Yes, I am buying a 2025 DRZ-4S! I put a deposit on one when my dealer opened for business Tuesday November 5th. I had already been in contact with the dealer back when videos started surfacing when the patent documents were discovered. I mentioned that a new DRZ might be coming and that I wanted to be on a waiting list. Since it was all "internet speculation" about a "possible" new DR-Z back in September and October of 2024, they were hesitant to believe that a new DR-Z might be around the corner, but they did agree to put my name at the top of a list they'd start.
i just bought the last 24 model pick it up in a couple of days , be a collectors item . dealership said they had no idea a new model was coming . id rather the older model just looking at the weight of the new model ,
Small size headlight means less chance of breaking it up on fall down.If it light up the night ride with glow it's perfectly okay for me, Looks stunning. Pretty different than what we are used tol....😊
Thank you for the video. It would have been great if Suzuki gave you one button that you can press to disable everything while riding. Also a wide ratio gearbox would have been a winner.
@DisableMe123 that would be a dealbreaker for me. Ruins the fun of the ride when you have to stick around to get your bike to work properly everytime you drop it or stall it, or literally just turn it off and on again.
My thought is that when stalling it, the mode should stay the same. I think the only time it would reset is if you turn off the key. I'm sure it's like that (reset when ignition switch (key) is turned off) is part of a "safety requirement" thing.
Main competition for the DR-Z4S will be the Honda CRF300 Rally and several 450cc light adventure bikes. Suzuki needs to provide a rally option or accessories to build one. A larger tank (4 gallon minimum) and some kind of fairing or windscreen. Glad to see they added the power outlet.
All my Suzukis have outlived the other bikes I’ve owned…. Not that the others died, I just wasn’t terribly fond of them so I sold them off after a few years. I do enjoy my KTM 450 EXC-F for more technical riding and plan to keep it for the foreseeable future.
This is the most thorough run down I've seen on this model - thanks for taking the time to put it all together! I've never owned the old model (though I did own a DR-Z250 for a while) so I don't have the same nostalgia for it as some others, but this looks like a decent enough upgrade to me. Yes, I would have preferred a 6 speed transmission along with everyone else, but I understand that would be a much larger undertaking for Suzuki vs reusing what they have sitting on the shelf. As for weight, I think a lot of it is in the exhaust with the two catalytic converters - replace that and the battery with a lithium and I reckon you could easily get close to 320~325lbs. And finally for those complaining that the upgrades aren't a bit jump over the old model - don't forget that the old model hasn't been sold for over 15 years in most of the world, so the fact that it isn't a big upgrade to you doesn't mean that it won't be for most people 😉 P.S. I kinda like the headlight, it has been growing on me the last few days.
Thanks for the positive comment. :-) Other video I've seen (last week) were basically an "announcement" video, which was good for the first few days. Now there's more videos popping up which are moto content creators that are late to the show, making a video to increase their watch hours, which don't have any more info that what we've already seen, basically regurgitating the specs. A lot of them are content creators that have never even owned a DRZ. As an 18 year DRZ owner, I noticed a few things in the release video and decided to put together this detailed video on my observations
Nice thorough review 👍🏻 I look forward to you receiving the new drz and your impressions. I have the triumph 400x and love it but this new drz will be replacing it if it promises what it offers. Subscribed,
Great video! I really appreciate the detailed analysis. Looking forward to hearing your impressions when you get your new bike. I’m likely to get an SM at some point, I’m mainly a street rider, but would love to do a little gravel road riding on one of these beauties!
Thanks! 👍 The SM seems to have a cult following just like the S does. When I first saw the DRZ at a motorcycle show back in early 2000, I never thought it would still be in production in 2024. I think that's a testament to how good of a relatively budget priced motorcycle it is.
The deal with the 5 speed is they could work with the current engine not a complete replacement this would push the price up a lot. The modes ABS and the like are required by some European authorities by law thus why the previous model has not been available for sale in several years. The price should be around 9,500 AUD claimed.
@@Simon-RucknRideAUD EXACTLY! And that’s what a lot of people don’t understand. It minimized the development time and costs. I like that the DRZ is a relatively slim bike compared to the two DR350s I had from 1994-2006 when I bought my DRZ. From what I can tell, the lower half of the frame is the same as the current DRZ.
@ the big weight issue can be solved by a complete exhaust pipe say acropov this may be on the Suzuki parts list. I will most likely purchase several as I run my own business
@Simon-RucknRideAUD rethinking about that, the modes and the RBW could be a possible (non mandatory) mean to meet the (mandatory) mow emissions requirements. I'm not sure but i could be like the emissions are measured on an average between the more conservative mode (less power, less CO2) and the more powerful one.
I sure do want to ride one, but I honestly don't think it could win me over from my 2020 DRZ. There's a lot of good to the new Deezer, so I hope it does well, but I just don't know if it's for me.
No rev counter? I used to own a DR250SH when I lived in Tokyo in the early '90s. A brilliant bike. No battery. Kickstart only. Very light, 29 bhp. Quick. I want a DR-Z4. I don't like the headlight and shroud, either. The yellow colour is essential. Very thorough review. Nick
The lack of a rev counter (tachometer) was sort of a downgrade from the previous Suzuki Dual Sport motorcycles - the DR250S and 350S, which were replaced by the current DR-Z
Can go even further into detail on the Suzuki website for the engine modifications. Seems they have moved some more power up top (new cams) but should have better low down running/ power due to the better control of the engine with an ecu and fuel injection. Once that CATS gone I would say it will make a bit more power than the current model and should drop 5-6kg off. As for the headlight i rather like it hopefully being that small it wont get destroyed by mates throwing rocks at it
Hard to say, since I've never ridden a 300L. I think the power (or lack thereof) of the 300L would annoy me compared to my current DRZ. I've watched a lot of videos on the 300L and Rally and the top two complaints are it's underpowered for highway riding and the suspension is mushy (too soft). Those two details made me rule out the CRF 300L / Rally. For as long as I've been riding my DRZ, I can't go a step backwards in power, although apparently the new DRZ has less HP than the current model. It's minimal enough, that I'm not concerned about it.
I have both bikes. The CRF is better on the highway. The DRZ rev's far to high. Needs that 6th gear. I also prefer the CRF in the dirt now that the suspension has been modified.
Installing an aftermarket tail tidy would involve new mounts for the signal lights. The old DR-Z mounts are not part of it. I agree the headlight is ugly, the upside down forks are great, the seat height is still a little high, the gauges are good and hopefully the gearbox ratios are widened. Hopefully the EFI map is easy and inexpensive to reflash when changing the exhaust. One last thing with the EFI and fly by wire throttle... my son's KLX 230 is EFI and it is very hard to feather the throttle for smooth trail riding. Its either on or off, no real consistent middle ground. I hope thats not the case with the new DR-Z
@@dfxdarrell6734 Very good observation. I missed that aspect of the subframe. It’s one thing I like about my current DRZ, a nice solid mount for the turn signals, which also results in a very compact rear fender eliminator kit, AKA “license plate mount”.
Nice summary man, only thing i'm not sure about is your view on suzukis research department and the ride modes, electronics etc....new generations are coming and target groups are changing with time, i think a lot of the old hardcore drz lovers have moved on and its time to make some new customers building on the existing tradition and reputation, but with some new stuff. I'm probably one of them. One question, did you get any information regarding the price when depositing? Even though i live in europe and prices aren't necessarily going to be the same, it would be nice to know if the price will stay similar to what it was until last year. Thanks for a great video!
I really don't have an opinion on the ride modes, ABS, etc. I do know that parts of the electronic wizardry was required so Suzuki could market the bike globally again. Certain markets require ABS. I really have no need for ride modes or traction control, especially on a bike this small (power-wise). I do my own "traction control" with the throttle and clutch. I really don't need an electronic system taking over my riding for me, but all the electronics aren't going to sway me from buying a DRZ. It's kind of silly that the Yamaha Tenere 700 only has ABS, yet Suzuki felt the need to outfit the DRZ will a whole suite of systems. The dealers don't have any pricing information yet. I am sure the price will be a lot higher than the 2024 DR-Z's US price of $7,199. It wouldn't surprise me to see it up near $8,000 US.
The thing I HATE about ride modes is that mfrs insist on resetting them every time you turn off the key. If I change the mode, I want it to stay that way forever, until I change it again. Fiddling with a bunch of buttons and menus should not be part of the startup procedure every time you want to stop and start again.
@ I agree. I had a T7 for a short time. People were annoyed that you had to disable ABS every time you restarted the bike, which can be annoying on a multi day trip in the dirt, like on a Backcountry Discovery Route style of trip.
So, it’s heavier, possibly slower, certainly different, power-wise. Same issue as old model: any way to reduce weight (doesn’t seem like it), and can you get more power with a pipe, jetting, and creatively carving up the air box? Obviously not. So, more power means a chip? A reflash? A fortune? The rest, to me, is fluff. I don’t need modes, a fuel gage, or a shift indicator. ABS may be helpful on pavement, but have lived this long without it. Basically, I would need to do all the mods my current bike has all over again, like nicer seat, conformal signals, 3x3, probably new bars, remove the rack, etc. at least I wouldn’t have to change the front fender. We shall see. Interested to hear what a rider says.
Looking at getting a 2nd bike for the dirt, but it will be ridden on tarmac a bit as well. Depending on how much money I decide to spend, the options are Honda CRF300L or a KTM EXC-F 300-500. On the CRF the suspension has to be fixed...actually powerful enough and the weight is ok at 134kg I think. The EXC-F is apart from the maintenance...more frequent oil changes...pretty much perfect when it comes to performance. So, where does the new Suzuki fit in there. Weight for pure off-road is definitely borderline heavy...151kg. Lack of a long 6th gear is gonna be a pain in the butt on tarmac, just getting on a boring road from A to B. I would prefer the CRF300L for that. The weight of the CRF is better too. I guess the suspension on the Suzuki is gonna be very good though. Preliminary verdict: Honda CRF300L wins...well, and the KTM EXC-F anyway...more power and 45kg lighter. The Suzuki with a 6th gear and >10kg lighter would be a killer...even with this ugly head light.
Between the two KTMs, the 350 or 500 EXC-F, I'd pick the 350. I test rode both at an event this past summer and the vibration of the 500 was horrible. That's exactly what annoyed me about the 2012 500 I had from 2012-2013, and one reason I sold it. The 350 had far less vibration and wasn't nearly as annoying to ride.
@@DualSportDoug , very interesting. Cheers for your feedback. My brother has the EXC-F 500...and loves it. However, he doesn't have a reference, as he's never tried the 350. I just rode his 500 once, but there's so much going on that there's no chance detecting that.
I have both the 500 and 350. Both are amazing machines. High maintenance, sure, but no comparison in performance. Do 99% of the people that ride need that performance, heck no. The 350 is great with no extra weigh on it, motor revs to the moon, but when you get on the 500, the low end power is crazy, you can be very lazy where you really have to work the 350 keeping the revs up. If you are camping with a ton of gear, no comparison, 500 wins hands down. Now I am 6’4, 240 lbs, so that has a lot to do with it. Totally empty single tracking, I’d take the 350 all day. Multi day rides with bags, 500. We did just 10 days across NM, and 500 performed flawless, T7 and BMW in the group had many issues. I was hoping the DR could be a possible new bike in the stable, but no 6th gear is a deal breaker. Oh and the comment on the maintenance, on a 1250 mile ride, I dropped the oil at 600 miles, left the filters in and had zero issues, took 10 minutes going through a town along the trail at a auto parts store. At the end of the ride back home pulled filters, cleaned screens, and dropped the oil. Oil was still clean and filters looked fine. The 15 hour oil changes are for people racing the bike. I easily double/triple that with no fear.
@@hitmanhite8958 , really appreciate your feedback, very interesting...cheers. Any differences in the wear between them? I'd expect the 350 revving quite a bit more is harder on the gear.
Great video and great break down of the 400. I sometimes wonder who is in Suzuki's design team. That head light looks hideous. Of course I felt the same way when the came out with a yellow Dl 1000 V-strom😂😂 with a beak. I don't know why but Sesame Street Big bird and such go through my mind 😅. Suzuki unfortunately doesn't seem to be in touch with their customers request. It was really simple. 6th gear, fuel injection, and a updated dashboard for fuel gauge and gear indicators and such. I understand such things as ABS brakes in order to be road compliant in some countries and the different road modes is a nice touch but, if they were still only making it a 5 speed they should have changed 1st gear and made it more dirt friendly for slower stuff and made 5th gear a little taller. Many of us like to at least be able to keep up with traffic especially if the speed limit is 70 and yes I get it. It isn't a HWY bike but if it is all you can afford then you at least want to be able to keep up with traffic that is doing 10 miles over the speed limit without your hands and feet tingling especially for those of us doing long distances adventure rides.
First gear never worked well for the trail riding. I regeared my current DRZ to 14/47, which was the same as the non dual sport DRZ back when that model was still sold in the US. That gearing was horrible for highway pavement stretches. The poor engine was screaming anything faster than 55mph, so I generally kept it at 50. Last year I decided to put the DRZ back to stock gearing at 15/44 and not trail ride with it anymore since my KTM is much more manageable on trails since it’s lighter weight.
I found the problem in the video and fixed it. Hard to say if the DR650 will get similar upgrades. My gut feeling is "no". Compare it to the XR650L, which has remain unchanged since the 90s. Doing any changes to the DR650 will likely make it heavier too.
It has a taller seat height than the outgoing model. It's 935mm (36.8"). I will probably be annoyed with that tall of a seat height. I am 5'9". Back in the early 2000s, I looked at the DRZ a lot before buying one in 2006. I always thought they were tall back then (35.2" / 895mm)
@@DualSportDougSuzuki's product page is currently contradictory as of 11/12/24. Features indicate seat height at 36.8". While dimensions indicate 36.2". If that is true (dimensions) the low seat option would bring it down to 35".
For my type of riding, it's a better choice than a cramped feeling KLX. I sat on one and didn't like the ergonomics. I think the power (or lack thereof) on the KLX 300 would annoy me as well compared to my current DRZ. The maintenance intervals will be far less than the CRF450RL. The CRF is essentially a more race oriented engine, whereas the DR-Z will go many thousands of miles. I have 22k miles on my 2002 DRZ. It still runs flawless and hasn't been rebuilt. It even survived a swim in a river a few years ago. The CRF450L/RL isn't a consideration for me because I also have a KTM 450 EXC-F. At the time I bought the KTM, I considered the CRF, but they are heavy. At the price point they were, I saw no point in spending that much on a bike that was nearly as heavy as my DR-Z, so I went with the KTM instead.
@ I had a 2018 DRZ, now have xc300 which is great almost like cheating at Moab or Taylor Park Colorado but now that the DRz has fuel injection I kind of miss being able to get on the highway yet living in Oklahoma. The carburetor was fine but was horrible in the mountains.
It seems like going backward to have a 15Lb increase in weight and less power. A 6 speed is not necessary if they increased the transmission to a wider ratio. Rider modes seem a little over the top for this bike, and ABS is virtually useless on an off-road bike. The one thing that I wish for on my current DRZ400 would be an accurate speedometer.
My speedo is inaccurate as well. It's odd that the adjustment (calibration factor) of the current DRZ only tweaks the accuracy of the odometer and not the speedometer. I didn't know this until a few years ago. ABS was a required addition to the bike could be sold in the global market once again. It hasn't been available in some countries for quite a few years.
@@DualSportDougyep, that’s the only thing that makes any updates to the DRZ make any financial sense. We N. Americans need to remember this is a global market, we’re practically a rounding error on the world motorcycle market balance sheet.
Seat seems is like a straight plank of wood , like a motocrosser , hope they they have a adventure version with a larger tank where you sit in the bike.
concerned about price in europe...crf300l is 6400eu and needs immediate suspension upgrade wich is above 1000eu and it is nothing but trouble in eu and you need to make everything legal ,I'm bigger guy and suspension on honda is useless and this will get me clise to 8000eu and it would still be underpowered, if the rumours are right that it would be above 9000eu it is a miss,it won't sell...you can get ktm690 even tenere wich is not dual sport but nevertheless standard model is 10500eu so if price is anywhere above 8500eu it is disappointing
@ the current DRZ at least gives you the option to fit a kickstarter at a not so ridiculous price, I think the problem is more to do with the electronics don’t work with a low voltage, so if the battery is flat, no electronics, at least with a carb and kickstarter you can get the engine running.
i made mine kick start only and reduced some weight but the problem is i have auto decompression camshafts but i run high compression and its a bit pain to start some times.
@@DualSportDoug yeah abs is like additional 5kg, but crf300 also does have it, while lacking aluminum subframe. CRL has only 1 radiator which is 2kg with coolant easily
@@jimtitt3571 38hp and 147kg still would fit in A2 license, it is a silly excuse they could just add 5mm steel plate under the engine for "protection" and keep weight sane.
Not familiar with ‘dual sport competition events’. Why would you want to enter a dual sport bike in one of these events instead of an enduro bike? Cant imagine these events would be long enough that they would warrant an oil change or valve check mid event. Wouldnt Enduros be better performers in all other aspects, and therefor a better choice?
@@Weltbummler23 A “dual sport” event isn’t a competitive event, it’s a self guided tour of backroads following a given route. motorcycles need to be street legal and street licensed, since the events are on public roads. They are one day routes that cover up to about 130 miles. I believe Suzuki invented the term “dual sport” back in the 90s when they came out with the DR350.
@ In the US, the term “enduro motorcycle” refers to an off road motorcycle that has a head light and tail light, but no “street legal” equipment such as brake light, high/low beam, horn, or brake light switch.
@ in the US theres 1) offroad bikes ‘ohv only’, typically dirt bikes, motocross. These bikes typically have competition motors with service intervals measured in hours. Then theres 2) enduros which are essentially lighted dirtbikes (often plated), for connecting trails (ktm exc, wr450f, beta RS), these still have competition motors, with service intervals measured in hours, are very lightweight (
Thanks for the well detailed reply. I agree with your info. My KTM is more competition oriented and actually has top end rebuild hours listed in the manual if I recall correctly. I don’t ride it on many all day, easy forest service road style rides because it’s not that comfortable for that type of easy riding. It shines on trail rides though, so that’s where I prefer to ride it. In the area I’m located at in the US, the Pacific Northwest, people involved in the “dual sport” or “ADV” riding communities rarely (if ever) use the term “enduro” to describe a motorcycle. In the PNW, We use the term “dual sport” to describe a smaller, off-highway but street legal motorcycle, even if the manufacturer lists it as an enduro but street legal, like KTM does. In general, that’s what the terminology used in the PNW is, even though my KTM 450 EXC-F is listed under the “enduro” heading on KTMs website, even though it’s street legal. I guess KTM doesn’t recognize (or use ) the term Dual Sport, which has been around since the 90s, in their bike classifications, which appears to hold true for some other Non Japanese manufacturers as well. The Big Three, Suzuki, Kawasaki and Yamaha still use the term dual sport to classify their smaller off highway, street legal motorcycles. They also don’t use the term “enduro” to classify any of their off-road / off highway motorcycles, so basically that’s why, at least up here in the PNW, “enduro” isn’t used to classify a street legal off highway oriented motorcycle…. We call them either ADV (short for ADVENTURE) or Dual Sport. I’m essentially trying to point out that different countries, different regions within a country , etc., don’t always use the same term to describe something. Even different motorcycle manufacturers use different terms, such is the case with KTM not even using the term “dual sport.”
Yeah it sucks... under 40PS and they added traction control and ride modes.... why?.... It's so unnecessary and just makes this more expensive. Just add the bare minimun required to make it onto the market. Simpler is always better. My damn Tracer 700 has 73PS and no TC and no rider modes. It's just not needed for these low powered bikes.
@ yep. Fuel injection would be just for altitude and better fuel management. But the rest of that? Good god. Just give me plain old round gauges. That display immediately reminded me of a 1982 Yamaha 920 Virago though admittedly this is probably more functional.
@@gtcam723 I bet 2026 version will have TFT with phone connectivity and integrated google gps navigation... lololol For Europe they would just need EFI, ABS and low enough CO2 emission realised with a cat and with such a low powered bike it shouldn't be a problem. Carburetted bikes are sadly no option anymore since EURO 5+ emission standards are out. I found carburetted bikes have the smoothest throttle control. Better than this on off electrically controlled throttle.
It's a shame that this bike has a three-speed gearbox. In fact, there is no first gear short enough for difficult off-road situations and there is no fifth gear long enough for the highway... 5 - 2 = 3 🤦
I agree. I regeared my current DRZ to 14/47, which is perfect for trail riding. 1st gear makes it tractor-like, but then it's really bad for freeway rides (faster than 50 mph). I gave up trail riding with the DRZ this year and went back to 15/44 to make pavement riding more tolerable.
I agree. A 5 speed is a huge letdown. No idea why they opted for a 5 speed on the DRZ to begin with considering the DR-350 had a 6 speed. I had two DR-350SEs prior to my DRZ. I STILL try to shift into 6th gear multiple times a day when riding. That problem was minimized after switching from trail gearing (14/47) back to stock gearing (15/44) for the 2024 riding season. I only ride the DRZ on forest service roads now, and not single track, so I was fine going back to stock gearing.
@@DualSportDoug They just took the gearing from the DRZ E, a motocross bike and used it for the DRZ S. For a motocross setup one actually prefers the 5 speed with very little spread between the gears
2 horses down, 2 Nm down, pegs welded to the frame (on offroad bike 😀 ), weight 7kg up, 5 speed gearbox (but this can be sometimes advantage in fact based on gearing). They hit it right with VStrom 800DE. With this one they attempt something out of nostalgia, but result is not exactly improvement over older version. As I see that side cover on engine from right.....take a look on Kove MX machine with 450 engine or their 450 Rally EX, that cover looks same, but Kove is getting from that 450ccm 1 cylinder 47,7kW
Proper exhaust and a flash will put the power and weight over the previous gen drz400 instantly and people will have the fuel injected DRZ400 they've always wanted. Folks crying about the specs just don't really get it.
It's not two horses down - it is up 4. Everyone keeps quoting the Dr.Z E model with hot cams and FCR carb from the factory that makes 39hp - which are rare in the wild.
my wr250r faster than this and suzuki never listened customer who want 150kg 38 hp offroad bike 92cm seat hight? at least they should make 48hp and 86 87sewt heat should be perfect but for rhia model sorry for your money in year 2024
Yamaha doesn’t make a dual sport motorcycle in this class. My last three Suzukis have been trouble free, including the current DRZ I’ve owned since 2006.
Yes, I am buying a 2025 DRZ-4S!
I put a deposit on one when my dealer opened for business Tuesday November 5th. I had already been in contact with the dealer back when videos started surfacing when the patent documents were discovered. I mentioned that a new DRZ might be coming and that I wanted to be on a waiting list. Since it was all "internet speculation" about a "possible" new DR-Z back in September and October of 2024, they were hesitant to believe that a new DR-Z might be around the corner, but they did agree to put my name at the top of a list they'd start.
What is the price is that listed yet - looking forward to it.
@@mt1885 No idea on the price yet. Suzuki hasn’t announced a price.
i just bought the last 24 model pick it up in a couple of days , be a collectors item . dealership said they had no idea a new model was coming . id rather the older model just looking at the weight of the new model ,
Fully agree on the headlamp !! What the hell is that ? So wrong for this bike, the aftermarket manufacturers will be rubbing their hands with joy 😮
I hope the aftermarket comes out with something more appealing looking.
@ the Chinese won’t let us down 😁
Small size headlight means less chance of breaking it up on fall down.If it light up the night ride with glow it's perfectly okay for me, Looks stunning. Pretty different than what we are used tol....😊
I'd rather install some Baja Designs anyways if possible to light up the road entirely 🤣
they had to ruin something...
Thank you for the video. It would have been great if Suzuki gave you one button that you can press to disable everything while riding. Also a wide ratio gearbox would have been a winner.
Does it have a close ratio gearbox?
Suzuki hasn't published the gear ratios, so we don't know if they changed or not.
Love the breakdown. The clincher for me will be if the abs and TC stay off when the bike stalls or is turned off and on again
It does not…there was a German video where the Suzuki guy answered: turns on because of security reasons. (Load of bullcrap)
@DisableMe123 that would be a dealbreaker for me. Ruins the fun of the ride when you have to stick around to get your bike to work properly everytime you drop it or stall it, or literally just turn it off and on again.
My thought is that when stalling it, the mode should stay the same. I think the only time it would reset is if you turn off the key. I'm sure it's like that (reset when ignition switch (key) is turned off) is part of a "safety requirement" thing.
@DualSportDoug yea not a fan of that but I get they need to do it for silly regulations.
Main competition for the DR-Z4S will be the Honda CRF300 Rally and several 450cc light adventure bikes. Suzuki needs to provide a rally option or accessories to build one. A larger tank (4 gallon minimum) and some kind of fairing or windscreen. Glad to see they added the power outlet.
Really depends on what market you’re in. DRZ’s have always been best as a blank canvas to customize for your individual use case.
The Aftermarket will take care of that hopefully.
Yes, you deserve a new bike. Being a die-hard Suzuki guy, treat yourself.
All my Suzukis have outlived the other bikes I’ve owned…. Not that the others died, I just wasn’t terribly fond of them so I sold them off after a few years. I do enjoy my KTM 450 EXC-F for more technical riding and plan to keep it for the foreseeable future.
Remember the 1997 DR350SE that I bought from your shop that was on consignment?
This is the most thorough run down I've seen on this model - thanks for taking the time to put it all together!
I've never owned the old model (though I did own a DR-Z250 for a while) so I don't have the same nostalgia for it as some others, but this looks like a decent enough upgrade to me. Yes, I would have preferred a 6 speed transmission along with everyone else, but I understand that would be a much larger undertaking for Suzuki vs reusing what they have sitting on the shelf. As for weight, I think a lot of it is in the exhaust with the two catalytic converters - replace that and the battery with a lithium and I reckon you could easily get close to 320~325lbs.
And finally for those complaining that the upgrades aren't a bit jump over the old model - don't forget that the old model hasn't been sold for over 15 years in most of the world, so the fact that it isn't a big upgrade to you doesn't mean that it won't be for most people 😉
P.S. I kinda like the headlight, it has been growing on me the last few days.
Thanks for the positive comment. :-)
Other video I've seen (last week) were basically an "announcement" video, which was good for the first few days. Now there's more videos popping up which are moto content creators that are late to the show, making a video to increase their watch hours, which don't have any more info that what we've already seen, basically regurgitating the specs. A lot of them are content creators that have never even owned a DRZ. As an 18 year DRZ owner, I noticed a few things in the release video and decided to put together this detailed video on my observations
Nice thorough review 👍🏻 I look forward to you receiving the new drz and your impressions.
I have the triumph 400x and love it but this new drz will be replacing it if it promises what it offers.
Subscribed,
Thanks! 👍 I hope the new DR-Z models arrive before my riding season starts next April.
Thanks for the great in-depth video. Did you happen to make out a regulator/rectifier? I didn't see one.
@@MrTmax74 I totally forgot to look for that. I will look for it on a new photo I found yesterday.
Great video! I really appreciate the detailed analysis. Looking forward to hearing your impressions when you get your new bike. I’m likely to get an SM at some point, I’m mainly a street rider, but would love to do a little gravel road riding on one of these beauties!
Thanks! 👍 The SM seems to have a cult following just like the S does. When I first saw the DRZ at a motorcycle show back in early 2000, I never thought it would still be in production in 2024. I think that's a testament to how good of a relatively budget priced motorcycle it is.
The deal with the 5 speed is they could work with the current engine not a complete replacement this would push the price up a lot. The modes ABS and the like are required by some European authorities by law thus why the previous model has not been available for sale in several years. The price should be around 9,500 AUD claimed.
@@Simon-RucknRideAUD EXACTLY! And that’s what a lot of people don’t understand. It minimized the development time and costs. I like that the DRZ is a relatively slim bike compared to the two DR350s I had from 1994-2006 when I bought my DRZ. From what I can tell, the lower half of the frame is the same as the current DRZ.
@ the big weight issue can be solved by a complete exhaust pipe say acropov this may be on the Suzuki parts list. I will most likely purchase several as I run my own business
The modes are not required by EU regulation, only ABS is mandatory.
@@francescoporcari8597 I knew it was something
@Simon-RucknRideAUD rethinking about that, the modes and the RBW could be a possible (non mandatory) mean to meet the (mandatory) mow emissions requirements.
I'm not sure but i could be like the emissions are measured on an average between the more conservative mode (less power, less CO2) and the more powerful one.
I sure do want to ride one, but I honestly don't think it could win me over from my 2020 DRZ.
There's a lot of good to the new Deezer, so I hope it does well, but I just don't know if it's for me.
No rev counter? I used to own a DR250SH when I lived in Tokyo in the early '90s. A brilliant bike. No battery. Kickstart only. Very light, 29 bhp. Quick. I want a DR-Z4. I don't like the headlight and shroud, either. The yellow colour is essential.
Very thorough review. Nick
The lack of a rev counter (tachometer) was sort of a downgrade from the previous Suzuki Dual Sport motorcycles - the DR250S and 350S, which were replaced by the current DR-Z
Can go even further into detail on the Suzuki website for the engine modifications. Seems they have moved some more power up top (new cams) but should have better low down running/ power due to the better control of the engine with an ecu and fuel injection. Once that CATS gone I would say it will make a bit more power than the current model and should drop 5-6kg off. As for the headlight i rather like it hopefully being that small it wont get destroyed by mates throwing rocks at it
I am excited to get one and compare it to my current DRZ that I've had for 18 years
Thanks for the deep dive, good info. Is the DRZ much different than the CRF-300L on the highway, other than having more power?
Hard to say, since I've never ridden a 300L. I think the power (or lack thereof) of the 300L would annoy me compared to my current DRZ. I've watched a lot of videos on the 300L and Rally and the top two complaints are it's underpowered for highway riding and the suspension is mushy (too soft). Those two details made me rule out the CRF 300L / Rally.
For as long as I've been riding my DRZ, I can't go a step backwards in power, although apparently the new DRZ has less HP than the current model. It's minimal enough, that I'm not concerned about it.
I have both bikes. The CRF is better on the highway. The DRZ rev's far to high. Needs that 6th gear. I also prefer the CRF in the dirt now that the suspension has been modified.
@@nathanf1934 Thanks for the info.
Installing an aftermarket tail tidy would involve new mounts for the signal lights. The old DR-Z mounts are not part of it. I agree the headlight is ugly, the upside down forks are great, the seat height is still a little high, the gauges are good and hopefully the gearbox ratios are widened. Hopefully the EFI map is easy and inexpensive to reflash when changing the exhaust. One last thing with the EFI and fly by wire throttle... my son's KLX 230 is EFI and it is very hard to feather the throttle for smooth trail riding. Its either on or off, no real consistent middle ground. I hope thats not the case with the new DR-Z
@@dfxdarrell6734 Very good observation. I missed that aspect of the subframe. It’s one thing I like about my current DRZ, a nice solid mount for the turn signals, which also results in a very compact rear fender eliminator kit, AKA “license plate mount”.
Nice summary man, only thing i'm not sure about is your view on suzukis research department and the ride modes, electronics etc....new generations are coming and target groups are changing with time, i think a lot of the old hardcore drz lovers have moved on and its time to make some new customers building on the existing tradition and reputation, but with some new stuff. I'm probably one of them.
One question, did you get any information regarding the price when depositing? Even though i live in europe and prices aren't necessarily going to be the same, it would be nice to know if the price will stay similar to what it was until last year. Thanks for a great video!
I really don't have an opinion on the ride modes, ABS, etc. I do know that parts of the electronic wizardry was required so Suzuki could market the bike globally again. Certain markets require ABS.
I really have no need for ride modes or traction control, especially on a bike this small (power-wise). I do my own "traction control" with the throttle and clutch. I really don't need an electronic system taking over my riding for me, but all the electronics aren't going to sway me from buying a DRZ. It's kind of silly that the Yamaha Tenere 700 only has ABS, yet Suzuki felt the need to outfit the DRZ will a whole suite of systems.
The dealers don't have any pricing information yet. I am sure the price will be a lot higher than the 2024 DR-Z's US price of $7,199.
It wouldn't surprise me to see it up near $8,000 US.
The thing I HATE about ride modes is that mfrs insist on resetting them every time you turn off the key. If I change the mode, I want it to stay that way forever, until I change it again. Fiddling with a bunch of buttons and menus should not be part of the startup procedure every time you want to stop and start again.
@ I agree. I had a T7 for a short time. People were annoyed that you had to disable ABS every time you restarted the bike, which can be annoying on a multi day trip in the dirt, like on a Backcountry Discovery Route style of trip.
So, it’s heavier, possibly slower, certainly different, power-wise. Same issue as old model: any way to reduce weight (doesn’t seem like it), and can you get more power with a pipe, jetting, and creatively carving up the air box? Obviously not. So, more power means a chip? A reflash? A fortune? The rest, to me, is fluff. I don’t need modes, a fuel gage, or a shift indicator. ABS may be helpful on pavement, but have lived this long without it. Basically, I would need to do all the mods my current bike has all over again, like nicer seat, conformal signals, 3x3, probably new bars, remove the rack, etc. at least I wouldn’t have to change the front fender. We shall see. Interested to hear what a rider says.
Just buy a 690 KTM Enduro
@ no thanks. Maybe a beta.
05:36 On the Suzuki website there is an aftermarket optional accessories aluminum skid plate.
I saw that as well
Looking at getting a 2nd bike for the dirt, but it will be ridden on tarmac a bit as well. Depending on how much money I decide to spend, the options are Honda CRF300L or a KTM EXC-F 300-500. On the CRF the suspension has to be fixed...actually powerful enough and the weight is ok at 134kg I think. The EXC-F is apart from the maintenance...more frequent oil changes...pretty much perfect when it comes to performance. So, where does the new Suzuki fit in there. Weight for pure off-road is definitely borderline heavy...151kg. Lack of a long 6th gear is gonna be a pain in the butt on tarmac, just getting on a boring road from A to B. I would prefer the CRF300L for that. The weight of the CRF is better too. I guess the suspension on the Suzuki is gonna be very good though. Preliminary verdict: Honda CRF300L wins...well, and the KTM EXC-F anyway...more power and 45kg lighter. The Suzuki with a 6th gear and >10kg lighter would be a killer...even with this ugly head light.
Between the two KTMs, the 350 or 500 EXC-F, I'd pick the 350. I test rode both at an event this past summer and the vibration of the 500 was horrible. That's exactly what annoyed me about the 2012 500 I had from 2012-2013, and one reason I sold it. The 350 had far less vibration and wasn't nearly as annoying to ride.
@@DualSportDoug , very interesting. Cheers for your feedback. My brother has the EXC-F 500...and loves it. However, he doesn't have a reference, as he's never tried the 350. I just rode his 500 once, but there's so much going on that there's no chance detecting that.
I have both the 500 and 350. Both are amazing machines. High maintenance, sure, but no comparison in performance. Do 99% of the people that ride need that performance, heck no. The 350 is great with no extra weigh on it, motor revs to the moon, but when you get on the 500, the low end power is crazy, you can be very lazy where you really have to work the 350 keeping the revs up. If you are camping with a ton of gear, no comparison, 500 wins hands down. Now I am 6’4, 240 lbs, so that has a lot to do with it. Totally empty single tracking, I’d take the 350 all day. Multi day rides with bags, 500. We did just 10 days across NM, and 500 performed flawless, T7 and BMW in the group had many issues. I was hoping the DR could be a possible new bike in the stable, but no 6th gear is a deal breaker. Oh and the comment on the maintenance, on a 1250 mile ride, I dropped the oil at 600 miles, left the filters in and had zero issues, took 10 minutes going through a town along the trail at a auto parts store. At the end of the ride back home pulled filters, cleaned screens, and dropped the oil. Oil was still clean and filters looked fine. The 15 hour oil changes are for people racing the bike. I easily double/triple that with no fear.
@@hitmanhite8958 , really appreciate your feedback, very interesting...cheers. Any differences in the wear between them? I'd expect the 350 revving quite a bit more is harder on the gear.
Great video and great break down of the 400. I sometimes wonder who is in Suzuki's
design team. That head light looks hideous. Of course I felt the same way when the came out with a yellow Dl 1000 V-strom😂😂 with a beak. I don't know why but Sesame Street Big bird and such go through my mind 😅. Suzuki unfortunately doesn't seem to be in touch with their customers request. It was really simple. 6th gear, fuel injection, and a updated dashboard for fuel gauge and gear indicators and such. I understand such things as ABS brakes in order to be road compliant in some countries and the different road modes is a nice touch but, if they were still only making it a 5 speed they should have changed 1st gear and made it more dirt friendly for slower stuff and made 5th gear a little taller. Many of us like to at least be able to keep up with traffic especially if the speed limit is 70 and yes I get it. It isn't a HWY bike but if it is all you can afford then you at least want to be able to keep up with traffic that is doing 10 miles over the speed limit without your hands and feet tingling especially for those of us doing long distances adventure rides.
First gear never worked well for the trail riding. I regeared my current DRZ to 14/47, which was the same as the non dual sport DRZ back when that model was still sold in the US. That gearing was horrible for highway pavement stretches. The poor engine was screaming anything faster than 55mph, so I generally kept it at 50. Last year I decided to put the DRZ back to stock gearing at 15/44 and not trail ride with it anymore since my KTM is much more manageable on trails since it’s lighter weight.
I just bought a kawasaki klx230 sm and its almost exactly the same exept for engine size.
Gear selector lever is on the left next to the stator cover, brake is on the right. I wonder if the 650 will get the same upgrades.
@@berryae74 did I describe something wrong in the video?
I found the problem in the video and fixed it. Hard to say if the DR650 will get similar upgrades. My gut feeling is "no". Compare it to the XR650L, which has remain unchanged since the 90s. Doing any changes to the DR650 will likely make it heavier too.
If the price matches the rumor - between 8000 and 9000 euros in Europe - it won't sell.
I have the same concerns for pricing in the US.
wow, that's expensive
@ The price hasn’t been announced yet.
Shouldn’t be much more than 6k in my opinion ? Let’s see
It's got to be similar price to crf@@RobSoap-i7t
I will buy one for learning wheelies... lol
@@majormassenspektrometer S or SM?
Thank you! How bad the hight of it? I'm about 1.73m will it even be possible to ride it confidently?
It has a taller seat height than the outgoing model. It's 935mm (36.8"). I will probably be annoyed with that tall of a seat height. I am 5'9". Back in the early 2000s, I looked at the DRZ a lot before buying one in 2006. I always thought they were tall back then (35.2" / 895mm)
@@DualSportDougSuzuki's product page is currently contradictory as of 11/12/24. Features indicate seat height at 36.8". While dimensions indicate 36.2". If that is true (dimensions) the low seat option would bring it down to 35".
@kylel5752 I remember seeing the same contradictions on the seat height when I saw the information on 11/5/24.
Any idea when this will come out?
Summer of 2025 is all I've read so far
My man is gang stalking this bike.
will this be the choice over the klx300 and crf450?
For my type of riding, it's a better choice than a cramped feeling KLX. I sat on one and didn't like the ergonomics. I think the power (or lack thereof) on the KLX 300 would annoy me as well compared to my current DRZ.
The maintenance intervals will be far less than the CRF450RL. The CRF is essentially a more race oriented engine, whereas the DR-Z will go many thousands of miles. I have 22k miles on my 2002 DRZ. It still runs flawless and hasn't been rebuilt. It even survived a swim in a river a few years ago.
The CRF450L/RL isn't a consideration for me because I also have a KTM 450 EXC-F. At the time I bought the KTM, I considered the CRF, but they are heavy. At the price point they were, I saw no point in spending that much on a bike that was nearly as heavy as my DR-Z, so I went with the KTM instead.
KLX 300 will probably be lighter at 137kg bet this will be 150kg.
NO not even close
The lcd display tells me that this bike is going to be affordable
@@johnkerr2438 I really hope so. If it’s more than $8k US, I probably won’t buy it.
At 4:25 you see trip A at 35 miles and the gas gauge down 1/5 of the tank… that’s less than 1/2 gal consumption!
@@stevensee4755 Very good observation, thanks for pointing that out. I didn’t catch that detail when editing the video.
@ I had a 2018 DRZ, now have xc300 which is great almost like cheating at Moab or Taylor Park Colorado but now that the DRz has fuel injection I kind of miss being able to get on the highway yet living in Oklahoma. The carburetor was fine but was horrible in the mountains.
It seems like going backward to have a 15Lb increase in weight and less power. A 6 speed is not necessary if they increased the transmission to a wider ratio. Rider modes seem a little over the top for this bike, and ABS is virtually useless on an off-road bike.
The one thing that I wish for on my current DRZ400 would be an accurate speedometer.
My speedo is inaccurate as well. It's odd that the adjustment (calibration factor) of the current DRZ only tweaks the accuracy of the odometer and not the speedometer. I didn't know this until a few years ago.
ABS was a required addition to the bike could be sold in the global market once again. It hasn't been available in some countries for quite a few years.
@@DualSportDougyep, that’s the only thing that makes any updates to the DRZ make any financial sense. We N. Americans need to remember this is a global market, we’re practically a rounding error on the world motorcycle market balance sheet.
@@DualSportDoug Interesting. I calibrated my SM and the speedo is virtually exact.
I believe it's 5 speed. That's my only serious issue asthere is a lot of pavement between me and my nearest dirt
Yes, it's still a 5 speed.
@DualSportDoug my Yamaha stryker was 5 but fifth was a really tall over drive. That would be ok
Seat seems is like a straight plank of wood , like a motocrosser ,
hope they they have a adventure version with a larger tank where you sit in the bike.
The seat on the current DRZ is bad as well. A new seat from Seat Concepts will be a must.
I’m sure Safari will be making a supertanker sized tank pretty soon…
weight?
@@dennissmith6783 Specs are listed on Suzuki’s website.
Yes, it has a lot of weight. More weight that you can imagine.
About 10kg heavier than drz400. Probably due to ABS etc…
@malcolmeunson5543 it's because it's A2 39hp 150kg 0.26hp / kw
concerned about price in europe...crf300l is 6400eu and needs immediate suspension upgrade wich is above 1000eu and it is nothing but trouble in eu and you need to make everything legal ,I'm bigger guy and suspension on honda is useless and this will get me clise to 8000eu and it would still be underpowered, if the rumours are right that it would be above 9000eu it is a miss,it won't sell...you can get ktm690 even tenere wich is not dual sport but nevertheless standard model is 10500eu so if price is anywhere above 8500eu it is disappointing
Sadly they have done away with the kick start option, not that it would bother many but a great option to have, just in case.
I wish more bikes would still have the kick start but obviously this would add cost and every penny counts
@ the current DRZ at least gives you the option to fit a kickstarter at a not so ridiculous price, I think the problem is more to do with the electronics don’t work with a low voltage, so if the battery is flat, no electronics, at least with a carb and kickstarter you can get the engine running.
i made mine kick start only and reduced some weight but the problem is i have auto decompression camshafts but i run high compression and its a bit pain to start some times.
what i don't understand is why it is 10kg heavier than the CRF300, this entire muffler must weight like 8-9kg itself
I'm betting the muffler added a lot of weight, as did the ABS components
@@DualSportDoug yeah abs is like additional 5kg, but crf300 also does have it, while lacking aluminum subframe. CRL has only 1 radiator which is 2kg with coolant easily
It has to be that weight to conform to the A2 licence category in Europe and Australia, the CRF has less power so can be lighter.
@@jimtitt3571 38hp and 147kg still would fit in A2 license, it is a silly excuse they could just add 5mm steel plate under the engine for "protection" and keep weight sane.
@asdfghjkl1755 is this 5mm plate adding weight ?
Not familiar with ‘dual sport competition events’. Why would you want to enter a dual sport bike in one of these events instead of an enduro bike? Cant imagine these events would be long enough that they would warrant an oil change or valve check mid event. Wouldnt Enduros be better performers in all other aspects, and therefor a better choice?
@@Weltbummler23 A “dual sport” event isn’t a competitive event, it’s a self guided tour of backroads following a given route. motorcycles need to be street legal and street licensed, since the events are on public roads. They are one day routes that cover up to about 130 miles.
I believe Suzuki invented the term “dual sport” back in the 90s when they came out with the DR350.
I see, it is more of a ‘back-roads’ type event. Enduros are all street legal as well but would be better for events with technical trail sections.
@ In the US, the term “enduro motorcycle” refers to an off road motorcycle that has a head light and tail light, but no “street legal” equipment such as brake light, high/low beam, horn, or brake light switch.
@ in the US theres 1) offroad bikes ‘ohv only’, typically dirt bikes, motocross. These bikes typically have competition motors with service intervals measured in hours. Then theres 2) enduros which are essentially lighted dirtbikes (often plated), for connecting trails (ktm exc, wr450f, beta RS), these still have competition motors, with service intervals measured in hours, are very lightweight (
Thanks for the well detailed reply.
I agree with your info. My KTM is more competition oriented and actually has top end rebuild hours listed in the manual if I recall correctly. I don’t ride it on many all day, easy forest service road style rides because it’s not that comfortable for that type of easy riding. It shines on trail rides though, so that’s where I prefer to ride it.
In the area I’m located at in the US, the Pacific Northwest, people involved in the “dual sport” or “ADV” riding communities rarely (if ever) use the term “enduro” to describe a motorcycle. In the PNW, We use the term “dual sport” to describe a smaller, off-highway but street legal motorcycle, even if the manufacturer lists it as an enduro but street legal, like KTM does.
In general, that’s what the terminology used in the PNW is, even though my KTM 450 EXC-F is listed under the “enduro” heading on KTMs website, even though it’s street legal. I guess KTM doesn’t recognize (or use ) the term Dual Sport, which has been around since the 90s, in their bike classifications, which appears to hold true for some other Non Japanese manufacturers as well.
The Big Three, Suzuki, Kawasaki and Yamaha still use the term dual sport to classify their smaller off highway, street legal motorcycles. They also don’t use the term “enduro” to classify any of their off-road / off highway motorcycles, so basically that’s why, at least up here in the PNW, “enduro” isn’t used to classify a street legal off highway oriented motorcycle…. We call them either ADV (short for ADVENTURE) or Dual Sport.
I’m essentially trying to point out that different countries, different regions within a country , etc., don’t always use the same term to describe something. Even different motorcycle manufacturers use different terms, such is the case with KTM not even using the term “dual sport.”
Wayyyyy too much computerization for me. All I wanted was fuel injection.
Yeah it sucks... under 40PS and they added traction control and ride modes.... why?.... It's so unnecessary and just makes this more expensive. Just add the bare minimun required to make it onto the market. Simpler is always better. My damn Tracer 700 has 73PS and no TC and no rider modes. It's just not needed for these low powered bikes.
@ yep. Fuel injection would be just for altitude and better fuel management. But the rest of that? Good god. Just give me plain old round gauges. That display immediately reminded me of a 1982 Yamaha 920 Virago though admittedly this is probably more functional.
@@gtcam723 I bet 2026 version will have TFT with phone connectivity and integrated google gps navigation... lololol
For Europe they would just need EFI, ABS and low enough CO2 emission realised with a cat and with such a low powered bike it shouldn't be a problem. Carburetted bikes are sadly no option anymore since EURO 5+ emission standards are out. I found carburetted bikes have the smoothest throttle control. Better than this on off electrically controlled throttle.
All it needed was EFI….. for carefree riding regardless of elevation.
@ exactly
The headlight looks like the inbred cyclops baby from Harold and Kumar...
give me plastic sumpguard any day over metal - my 500 runs plastic and is fine
@@ogasi1798 My 450 EXC-F has plastic as well. Engine Noise resonates off a metal sumpguard.
It's a shame that this bike has a three-speed gearbox. In fact, there is no first gear short enough for difficult off-road situations and there is no fifth gear long enough for the highway... 5 - 2 = 3 🤦
I agree. I regeared my current DRZ to 14/47, which is perfect for trail riding. 1st gear makes it tractor-like, but then it's really bad for freeway rides (faster than 50 mph). I gave up trail riding with the DRZ this year and went back to 15/44 to make pavement riding more tolerable.
if the gearbox is the same/similar suzuki missed the main point
Suzuki missed the main point again and again and again.
@@verbalwidget7267 and that's why no one buys these. Oh, wait.
Why only 38 hp and 5 spd? Why Suzuki? Why, why, why, WHY!? (in TDS voice)
I agree. A 5 speed is a huge letdown. No idea why they opted for a 5 speed on the DRZ to begin with considering the DR-350 had a 6 speed. I had two DR-350SEs prior to my DRZ. I STILL try to shift into 6th gear multiple times a day when riding. That problem was minimized after switching from trail gearing (14/47) back to stock gearing (15/44) for the 2024 riding season. I only ride the DRZ on forest service roads now, and not single track, so I was fine going back to stock gearing.
@@DualSportDoug They just took the gearing from the DRZ E, a motocross bike and used it for the DRZ S. For a motocross setup one actually prefers the 5 speed with very little spread between the gears
2 horses down, 2 Nm down, pegs welded to the frame (on offroad bike 😀 ), weight 7kg up, 5 speed gearbox (but this can be sometimes advantage in fact based on gearing). They hit it right with VStrom 800DE. With this one they attempt something out of nostalgia, but result is not exactly improvement over older version. As I see that side cover on engine from right.....take a look on Kove MX machine with 450 engine or their 450 Rally EX, that cover looks same, but Kove is getting from that 450ccm 1 cylinder 47,7kW
Proper exhaust and a flash will put the power and weight over the previous gen drz400 instantly and people will have the fuel injected DRZ400 they've always wanted. Folks crying about the specs just don't really get it.
@@DB-sd3cw Will the flash get the weight lower than my old DRZ with yoshi pipe??
@@nathanf1934 yeah -100 lbs and 135 horsepower
It's not two horses down - it is up 4. Everyone keeps quoting the Dr.Z E model with hot cams and FCR carb from the factory that makes 39hp - which are rare in the wild.
@@machupikachu1085 The E is the only DRZ in Aus.
It lacks the design character, uniqueness and modernity, like new Huskies, IMHO too damn blend and others like
my wr250r faster than this and suzuki never listened customer who want 150kg 38 hp offroad bike 92cm seat hight? at least they should make 48hp and 86 87sewt heat should be perfect but for rhia model sorry for your money in year 2024
Suzuki's are problematic, get yourself a Yamaha.....
Yamaha doesn’t make a dual sport motorcycle in this class.
My last three Suzukis have been trouble free, including the current DRZ I’ve owned since 2006.
Current price is $7.2k. NX500 is $7.5k & MT450 Ibex is $6.5k.
Price needs to be under $8k 👍
@@SemiDad Yes, I agree, otherwise it will price itself out of the target market/customer base.
I’d like to see that, but I expect it to be a bit higher.