Saturday, December 12, 2020

Drz 400 vs

Hoolaginaism: It's what riding a DRZ is all about. It's one of those bikes that always tends to bring out the wild side in whoever happens to be riding it. Classified as a dual-sport, it straddles the line between street and dirt elegantly but tends to lean a bit more heavily towards the dirt side. It's the second model of motorcycle that I've owned and in this long-term review we'll examine the character it's shown me over the years.

While this may not be the most practical bike on the market for a daily rider it's definitely one that will put a smile on your face. Not because of speed or power--it's because the DRZ will have you going places and doing things you'd never even consider on another motorcycle, much less try!

Let's take a deeper look at why this bike has become so famous for fun. Equipped with full-size off-road wheels and a long-travel suspension it's about as close to a legitimate dirt bike as you'll get for a street bike from a dealership.

Slightly lighter than a Ninja and with gobs more torque it's an absolute blast to ride around town.

drz 400 vs

Potholes, curbs, gravel alleys The DRZ confidently eats it all up and asks for seconds. When taken off-road the bike shines in a whole new way.

KTM 390 Adventure vs 2019 Honda CB500X vs DRZ 400 - Oregon Motorcycle 2020

It is fully capable of crossing rocky, two foot deep creeks, popping over large overturned tree trunks, or climbing steep and rutted single track trails in the mountains. Of course, being a dual-sport means that when you're done you can hop right back on the highway and head home.

For the most part the DRZ is very easy to work on. Plastics are sparse and most important components are easily accessible for quick trailside repair. The chain adjustment mechanism is the easiest to use I've seen personally and makes mistakes nearly impossible. Used and new replacement parts for repairs are plentiful and there is a huge amount of after market support for this motorcycle.

Upgrades from third parties are available which fix the majority of this bike's few shortcomings. The DRZ has a long track record of reliability and is not known for leaving people stranded despite generally being ridden very hard.

This version leans more towards street riding with 17" spoked wheels, less ground clearance, inverted forks and slightly modified bodywork for a more aggressive look. Since both bikes were built upon the same platform bolt-on conversions between the two are easy and very popular. The seat is an obvious example.Discussion in ' Thumpers ' started by GregXAug 8, Log in or Join. Adventure Rider. DR vs. GregXAug 8, I currently have a GS, but I'm pretty sure I'm going to be selling it.

I want a bike that's more nimble on the dirt roads and trails here in Colorado. I'm 5'8", 30" inseam, lbs and find the GS is just TOO big and heavy for me to feel like I'm having any fun while off-road - also, I'm an off-road newbie. I'm also pretty sure I'd end up getting a pure street bike of some kind to do the longer on-road-only tours. The typical ride I can envision wanting to do with one of these bikes would entail anywhere from 20 minutes to 2 hours on pavement getting to and coming back from spending anywhere from 1 to 6 hours riding dirt.

However, I can also see myself occasionally doing day camping trips with mixed road and dirt and even, a couple times a year, a week or two long mixed road and dirt tour off in some other state or even into Mexico. It seems like the DR would be better for the longer trips, but I'm a bit worried about giving up too much of the nimbleness I'm seeking vs. I think I'm leaning towards the DRZ, but wonder if anyone has any experience that they could share that's similar to what I want to do.

Joined: May 18, Oddometer: 91 Location: Minnesota.

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I've had a dr old, thrashed when I got it. I'd say DRZ, but that's just because I'm looking to add one this fall. Zephri likes this. You're doing enough pavement and distance that it would tip the balance towards the DR.

The DRZ is a great bike I own onebut you're asking a lot of it to do miles on the pavement, load it up with camping gear, etc.

It can be done on the DRZ, but the DR will shoulder the load more comfortably, cruise a lot less frantically on the highway, and still make you think you've died and gone to heaven in the dirt compared to the GS. NavahoAug 8, My reply to this same? The bike was unstable on and offroad, and the top speed was too slow. I tried everthing I could to fix the instability problem - tires, suspension, fork position, seating position etc.

I tried everything except a steering stabilizer, which I think would only help moderately. The top speed of my DRZ with the Dynojet kit was 85 mph with stock or smaller sprocket the difference is 2 mph.

At that speed the DRZ sounded like it was about to explode, and was annoyingly "buzzy". Even at 65 mph the DRZ felt buzzy, and unstable. The front and rear wheels tracked like they were connected by a wet noodle. I let other people ride the DRZ, and they all had the same complaints.

Maybe a DRZE or supermotard version is a little different. I haven't ridden either so I can't comment. The DRZ's suspension is pretty good and the lighter weight makes it a lot more manageable off road. Basically, the DRZ is a very heavy dirt bike that can take on any trail and is suitable for short runs on the street. Catch some air on the DRZ, and its weight becomes very noticeable dry.

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It just does not want to come off the ground, and when it does, it's not all that exciting. Fortunately, it handles the landings suprisingly well for such a heavy bike.As we all know, a bike that ticks all the boxes and is considered the perfect adventure bike is a mythical machine.

However, the DRZ does a pretty good job of ticking a good portion of those boxes and can be considered a pretty good adventure bike for riders who enjoy routes that lean more towards off-road riding.

drz 400 vs

This review is on the DRZ being ridden as an adventure bike with camping and fly fishing gear and predominately ridden over off-road terrain. Having a shallow five-speed gear cluster, the DRZ generally leans toward favouring either off-road or on-road riding. There is however a solution to this, a wide ratio gear set for the DRZ Two companies offer these wide ratio gear sets, ACT and Nova. The wide ratio gear set completely changes the bike and fixes what is the most commonly complained about aspect of the DRZ when the bike is used for adventure riding.

The stock seat is as comfortable as a plank of wood. A wide seat such as a Seat Concepts seat can be considered a must-do for anyone that wants to travel long distances or ride for long periods. Additionally, I added an Airhawk seat cushion. These things are great and make such a difference to any small cylinder bike that can be viby at kmph. The factory DRZE brakes are respectable but by no means outstanding. They serve the purpose of stopping the bike well however when the DRZ is used as an adventure bike and carries all that extra weight, the limitations of the small mm front brake rotor are exposed.

Upgrading the front brake rotor from a mm to a mm adds that extra bit of stopping power that makes braking more effective. Overall the bike generally handles well on the open road. Being only cc it lacks fistfuls of aggressive power however the DRZ has adequate horsepower to combat steep inclines, headwinds, overtake slow vehicles and be enjoyable to ride on the road. The DRZ shines in this area as it is a very capable off-road machine.

A mixture of good ground clearance, respectable suspension, adequate power and easy handling makes for an enjoyable bike to ride. It is a far cry from a lightweight enduro bike however Suzuki has never claimed it to be so.

It is just a solid, reliable and capable off-road machine. Some bikes lack aftermarket parts to kit them out as adventure bikes however the DRZ has a number of companies producing a wide range of aftermarket products to adequately set up a DRZ as an adventure bike. With many adventure bikes on the market weighing upwards of kg, the DRZ can be considered a fairly lightweight machine coming in at only kg curb weight.

Naturally adding adventure accessories and luggage increases this, however the overall weight still makes for an adventure bike that is fairly nimble in the technical terrain and can be easily picked up by a solo rider when you have one of those not so glamorous moments. The seat height is not necessarily the lowest you will find nor is it the highest. The good thing is, for the shorter riders like me who want to be able to sit on the bike with both feet touching, the DRZ can be easily lowered.

The best method to lower the DRZ and preserve suspension performance is having the suspension professionally lowered.Back when the Yamaha YZM project first hit the news, Suzuki had its own superthumper project going.

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We had heard the rumors and had talked to people who had made prototype pieces for the project bike, but Lump? Then Yamaha introduced the YZF and another shocker, the WRF, forcing Suzuki and other manufacturers to work that much harder on their own projects. The cc replacement for the DR slipped into oblivion as Suzuki revamped its effort and aimed it squarely at the WRF. Well, the wait is over! Suzuki not only unveiled its answer to the WRF, it unleashed three models on a four-stroke-hungry world?

Predicting that most folk would opt for the happy button, Suzuki built four DRZ-Es for every kickstart model. So, we ended up with an electric-start model for this initial test.

Honda XR 400 vs Suzuki DRZ 400 – Which is better?

However, the DRZ has four valves, not five, and there isn? The good news is that you don? Californians can only get red stickers for this competition thumper. Both DRZs have a huge stainless-steel muffler that is more choked off than European DRZs, but power is surprisingly linear in stock form. It even revs out fairly well. The DRZ is an effective mountain and woods machine in stock tune and should be left stock for use on public lands, but an aftermarket pipe is a must for more competitive applications.

Stock, the DRZ doesn? Ours being an electric-start model, it has a couple of differences from the non-E. The DRZ-E has a longer left crank to clear the starter clutch and larger charging system.

Also, the kick-start model has a hot-start button, and the E doesn? Suzuki left the kicker off of the E to save weight. The seat and tank junction is much flatter on the Suzuki, making it easier to slide forward for corners.

And steering is lighter on the Suzuki, so it feels like it? Even though our electric-start model is eight pounds heavier than the kick-start-only WRF, it feels 20 pounds lighter on the trail. Sure, the KTM is much lighter, but it also has better handlebar position. Both DRZs have a really rearward handlebar perch, which makes the pilot feel cramped and hinders moving forward for turns.

Also, the seat shape will give shorter riders fits on real technical trail. Once you start sliding back, it? The 49mm conventional fork picks up rain ruts, roots and rocks without transmitting the jolt to the rider, as does the Showa piggyback shock.

Malcolm couldn? However, the DRZ-E bottoms easily on big stuff? Damping is soft, as the fork springs are 0. Since both fork clickers have 18 clicks, total, compression adjustment is near the end of its range.We set out to find out.

Yes, figure skating and cage fighting are both sports and both produce a winner after all is said and done, but that is where their similarities quickly end. They are two very different machines but are designed to achieve the same result—fun—at the end of the day.

So we wanted to find out which bike can actually provide the most fun. The answer seems obvious at first—the KTM, of course. Both bikes fall into the dual-sport category but, as mentioned, they are two entirely different animals. One has a five-speed transmission, the other a six-speed. One has and the other One weighs well over pounds, the other barely hits pounds.

One relies on a carburetor for fueling, the other modern-day fuel injection. One has a suspension system that is nearly two decades old in design, the other about as modern as you can get. One is made in Japan, the other in Austria. However, as different as these motorcycles seem to be, they both share one thing in common—providing, as mentioned, fun. And that is, in our option, the number-one reason why we ride motorcycles, especially dual-sport bikes.

So, in this not-so-typical comparison, our objective was to compare the fun factor between these two bikes, not so much about which one does what better.

Most of us already know that the KTM is by far the superior motorcycle of the two in practically every category in terms of outright performance and is the bike you want to be on when it comes to covering the most amount of ground in the least amount of time. But does this mean the KTM is automatically tons more fun to ride than the Suzuki on your typical dual-sport outing?

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To do this, our plan was simple—to go riding. We swapped out the way-too-street-focused stock tires for something with a lot more knob but had to remain street-legal. Even though this tire is somewhat heavy in design, we still like it for its excellent all-around performance both on the street and dirt and its exceptional longevity.

We prefer having better grip and foot support than risk having numb feet, so the rubber blocks were tossed into the trashcan. Otherwise, we left both bikes box stock. Our daylong ride required a mixed bag of elements: pavement, dirt roads, single-track, technical trail, and anything else we could find in between.

These are all common meeting places for dual-sport buddies before the real fun stuff begins. But it can— legally—be ridden on the street, which is a very good thing. Advantage: Suzuki. So, for the DR-Z, this is a huge advantage over the EXC, and this could make the difference between having a good day or a bad day. Finally, we headed out.

After a quick stop for fuel and a few more miles of pavement and stoplights, we eventually got on the dirt and left the craziness of real life behind us. Ah, relief—dirt! Our first stop, and he was already ranting through his helmet about things like high-speed damping, clickers, spring rates, ergos, front-end push, power, throttle response, and anything else he could pick apart. In fact, I was expecting it because Rennie is a outstanding test rider.

We reminded him to forget about all that stuff this time and just ride. We came across our first challenging section—a relatively long rocky climb that would put the DR-Z to the test and even the KTM, as well as our own riding skills.

Next thing you know, Rennie was gone. We finally caught up to him at the top of the hill. He and the DR-Z did just fine, and they were waiting for us while enjoying the scenery.OK so at first glance a shootout test between these two motorcycles looks far from current news, given that the Honda first rolled off the production line way back in and the Suzuki some five years later in With the off-road market now completely dominated by shiny new metal from KTM and their recent acquisition Husqvarna, why would any potential buyer possibly be considering either of these bikes?

The answer is all about context. But riding off into the muddy trails and dirt tracks that cut through the dense forests of rural Cambodia, there are some very good reasons to consider the tried and trusted technology of the XR and the DRZ.

At Ride Expeditions we operate astounding motorcycle tours throughout some of the most beautiful landscape of Cambodia and beyond and the bikes we chose matters — we mean, really matters.

The latest enduro machinery might be technologically brilliant with enough power to win the world championship, but if it needs servicing every 20 hours and gets through engine oil almost as fast as petrol it simply will not pass muster. What we need is bulletproof machines that will put up all the abuse that we can throw at them without complaint.

The Honda is tough and super comfortable, like your favourite pair of Doc Martens. The seat is soft, the cockpit open and seat to foot-peg dimension is spot on. The XR is a highly dependable bike, from the motor to the running gear; it will not let you down. The XR is no longer made so everything is second-hand.

Parts are well priced and available globally. A fettled example with new plastics still cuts the mustard on the track or the trail. The mighty Honda delivers a sledgehammer of power if you give it the full handful, but will still do the delicate stuff with an unexpected lightness.

When Honda launched the XRR init joined a rich line of off-road models from the diminutive XR50 to the top of the range XR, itself one of the longest running unchanged production models in the history of motorcycling. As such it had much to live up to, and it did it well.

The bike was equally popular with everyone from hobby riders to pro-racers, and Honda shifted boatloads of the machine in the eight years it was in production, eventually shutting down the line in At its heart is a cc single overhead cam, four valve air-cooled four-stroke engine.

While we are talking weight, the XR comes in at a respectable kilos or lbs. But that same reliability has amassed the XR fans all over the world and the Honda continues to gain converts. Suzuki might have come to the cc trailie market later than Honda, but they came in strong with the DRZ, a model that continues to roll off the production lines some fifteen or so years later. European regulations may have led to its demise closer to home, but over much of the rest of the world, the humble DRZ continues to have legions of satisfied buyers, including the Australian Army.

OK so what do you get for your money? Well, the major difference to the XR is that the DRZ runs a cc liquid-cooled double overhead cam, four valve lump, making the motor sound all together more smooth and refined. You might think that this would make the bike heavier than the Honda and although it certainly looks more bulky, the early kick-start only version is actually 5lbs lighter at lbs, or kg. Thanks to the more modern design of the engine and the reduced tolerances that liquid cooling can allow, the DRZ puts out a healthy 40 BHP, six up on the XR.

Brakes are strong and forgiving for off-road use, but lack a certain bite at road speeds. As with all off-road Suzukis, the DRZ has armchair levels of comfort from the plush saddle — a must for long days in the trail. What is not so comfortable is lifting all that weight if you fall off. The motor requires less maintenance than a rock and is about as tough.Caledon is from the C class.

Fiji is from the Crown Colony class. Edinburgh is from the 1936 Town class. We're going to see a that a lot in the British DD line as well, since the vast majority of British destroyers had class names that were not the name of a ship.

It could very well be that Daring at T10 will be the only ship in the DD line that's the namesake of a class.

drz 400 vs

Technically, we're also seeing that with nearly every Soviet ship. The Soviets didn't name classes after one of the ships in the class. They named them after a project number. For example Gnevny was the first ship of her class, but the Soviets never called it the Gnevny class.

They called it Project 7. Tech tree could get the 1941 rebuild easily enough. HMS Duke of York or HMS Prince of Wales. Maybe HMS Glorious before she was converted to an aircraft carrier. Campbelltown is nice and all but it would be good to have a proper RN destroyer.

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Maybe a French Cruiser. Would like to see a German dd premium. Probably going to get the Hood and Alabama(duh). Maybe a RN DD.

Really going to depend on the future lines they unveil. Those could be used in such a line. We don't currently have a British heavy cruiser in game and Exeter is probably the most famous of those ships so would be a good choice to introduce them. Also 2017 is the 75th anniversary of the battles of the Java sea. So if WG wanted to do an event then, they could have a nice premium ship to release at the same time.

But I think with the Indy there's no point. There is always going to be overlap. The ship may be a different tier, or have some other characteristics that make it different.

Didn't she was the same as the Richelieu. I think the US refit of Richelieu would be better as a premium but as it's head of class and Dunkerque, already in the game (also head of class) it won't happen.

They won't put two of the last french BBs as premiums if they want to make a french BB line (they have the material). In term of unique flavor, Jean Bart would be the very same as stock Richelieu, that's why I don't understand it as a Premium choice. Richelieu all the way. That US AA refit. It will be god tier. Gascogne would've had two turrets like Richelieu and Jean Bart but with one facing forward and one facing aft.

The armor is rather weak already, why make it worse by showing more broadside to have the aft turret shoot. It's Graf Spee all over again.


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