do, I much prefer a larger gap between 4th and 5th than between 1st and 2nd (or 2nd and 3rd). I was getting about 50 miles per gallon (mpg) before I made the changes to the DRZ. Is this also the same for the 400 S, or would I need to change the. If the DRZ has an Achilles Heel when used as a dual sport adventure bike it is the narrow ratio transmission.
I just changed to 14/50 and find it much better especially in tight single trail and climbing. My mate's KTM 690's and 525EXC leave it behind of course. The Cycle World test said that first was quite low so I'm thinking a higher final drive ratio might be more favorable as most seem to agree it gets stressed running highway speeds looking for a non existent 6th. But overall it's a character filled bike with a huge heart! Either way you're gonna be burning some oil if you're doing a lot of highway time there isn't really a way around it. I took the engine to him and he did the gears and the big bore kit. Incredibly it's actually better with a pillion at speed because of the additional weight.
It seems like a tube of thread-lock is one of the most important tools in any DRZ owners kit and areas such as the front sprocket nut require a dab of it as a preventative measure. If you place your order now we will call with the shipping rate. If I could casually drop $650 on a new set of gears I wouldn't be riding a DRZ hahaha. The motor revs significantly less and I attain a speed thats quite sufficient. Currently Loaded Bike: Relative sprocket & chain wear due to drive train changes. Would the ACT gears allow you to run 14/47 to meet your dirt needs but still provide a high enough 5th gear for highway speeds? So after looking in 5th gear @ 7600 rpm I am traveling 93 MPH right? Acceleration is brilliant.
Nick. One leaky seal, sure, but 12 year old rubber is expected to fail. The only comparison I can make with a stock DRZ is a mental one, comparing my modified DRZ to the two previous DRZs that I owned.
Oil change : 30. Where would you recommend ordering a 38T rear from? In all weathers without a single problem. My guess is that a stock engine would be fine with the wide ratio gears with one exception. "statcounter.com/counter/counter.js'>"); Explains what the Gearing Commander can be used for, Help on: Select your bike from presets and load default data, Help on: Initial Loading of Gearing Data Explained, Help on: Change settings to reflect Current setup, Help on: Change settings to considered Custom setup, Help on: Enter data for a bike NOT in the presets, Help on: Save changed settings for future loading, Help on: Load previously saved personal settings, Help on: Report a gearing Error in the GC database, Help on: Set RPM range to display in Speed-Gear matrix, Help on: Top speed for 49 sprocket combinations, Help on: Change RPM and Gear in sprocket combinations matrix, Help on: Calculate RPM per gear at 50 Mph or Km/h in 3 setups, Help on: Calculate RPM per gear at particular speed in 3 setups, Help on: Calculate new wheel position based on existing chain or belt length, Help on: Calculate sprocket distance based on total chain or belt length and sprocket combination, Help on: Calculate number of chain links or belt teeth needed to compensate for lack of wheel adjustment, Help on: Chain Links Calculator for Generic Final Drive with new chain, Help on: Decide on whether to go smaller in front sprocket or bigger in rear sprocket, Help on: Factors contributing to Chain & Sprocket Wear, Help on: What is the optimal sprocket-chain combination, Help on: How to interpret the tooth-links and link-teeth tables, Help on: Various sprocket diameters explained, for chain and belt sprockets, Help on: Calculate sprocket pitch diameters, Help on: Adding a new bike by filling the AddBike form. It is a SK model, but had been fitted with Excel rims, Braking wavy discs, a Braking caliper,Renthal bars, Full Akrapovic titanium exhaust, bark busters, iridium mini indicators, Acerbis led rear light, and the number plate ends DRZ! There are carb re-jet kits that with a free-flowing exhaust help liberate a few extra ponies, but there arent huge gains to be had. Adjust calculated to actual Tire circumference. This might be subjective (no tach) but has anyone got an approximate as to what speed a DRZ400sm will do in each gear with stock sprockets? Gav. Running costs and general maintenance are insignificant and its hard to give a reason why someone during their bike career should not sample this addictive ride. The DRZ-400S is the all-rounder. var sc_security="84a775ce"; Also, seat is not the most comfortable on long journeys. I've had mine to 139kph before the rev limiter cut in with the 13 tooth front sprocket. The reason why I ride is to have fun every minute I'm on the bike and not 2 or 3 times a year. Pleasingly, it is very easy to home-service and just 80 will secure you a full service kit including an air filter, which is worth swapping fairly regularly as off-road use does see the Suzuki inhaling a fair amount of muck. The biggest difference was in the tranny. Just exactly what I was searching for.
Ive got an E model that I love on the fire roads and trails but boy does it suffer when pushing it on highway connections. The suspension is also built with off-road in mind and that means a wallowy ride (the weight of a pillion makes the shock almost hit the end of its travel) and the single two-piston front caliper is pretty weak in its performance.
The riding i do is varied between forest trails, single tracks, back dirt roads and even a trip to the cape and I'm running factory gearing. This was a revalation, and now means the DRZ now needs to go, but it is a great bike anyway, Bought this bike for greenlaning, accident at work knackered my back so no more off road.
Converted back for road use and I love it! It should be the same for the SM as for the E as the primary drive ratio and gear ratios should be the same. For now, know that the this particular concern is a non-issue. You have a speedo (no fuel gauge), horn, lights and everything to be road legal and thats it. H Bauer Publishing are authorised and regulated for credit broking by the FCA (Ref No. Weaknesses: horrible hard narrow saddle (aftermarket saddles now at last available tho I haven't tried one).
No I havent had an opportunity to compare my DRZ side-by-side with a stock DRZ. As an X/C it is brilliant: tarmac/off-road/tarmac/off-road is where this bike truely excelles.
Bike" option. If your riding consists of backroads and moderate dirt, then the stock DRZ transmission is just fine. Doesn't like to cruise much above 60mph on stock gearing. After you've read this review and our owners' reviews, you may want to join the Suzuki Owners' Club to find out more and talk to current owners. Since it's all about ratios, I would put a smaller sprocket in the rear, where there aren't issues. Why did you opt to go up one in the front vs. down 3 in the back?
Also someone commented in the top speed thread a drop to 39T on the rear seemed to help wheelies.
All summed up, for the type of riding I do (lots of highway and a fair amount of dirt) I wouldnt own a DRZ without the ACT gearset.
It doesn't do track the best (21in front wheel just doesn't lend itself to this), and it doesn't do off-road the best. 845898), Suzuki DR-Z400S motorcycle review - Riding, Suzuki DR-Z400S motorcycle review - Side view, Suzuki DR-Z400S motorcycle review - Top view, Suzuki DR-Z400S motorcycle review - Brakes, Suzuki DR-Z400S motorcycle review - Engine, Suzuki DR-Z400S motorcycle review - Suspension, Approachable handling with off road ability, Under-stressed engine is a reliable old thing. Now that youve had this for a few years, would you do it again? You are very welcome. It will go up to 160kph . the reason i have given it 5 stars is the drz has character and a real fun bike to ride ive got a 1200 bandit but my drz is my bike of choise for every day use. Im just curious about the real world differences, Im heavily thinking about doing what you did but add a 4mm stroker to the mix.
Would I find myself in situations where I was going too fast for 4th gear but too slow to be in 5th gear? If you really want an S and are looking at road riding, adding firmer springs to the forks will remove a lot of the dive while swapping the shocks spring (or investing in an aftermarket unit) will make the back end far more supportive for not a great deal of outlay. Light, reliable and fairly cheap to buy, the DRZ is a bike that will plod on through just about any conditions.
I started doing some internet research to learn more about the ACT gears. If the rate is approved by you we will charge you the additional shipping. A big bore kit is easy to install. Erik Marquez of Marquez Racing is a well-known DRZ guy that happens to live about an hour from my place.
The DR-Zs single cylinder motor is a good old-fashioned plodder and with a double overhead cam, four valves and a water-jacket is hardly being stressed to produce 39bhp and 29ft.lb of torque. Could this have been a case of first too low but 2nd too high with the factory 41 rear? var sc_project=12242926; Any speed over 62mph feels like the engine wants to explode (though it reaches 80mph and more - didn't dear to try); where is that sixt gear, the power would certainly be sufficiant. I haven't heard of people changing just 2 teeth in the back, always up 3 or down 3. Currently restricted to 33bhp so haven't bothered with any mods until that comes off next year.
The DRZ-400S is still fast, managing between 5-6 seconds 0-60 or so from stock, varying due to the rider's skill. GPS Speed in Km/h at RPM in Gear in selected setup: GPS Top speed for 49 final drive combinations in Km/h at M.P.RPM in Custom setup: RPM differences due to drive train setup changes: Chain Links Calculator for Generic Final Drive with new chain, Loaded Bike: Effect of final drive changes on links & wheel position. But what else does it need?
15/47 for longer outback trips.Has been clocked at 160 KPH with this gearing. a supermoto? The second concern was that the gap between 1st and 2nd gears would be too large for serious dirt riding. I bought mine after owning a modded KMX 200, and it is without doubt light years ahead in terms of engine and suspension.
The AFR chart suggests it needs a rejet, which I suspected of course. Of course, your mileage may vary. And if you arent interested in off-road, there was even a Supermoto version, the DRZ 400 SM, which arrived in 2005 and is far more road-orientated. UPDATE: After a bit of research I've realized that a 39T change is pretty common, and especially adviseable when you consider that you don't have to change your chain!
A search on the DRZ forum on Thumper Talk revealed some interesting information. Click here for instructions on how to enable JavaScript in your browser.
would love to hear your overall impression after a few years on it.
Despite getting on for 20 years old now, the DRZ 400 S is still a really popular model for those who enjoy a bit of light trail riding (remember, green lanes require your bike to be road legal and with an MOT) and if you go to forums such as Thumper Talk, which is all about single cylinder bikes, you will find a whole section dedicated to the DRZ 400. In terms of accessories, well thats where it get interesting. I could cruise at 70 no problem, with no 3x3, stock carb, and just an fmf pipe. Pingback:DRZ finally, a wide ratio transmission | The Texas Adventure Company, So now the DRZ is the perfect ADV/dual sport bike for you?
Carburettor model. You can use gearing commander to play around with different sprocket sizes and see what revs you'll have at different rpms. And if you had enough on the street just jump off the tarmac and make your way through that lawn or park.
I added bar end weights, which helped a little too. I am using standard gearing for Australia 14/47 for general trail & road . Keep this site operational and become a site supporter. It inspires confidence and demands that you ring the neck out of the throttle. Basic equipment, but has steering lock, good digital clock, but would be nice to have a rev-counter and fuel indicator. Check out the Supermoto scene in Australia at. I actually like the 13/47 combo, took me a while to get used to it though. I do SFA tar work so I don't mind the lower gearing. And not just populated by UK fans, the DRZ was successful in America and Australia where its rugged nature made it perfect for exploring the wilderness on.
Thanks for the tip though these look awesome. After 1.5 hours your arse is numb. :hmmm: With 15/41 in 5th your RPM is almost exactly 100 x your speed in MPH.
. I ride a Blackbird and wanted something completely different - this is it! amazing great for pulling around cars and can cruise quite well, i have had my drz for 7 years its a 2002 model.
Your write up of the wide ratio gears is informative and has my hopes up. Your email (so we can send you the answer). Brakes are quite soft, but result in an easy ride. My bike has the ACT gears, Athena 4mm BB & Stroker 4mm crank.20Ltr Safari tank.Dirtbag panniers,screen ect. section.
It didnt come with bark busters , which are a must , so that when you drop it you dont break the levers.
Entered this in the custom set up and it works it out for you. Other than this, and against what most people would recommend, it hasn't been re-jetted or 3x3'd, (the airbox mod with a hole cut to increase air flow). All the gearing talk but does anyone have a tach on a DRZ???? You will always feel in control of the Suzuki which seems desperate to do what you ask of it within its limits.
Then a friend alerted me that Advanced Clutch Technology (ACT) had come out with a wide ratio transmission for the DRZ and the idea was planted in my brain build a true dual sport adventure out of the DRZ.
thank you, As they say, YMMV. Its an affordable option to a german dual sport.
Unique Hits ^roost. I've resently gone from a 14 to a 13 and don't particularly like it. I can faithfully report that, for me and the type of riding I have done on the bike to date, the gap between 4th and 5th is not too large. And, Lord willing, Ill get to enjoy even more before my riding career is over. I've never had any serious, mysterious issues. Nice discussion. Standard Dunlops are ok, but not great - I wouldnt buy them again. When riding off-road the transmissions narrow gear ratios mean that you can always find the right gear for the conditions you are riding in and your skill level. Would the Wide ratio gears be sufficient on their own or would the power band be to stretched on the stock engine to pull through the wider gears? I've noticed that my drz has been burning a bit of oil. Going Big no replacement for displacement, DRZ finally, a wide ratio transmission | The Texas Adventure Company.
It has all the settings in the data base for the 400 E. I have a SM with a 150/60-17 rear tyre (2.733) Final reduction ratio. Rich have you ridden with another person on a stock DRZ400, to see the differences between the two bikes Drag racing, and cruising comfort at speed? The DRZ a street bike? I know not of this KPH which you speak of here in the states.
This was a huge help. Pilot Powers seem to be the choice for ultimate performance on tarmac and Avon Distanzias - the ones to go if you like to jump off the road ocasionally and still have excellent grip on the road. I had to do a freeway transport for 30ks recently (too late gettting out of bed to make a meeting point via the back roads) and it wasn't pleasant but it was possible. I don't know how, after this long, it is still developing 33bhp and 25lb-ft of torque, even taking into account the drop from manufacturer's stated at crank. Why they aren't 6-speed is beyond me. If youve ever ridden a stock KLR or XR650L then you know both of those bikes have a too-large gap between 1st and 2nd. Light, manoeuvrable, and loads on fun on short journeys -makes a BMW 1200 GS feel like a massive unwieldy wildebeest. Ok, I've changed the gearing spreadsheet a bit, made it accept multiple speed boxes (4/5/6sp) and to be selectable between kph and mph for those challenged by 20th century measurement units The updated DRZ spreadsheet can be found here still: That would depend on if excel files are still compatible with ones 5 years ago, and if the member who hasnt been active in since 2009 still lurks around on here :anim_peep: no issue with xls files working, just need nmilne to rehost.
why "S" - soooo misleading!
This bike can be shifted through the gears exceptionally quick due to lots of torque low down, though to get the peak torque in each gear, you'll need between 7 & 9000rpms of the DRZ's 10,000, developing the 25-27lb-ft of torque the bike will give. This is why i think it'd make an excellent 2nd bike for the winter/wet weather but not as a main bike. So my questions are: Out of the 2 sprockets on the drive-chain, the counter-sprocket is the front one directly driven by the motor, correct? The best 39T deal currently available to my knowledge is the "JT Steel Rear Sprocket 39T Natural" with model number JTR808.39 1210-0688, currently on eBay here.
I do 90 miles plus a day easy, half of it greenlaning (and standing of course, the seat is so uncomfortable you ache to get in the pegs again. Seems like a lot more than 33bhp, torque is fantastic. Only niggles are that you can't fit an alarm/immobiliser & gets a little bit light on the front around top end speed. Because they are such a solid and popular bike, even a tatty DRZ will fetch 1500 and there are a few tidy bikes up for close to 4000. The only real point to own a gixer was trackdays which happens like 2 or 3 times a year. One big mistake would be to get one of these and not fit a straight through pipe, as it sounds absolutely delicious, and everyone tells me this. You go into a corner too fast and on the wrong line for example, you can put the excellent brakes on and throw it over a bit and you can knock it down a gear instantly and it's corrected and it doesn't complain and you don't need to even grab the clutch! But not too much.
Owners report that in terms of mechanical failures, the single is very solid and your main worry comes from things vibrating loose. If you accept the DRZ is a 60mph maximum bike you wont be disappointed. The best extras to fit are engine case protectors as the DRZs cases are a bit fragile and could split or fracture in an impact, crash bars to protect the tank from dings, radiator guards, a bigger sump guard and a beefier set of brush guards if you are heading onto the trails. Prior to beginning this project I had two concerns. I've got a 05 DRZ400E, and am running the 13 on the front aswell, the rear is stock, I prefer the 13 on the front because it's a bit touqyer at lower speeds for the tight stuff, ruts, and hills but yes on the fire trails another gear would be very nice, but I 'm staying with this setup.. Overall performance is fantastic ,the mods compliment each other.
Yes, Ive been through a few bikes. The ACT gearset really makes a world of difference in terms of making the DRZ more capable, especially at highway speeds. when i bought it it had 2,000 miles on the clock.it has now done 10,000. for around town its exeptional the motor pulls well and is quick enough to get you ahead of the traffic the handling is very good but when cornering hard the front end tends to push out but is quite predictable 21 inch front wheel doesent help i have got bridgestone trail wing tyres which wear quickly and rubbish of road but good on road.high speed handling is nervous but ok when you get used to it the fuel consumption is about 60 mpg but if ridden carefully 75 mpg is possible reliability is good i have had to do the wheel bearings chain and sprockets and steering head bearings plus throttle and clutch cables but this was due to some plonker using a pressure washer to close to the seals.
Thanks for everyone's comments. January 27, 2008 in DRZ400/E/S/SM.
I added the 16T front sprocket to my 2018 SM. Weaknesses: Seat is hard and pain in the ass after an hour of riding. Since then, I've gone back to stock, but I've also added a big bore and done the 3x3. This will add 2-3bhp all the way through the rev range, with much improved throttle response. :thumbup: If i go with a 39 tooth rear sprocket.
It revs to high at 100kms and is very short in the lower gears.
It spreads the distance between 1st and 2nd gears 6.6%, with increasingly wider gaps at higher gears. I found this archived comment mentioning swapping in "a 16T counter sprocket for even lower highway RPMs without losing top end" which sounds like exactly what I want.
Dave. How to make an online secure donation using credit card or PayPal, Info on Motorcycle Gearing principles and change consequences, Some technical information on sprockets and chains. I'm about to do a few hundred mile road trip and I'm going to keep the gearing stock for now.
With the new ACT wide ratio gears you are shifting into 5th about 60 mph and are able to run 80 mph at significantly lower RPMs and engine vibration.
Here's a spreadsheet I use to calculate gearing.
The big bore kit + wide ratio transmission doesnt seem to have lowered fuel efficiency at all. "Unfortunately it was stolen in December, 2008 and I decided to buy the newer DR-Z400SM. SinceSeptember 20th, 2005: Top speed about 95mph, does about 65-70 mpg. Bauer Media Group consists of: Bauer Consumer Media Ltd, Company number: 01176085, Bauer Radio Ltd, Company Number: 1394141 Driven USA MX Rear Sprocket 520 Suzuki DRZ400 & DRZ400SM (00-08), Shopping cart software by: Cynch Medical Device Repair Software. Could use another 50cc of motor. I bought a 41 to swap out the stock 44. Come join the discussion about on and off road racing, performance, modifications, troubleshooting, maintenance, and more! Just that way home on Aroads or M-ways is a real pain. I've been riding sportbikes for 6 years, mainly gsx-r's, which were all mighty great bikes but not in the environment I was spending most of my time. (Mods include a Scorpion end can, which on the dizzy, means that the only stock part of the pipe left is the header, as the stock muffler joins quite far down, by the cylinder.) That being said, I dont live in the mountains and, therefore, dont have many opportunities to ride long or steep uphill pavement sections. It increases the max speed of each gear, without having to do any case-saver or chain guard grinding/modifications, and allows you to keep the stock chain (remove one more tooth to a 38T sprocket and you need to shorten your chain, probably to 109 or 108 links (unconfirmed, just my guess). If you gear the bike so that it can comfortably run highway speeds (up to 70 mph) then it is geared much too high for serious dirt riding.
If you had the bike loaded down and riding highway speed in 5th gear I think the bike might struggle maintaining speed trying to climb a long or steep hill. Mine is 12 years old. Conversely, if you gear it low for the dirt then the engine will really be screaming (running high RPMs) at highway speeds. Just exactly what I was searching for. A 39T rear sprocket will accept the same 110 link chain that comes stock on the DRZ400SM. Its a trafic jam ultimate weapon.
I think with the 41 I'll be able to cruise at 75 pretty comfortably. But I was never able to decrease the buzz to a level I was completely comfortable with. Read what they have to say and what they like and dislike about the bike below.
I found a 2003 S model and began the build process. Excellent question. Recently I fitted it with Avon Distanzia trail tyres and it has much improved the handling on the icy roads of Scotland. all in all: so much fun. The dizzy is that reliable, happy, energetic and loyal labrador amongst the fast, high maintenance, machine-like greyhounds at the racetrack. I think my current gearing is stock.
Registered Office: Media House, Peterborough Business Park, Lynch Wood, Peterborough, PE2 6EA H Bauer Publishing, Recall, however, that with the stock 15/44 sprockets you are geared too high for serious dirt work. Always been too busy hanging on to use the clutch with the original 14/47! I have stock gearing on my SM the only mods are Yosh can, 3x3,and and rejetted. Instead, the 14/47 combo that comes stock on the E model is a better choice for dirt riding.
If I get around to cams and carb, I'll likely go back to 38 in the rear. 2005 - 2022 We use cookies to improve your experience on this website and so that ads you see online can be tailored to your online browsing interests. Thats seems like it would really make the gearing taller for highway.you can probably cruise at 80 no problem, huh? Taped these up & it now runs fine (doesnt pull as strongly, but much quieter) Suzuki recognizes this issue because the street-only SM model (the supermoto) comes stock with 15/41 front/rear sprocket combo while the off-road only E model comes with 14/47 equivalent to a 9 tooth difference on the rear sprocket just to make the bike good at either pavement only or dirt only. As the DR has fork gaiters it can be tricky to check the seals for leaks, however this is worth doing as it is a nuisance to have them replaced. The seat however, is unbearable, but depends on how bony or soft your backside is. So it was time for some drastic decisions. I also dont live in the desert where I might find myself running 50-60 mph cross country.
In any case, for the type of riding I do, I much prefer a larger gap between 4th and 5th than between 1st and 2nd (or 2nd and 3rd). I was getting about 50 miles per gallon (mpg) before I made the changes to the DRZ. Is this also the same for the 400 S, or would I need to change the. If the DRZ has an Achilles Heel when used as a dual sport adventure bike it is the narrow ratio transmission.
I just changed to 14/50 and find it much better especially in tight single trail and climbing. My mate's KTM 690's and 525EXC leave it behind of course. The Cycle World test said that first was quite low so I'm thinking a higher final drive ratio might be more favorable as most seem to agree it gets stressed running highway speeds looking for a non existent 6th. But overall it's a character filled bike with a huge heart! Either way you're gonna be burning some oil if you're doing a lot of highway time there isn't really a way around it. I took the engine to him and he did the gears and the big bore kit. Incredibly it's actually better with a pillion at speed because of the additional weight.
It seems like a tube of thread-lock is one of the most important tools in any DRZ owners kit and areas such as the front sprocket nut require a dab of it as a preventative measure. If you place your order now we will call with the shipping rate. If I could casually drop $650 on a new set of gears I wouldn't be riding a DRZ hahaha. The motor revs significantly less and I attain a speed thats quite sufficient. Currently Loaded Bike: Relative sprocket & chain wear due to drive train changes. Would the ACT gears allow you to run 14/47 to meet your dirt needs but still provide a high enough 5th gear for highway speeds? So after looking in 5th gear @ 7600 rpm I am traveling 93 MPH right? Acceleration is brilliant.
Nick. One leaky seal, sure, but 12 year old rubber is expected to fail. The only comparison I can make with a stock DRZ is a mental one, comparing my modified DRZ to the two previous DRZs that I owned.
Oil change : 30. Where would you recommend ordering a 38T rear from? In all weathers without a single problem. My guess is that a stock engine would be fine with the wide ratio gears with one exception. "statcounter.com/counter/counter.js'>"); Explains what the Gearing Commander can be used for, Help on: Select your bike from presets and load default data, Help on: Initial Loading of Gearing Data Explained, Help on: Change settings to reflect Current setup, Help on: Change settings to considered Custom setup, Help on: Enter data for a bike NOT in the presets, Help on: Save changed settings for future loading, Help on: Load previously saved personal settings, Help on: Report a gearing Error in the GC database, Help on: Set RPM range to display in Speed-Gear matrix, Help on: Top speed for 49 sprocket combinations, Help on: Change RPM and Gear in sprocket combinations matrix, Help on: Calculate RPM per gear at 50 Mph or Km/h in 3 setups, Help on: Calculate RPM per gear at particular speed in 3 setups, Help on: Calculate new wheel position based on existing chain or belt length, Help on: Calculate sprocket distance based on total chain or belt length and sprocket combination, Help on: Calculate number of chain links or belt teeth needed to compensate for lack of wheel adjustment, Help on: Chain Links Calculator for Generic Final Drive with new chain, Help on: Decide on whether to go smaller in front sprocket or bigger in rear sprocket, Help on: Factors contributing to Chain & Sprocket Wear, Help on: What is the optimal sprocket-chain combination, Help on: How to interpret the tooth-links and link-teeth tables, Help on: Various sprocket diameters explained, for chain and belt sprockets, Help on: Calculate sprocket pitch diameters, Help on: Adding a new bike by filling the AddBike form. It is a SK model, but had been fitted with Excel rims, Braking wavy discs, a Braking caliper,Renthal bars, Full Akrapovic titanium exhaust, bark busters, iridium mini indicators, Acerbis led rear light, and the number plate ends DRZ! There are carb re-jet kits that with a free-flowing exhaust help liberate a few extra ponies, but there arent huge gains to be had. Adjust calculated to actual Tire circumference. This might be subjective (no tach) but has anyone got an approximate as to what speed a DRZ400sm will do in each gear with stock sprockets? Gav. Running costs and general maintenance are insignificant and its hard to give a reason why someone during their bike career should not sample this addictive ride. The DRZ-400S is the all-rounder. var sc_security="84a775ce"; Also, seat is not the most comfortable on long journeys. I've had mine to 139kph before the rev limiter cut in with the 13 tooth front sprocket. The reason why I ride is to have fun every minute I'm on the bike and not 2 or 3 times a year. Pleasingly, it is very easy to home-service and just 80 will secure you a full service kit including an air filter, which is worth swapping fairly regularly as off-road use does see the Suzuki inhaling a fair amount of muck. The biggest difference was in the tranny. Just exactly what I was searching for.
Ive got an E model that I love on the fire roads and trails but boy does it suffer when pushing it on highway connections. The suspension is also built with off-road in mind and that means a wallowy ride (the weight of a pillion makes the shock almost hit the end of its travel) and the single two-piston front caliper is pretty weak in its performance.
The riding i do is varied between forest trails, single tracks, back dirt roads and even a trip to the cape and I'm running factory gearing. This was a revalation, and now means the DRZ now needs to go, but it is a great bike anyway, Bought this bike for greenlaning, accident at work knackered my back so no more off road.
Converted back for road use and I love it! It should be the same for the SM as for the E as the primary drive ratio and gear ratios should be the same. For now, know that the this particular concern is a non-issue. You have a speedo (no fuel gauge), horn, lights and everything to be road legal and thats it. H Bauer Publishing are authorised and regulated for credit broking by the FCA (Ref No. Weaknesses: horrible hard narrow saddle (aftermarket saddles now at last available tho I haven't tried one).
No I havent had an opportunity to compare my DRZ side-by-side with a stock DRZ. As an X/C it is brilliant: tarmac/off-road/tarmac/off-road is where this bike truely excelles.
Bike" option. If your riding consists of backroads and moderate dirt, then the stock DRZ transmission is just fine. Doesn't like to cruise much above 60mph on stock gearing. After you've read this review and our owners' reviews, you may want to join the Suzuki Owners' Club to find out more and talk to current owners. Since it's all about ratios, I would put a smaller sprocket in the rear, where there aren't issues. Why did you opt to go up one in the front vs. down 3 in the back?
Also someone commented in the top speed thread a drop to 39T on the rear seemed to help wheelies.
All summed up, for the type of riding I do (lots of highway and a fair amount of dirt) I wouldnt own a DRZ without the ACT gearset.
It doesn't do track the best (21in front wheel just doesn't lend itself to this), and it doesn't do off-road the best. 845898), Suzuki DR-Z400S motorcycle review - Riding, Suzuki DR-Z400S motorcycle review - Side view, Suzuki DR-Z400S motorcycle review - Top view, Suzuki DR-Z400S motorcycle review - Brakes, Suzuki DR-Z400S motorcycle review - Engine, Suzuki DR-Z400S motorcycle review - Suspension, Approachable handling with off road ability, Under-stressed engine is a reliable old thing. Now that youve had this for a few years, would you do it again? You are very welcome. It will go up to 160kph . the reason i have given it 5 stars is the drz has character and a real fun bike to ride ive got a 1200 bandit but my drz is my bike of choise for every day use. Im just curious about the real world differences, Im heavily thinking about doing what you did but add a 4mm stroker to the mix.
Would I find myself in situations where I was going too fast for 4th gear but too slow to be in 5th gear? If you really want an S and are looking at road riding, adding firmer springs to the forks will remove a lot of the dive while swapping the shocks spring (or investing in an aftermarket unit) will make the back end far more supportive for not a great deal of outlay. Light, reliable and fairly cheap to buy, the DRZ is a bike that will plod on through just about any conditions.
I started doing some internet research to learn more about the ACT gears. If the rate is approved by you we will charge you the additional shipping. A big bore kit is easy to install. Erik Marquez of Marquez Racing is a well-known DRZ guy that happens to live about an hour from my place.
The DR-Zs single cylinder motor is a good old-fashioned plodder and with a double overhead cam, four valves and a water-jacket is hardly being stressed to produce 39bhp and 29ft.lb of torque. Could this have been a case of first too low but 2nd too high with the factory 41 rear? var sc_project=12242926; Any speed over 62mph feels like the engine wants to explode (though it reaches 80mph and more - didn't dear to try); where is that sixt gear, the power would certainly be sufficiant. I haven't heard of people changing just 2 teeth in the back, always up 3 or down 3. Currently restricted to 33bhp so haven't bothered with any mods until that comes off next year.
The DRZ-400S is still fast, managing between 5-6 seconds 0-60 or so from stock, varying due to the rider's skill. GPS Speed in Km/h at RPM in Gear in selected setup: GPS Top speed for 49 final drive combinations in Km/h at M.P.RPM in Custom setup: RPM differences due to drive train setup changes: Chain Links Calculator for Generic Final Drive with new chain, Loaded Bike: Effect of final drive changes on links & wheel position. But what else does it need?
15/47 for longer outback trips.Has been clocked at 160 KPH with this gearing. a supermoto? The second concern was that the gap between 1st and 2nd gears would be too large for serious dirt riding. I bought mine after owning a modded KMX 200, and it is without doubt light years ahead in terms of engine and suspension.
The AFR chart suggests it needs a rejet, which I suspected of course. Of course, your mileage may vary. And if you arent interested in off-road, there was even a Supermoto version, the DRZ 400 SM, which arrived in 2005 and is far more road-orientated. UPDATE: After a bit of research I've realized that a 39T change is pretty common, and especially adviseable when you consider that you don't have to change your chain!