Do-It-All DR-Z

TOOL BOX
Our bone-stock DR-Z awaits its fate. This
picture was taken just before we ripped
off the tank, pipe, carb, and brakes.
Do-It-All
DR-Z
AN AFFORDABLE
ADVENTURE TOURER
WOULDN’T IT BE GREAT IF
you had a bike you could commute to work on every day, a
bike to throw around in the dirt
on weekends, and a bike for touring? What if
you could get all three in the same motorcycle?
Starting with an ’04 Suzuki DR-Z400, that’s
what we set out to do.
The name of the game here is versatility, and
for that, it’s hard to beat a dual-sport bike. (Not
familiar with dual-sports? Check out our buyers
guide in the July issue.) We chose the DR-Z
because it has proven capabilities on and off the
street. It offers plenty of power, a narrow profile,
and more ground clearance and suspension travel
than we’re likely to need this side of a motocrosser. Our goal for the project was to take this light,
fun bike and make it better equipped for both
long-distance and off-road riding — in short, to
turn it into a sweet little adventure tourer.
If you followed the super street motard build
we covered last year (August and September),
then you know who we turned to for help with
this project. Once again, we’ve enlisted our
friends at Hudson Valley Motorcycles, where
Rich Alexander Jr. and crew are experienced at
building dual-sport bikes and supermotards.
We divided the project into two parts: Phase One
focuses on performance, while Phase Two is all
about comfort. For the first installment, we massaged the motor lightly with a Q2 muffler and
PowerBomb header from FMF Racing and a
Dynojet carb kit sourced from Moose Racing. We
also added a larger (3.9 gallon) tank from Clarke
Mfg. and upgraded the brakes with high-quality
lines, pads, and rotors from Galfer. Hudson Valley’s
ace wrench Jimmy Brockway took care of the work.
In the next installment, we’ll lower the suspension and add a number of comfort features,
including grips and hand guards, a gel seat,
luggage, and more. Then we’ll take it on the
road and test out our do-it-all DR-Z.
3
1
PROJECT BIKE
Here are the parts we’ll be installing in Phase One: a larger
tank, a jet kit and pipe, and upgraded brake components.
Next, he assembled the new needle according to the
instructions and checked for smooth slide movement
before installing the air box.
4
2
Using a nice clean workbench, Jimmy installed the DJ134
main jet in the carb, being careful not to disrupt the float
setting while working inside the bowl.
84 RoadBike August 2005
To remove the mixture-control screw plug, we punctured it
with a drill and pulled it out. We were lucky — the plug
grabbed the bit right away. If that hadn’t worked, we’d have
put a self-tapping screw in the hole and removed the plug
with pliers.
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9
5
The first step in installing the pipe was to hang
the head pipe on the engine. A ball-tip 6mm
Allen tool came in handy here.
Since the Clarke tank doesn’t include a gas cap
check valve, we added the Motocross Plus Vent
Cap. It has a one-way valve that keeps out water
and debris.
13
Because of the tall loop in the line, Jimmy used
a Mityvac hand pump with a brake bleeder to
remove all the air pockets from the fluid.
10
14
Finally, he installed the rear brake pad and hose,
followed by a bleeding and fresh fluid. Next
month, we’ll start with suspension mods. RB
6
Next, Jimmy slipped on the mid-pipe and
canister. Note: we had to shorten the mid-mount
bolt by about 5mm to keep it from driving into
the side of the pipe. (This isn’t mentioned in the
instructions.)
Jimmy then bolted the Galfer Wave rotor to the
front wheel with some blue Loctite, and torqued
the bolts to factory spec (7 ft-lbs.).
SOURCES
HUDSON VALLEY
MOTORCYCLES
86 Millwood Rd.
Dept. RB
Millwood, NY 10546
914/762-2722
7
Jimmy tightened the clamps, flange, and
canister hanger. He had to mount the canister
clamp to the rearmost mounting tab on the
frame, directly behind the point where the
factory system was bolted on.
11
Next, he routed and installed the Galfer front
brake hose. Note: there are upper and lower
fittings, but they’re not marked.
3.9-gallon tank $170
CLARKE MFG.
13388 Molalla Forest Rd.
Dept. RB
Molalla, OR 97038
503/829-2156
www.clarkemfg.com
PowerBomb Header
$219.99
Q2 Muffler $379.99
FMF RACING
18033 S. Santa Fe Ave.
Dept. RB
Rancho Dominguez, CA
90221
310/631-4363
www.fmfracing.com
Off-road brake line
(front) $70
Off-road brake line
(rear) $53
Kevlar brake pads
(front) $35.97
Sintered pads
(rear) $35.97
Wave brake disc
(front) $139
GALFER USA
310 Irving Dr., Dept. RB
Oxnard, CA 93030
800/685-6633
www.galferusa.com
Dynojet carb kit $59.95
MOOSE RACING USA
www.mooseracing.com
Vent Cap $14.95
MOTOCROSS PLUS
23605 SW 82nd Ave.
Dept. RB
Tualatin, OR 97062
503/638-3026
www.motocrossplus.net
8
While installing the 3.9-gallon Clarke tank,
Jimmy used the original fuel valve (without the
factory spacer) and rear seat mount spacers.
He also made sure to use the steel safety wire
strap that comes with the Clarke tank.
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12
After installing the front pads, he mounted the
caliper on the fork leg, cleaned the rotor with
brake cleaner, and reinstalled the wheel.
August 2005 RoadBike 85
PROJECT BIKE
Do-It-All
DR-Z
PART 2: SUSPENSION MODS
AND TOURING FEATURES
ONE BIKE FOR ALL
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Our willing subject (as if it had a choice): publisher Buzz’s
’04 DR-Z400. As you’ll see here, we’ve turned it into a
versatile little adventure tourer.
1
We’ve got lots of goodies for the DR-Z this month, including
Acerbis handguards, a Moose handlebar, clamp kit, grips,
and skid plate, KoubaLinks, and a Suzuki gel seat.
2
To bring out the inner pack mule in our DR-Z, we’re
adding Dirt-Bagz Ranger saddlebags and a Suzuki tail
rack and pack.
September 2005 RoadBike 79
2004 SUZUKI DR-Z400
needs — that was our
goal when we commandeered RoadBike publisher Buzz Kanter’s
brand-new ’04 Suzuki DR-Z400 and tricked it
out. We set out to create an affordable adventure
tourer/commuter that would take him from street
to dirt and beyond. All out of the goodness of
our hearts. Well, actually, we’re hoping to get
him out of the office more.
Working with the dual-sport pros at Hudson
Valley Motorcycle Sales in Millwood, New York,
we came up with a two-part plan for the bike.
For the first installment (see last month’s article),
we massaged the motor lightly with FMF
Racing’s Q2 muffler and PowerBomb header and
a Dynojet carb kit. We also added a 3.9-gallon
tank from Clarke Mfg. to cut down on gas stops.
Finally, we upgraded the brakes with some of the
best components in the business — Galfer offroad brake lines, Kevlar and sintered pads, and
Wave front rotor.
This time, we’ve added features to improve
rider comfort and make the bike more of a pack
mule. We started by installing the Moose Flex
Series handlebar with risers, which moves the
bars up and slightly back, and provides room for
us to raise the forks (see below). We also added
Acerbis Multiplo Touring handguards to keep
Buzz’s priceless digits protected from sharp,
pokey things in the woods.
Next up were the new Dirt-Bagz Ranger
saddlebags from Moto-Sport Panniers. Designed
specially for dual-sport and off-road bikes,
they’re light, tough, and very easy to attach and
remove. For a bit more storage space, we added
a rear luggage rack and rack bag from Suzuki
Genuine Accessories. The rack even comes with
a tool pouch.
Our last step was to get Buzz’s feet
closer to the ground. While installing
the rack, we also added a lower gel seat
from Suzuki. Moving on to the suspension, we lowered the bike front and rear.
First, we slid the forks up in the trees,
dropping the front by 1". Then we
installed KoubaLinks in the rear suspension, to take the place of the stock links.
This lowered the rear of the bike to
match the raised forks. Finally, since
we’d lost some ground clearance, we
added a Moose skid plate for protection.
How does Buzz like his new,
decked-out dual-sport? We’ll let the
man tell you himself.
3
After installing the Moose universal clamp kit,
Jimmy bolted on the partially assembled Flex
Series handlebar. The factory ignition switch is
held in place with a longer bolt on top of the
handlebar clamp.
4
Next, Jimmy drilled two holes for the factory
switchgear, using a center punch to keep the
drill from walking and ruining the bars’
anodized finish.
I
PROJECT DO-IT-ALL:
How Does It Stack Up
On & Off The Road?
’ve been a dedicated
street rider since the
early ’70s. I’ve ridden
well over a hundred thousand street miles, but
probably fewer than a thousand
off-road. After the DR-Z was treated
to this series of upgrades, I
became an even bigger fan of the
bike and a more enthusiastic offroad rider. My hat — or is it helmet? — is off to Suzuki for designing and building such a capable
and affordable motorcycle.
Once I got used to the high
(and hard) seat, it took very little
time to begin enjoying how easily
the bike zips along through woods
and over dirt trails. It’s even more
amazing how well it carves
through fast switchbacks on the
road. Light, responsive, and easy to ride, the DR-Z is a comfortable seat away from being a world-class adventure tourer.
I’m glad we lowered the bike without giving up any of the handling, but I’d prefer to drop it another inch or two, if possible. One unanticipated result of lowering the DR-Z is that it makes the bike lean much farther on its sidestand. So, at some point, I’m either going to
modify or replace the stand. The new exhaust pipe adds an improved note and helps the bike lose some weight — always a good thing in
my book. Meanwhile, the Galfer brake components are a world away from the stock setup. The response is strong and steady, with excellent feedback at the bars.
The skid plate and hand protectors are a must for off-road riding. They don’t weigh much, and they offer necessary protection. I’ve
removed the Dirt-Bagz for day rides, but left the mounting hardware on for quick reinstallation. The bags are bigger and lighter than I’d
expected, and they seem like they’ll hold plenty of gear for trips.
I’m told the new seat is more comfortable than the stock one, but that’s like saying you have to stuff your size 11 feet into a pair of
size 10 boots instead of size 9.5 — it might be an improvement, but it still isn’t going to cut it. And I’m going to have to decide what to do
about upgrading the tires. The stock ones are okay for street use, but they’re marginal in the dirt.
Overall, our goal was to take an affordable dual-sport bike and turn it into an adventure tourer without a lot of investment. I think the
DR-Z400 with these mods would be an excellent choice for most riders over 5'9". (The tall seat height might be an issue for shorter riders.) I look forward to riding this bike a lot — commuting to work, in the woods and on dirt with friends, and, who knows, maybe even on a
weekend overnight in the wild! — Buzz “Street Rider” Kanter
80 RoadBike September 2005
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5
He then transferred the remaining controls and
switchgear to the new bars, making final
adjustments.
6
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Last up for the controls are the Acerbis Multiplo
Touring handguards, which require a separate
mounting kit.
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7
Next, Jimmy installed the Dirt Bagz rack, using a
longer bolt for the muffler mounting point.
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8
The Suzuki tail rack and seat were installed
simultaneously, as they share a mounting point.
There are two more bolt points for the tail rack
on top of the rear fender.
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September 2005 RoadBike 81
9
The expandable tail pack just snaps in place —
presto, we have a trunk.
11
13
Next job was to lower the suspension, starting
up front. Supporting the bike on a milk crate,
Jimmy gently loosened the fork pinch bolts and
slid the fork tubes up 1", taking the
measurement at the factory scribe mark.
The KoubaLinks for the rear suspension use the
OEM link bushings, which are easily pressed out
of the stock links with a bench vise and sockets.
Jimmy pressed the bushings into the
KoubaLinks, using wood blocks to prevent
marring the finish.
10
Jimmy threw the Dirt-Bagz over the seat and
clipped them in place. Note: the metal panniers
aren’t load bearing; they simply keep the bags
away from moving parts on the bike.
14
12
To finish, he retorqued all the pinch bolts to
factory spec.
Installing the KoubaLinks required muscling the
bolts to 72.5 ft-lbs. The links lower the rear of
the bike to match the front.
We’re done! With these
simple modifications, our
DR-Z is ready for adventure.
15
Now that the bike’s closer to the ground, we
added this Moose skid plate to protect it.
SOURCES
Multi-Plo Touring Handguards $89.99
Mounting Kit $28.95
ACERBIS/SCOTT USA
PO Box 2030, Dept. RB
Sun Valley, ID 83353
800/659-1440
www.acerbis.com
16
However, the skid plate had to be clearanced for
the aftermarket exhaust pipe. Jim made easy
work of this with a small metal saw and a
sanding drum.
82 RoadBike September 2005
Ranger Saddle Bags $234.99
DIRT-BAGZ
by Moto-Sport Panniers
1153 Bergen Pkwy, Ste. M-219
Dept. RB
Evergreen, CO 80439
303/679-9316
www.dirt-bagz.com
HUDSON VALLEY
MOTORCYCLE SALES
86 Millwood Rd.
Dept. RB
Millwood, NY 10546
914/762-2722
Suzuki DR-Z400 KoubaLink $70
KOUBALINK
8660 Brookside Ln.
Dept. RB
Boise, ID 83714
208/939-3753
www.koubalink.com
XCR Competition Grips $7.95
Flex Series Handlebar $64.95
Universal Handlebar Clamp Kit
$44.95
Skid Plate $84.95
MOOSE RACING USA
www.mooseracing.com
DR-Z400 Low Seat $174.95
DR-Z400 Rack/Toolbox $144.95
DR Rack Bag $69.95
SUZUKI GENUINE ACCESSORIES
www.suzukicycles.com
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