Gauges for the Ages
There’s no way of putting it lightly, the stock instru-
mentation on the DR-Z is terrible. Resembling a tape
cassette player from the ’90s, the gauge cluster
lacks basic information like a fuel gauge, tach,
and gear indicator. The buttons are confusing
to use and, on a few of our low-mileage
pre-owned models, the buttons didn’t work
at all. The new DR-Z450s need new instru-
mentation, even a TFT display on the Rally.
But if that would cost too much, migrating
an over-the-dash unit from a different unit
would work fine, just give more informa-
tion in an easy-to-read format, and maybe
a couple of USB outlets to charge or power
electronics while they’re at it.
Speaking of powered accessories, we also
wouldn’t want to forget an OEM-provided
tower that would not only support the wind-
screen, but also give ample room to mount a
GPS, phone mount or switch panel. Whether
racing or touring, anyone can appreciate some
built-in expandability.
Brakes and
Switches
Tightening safety regulations could mean ABS
would come standard on these bikes, but we’d like
to see an option to turn off the rear ABS with the
flick of a switch. This has traditionally been a no-no
for nearly every adventure/dual-sport bike from
the Big Four, but it’s time to recognize that anyone
riding off road may be safer without ABS. Perhaps
the switch could be an upgrade included on
the Rally version?
The introduction of fuel injection could allow for
features like ride-by-wire, power modes, traction
control or an optional quick-shifter. However,
we don’t feel these options are as important as
producing an exciting new platform at an afford-
able price, so if too many bells and whistles would
jack the price, it’s better to leave them out.
Short or Tall,
Fit them All!
The World model could feature lower seat heights
with slightly shorter suspension, but all models
could benefit from adjustable seats. We’d like to
see the seat height at around 33 inches for the
World version, and 35 inches for the Rally. Years
of progressively making dual-sports taller has also gradually
turned away potential riders. The 37-inch seat height on
the current DR-Z400S is simply too tall for the average
rider without considerable off-road confidence and is an
immediate deterrent on showroom floors.It’s a Family AffairThe Suzuki V-Strom 650 and V-Strom 1000 are some of the
best-selling adventure motorcycles in the world, and the 650
outsells the 1000 two to one. Suzuki consistently upgrades
these models to keep them relevant with current market
trends, and with each revision the V-Stroms find their way
toward the top of the popularity list for three main reasons:
affordability, practicality and reliability.
The rest of Suzuki’s dual-sport/ADV line-up, however,
doesn’t get the same treatment. The DR650 hasn’t seen a
radical change since 1996, today’s DR-Z400 is basically the
same as when it was introduced 20 years ago, and don’t get
us started on the DR200. Honda, on the other hand, currently
offers nine modern motorcycles in their adventure category
with more rumored on the horizon. In addition to Honda’s
recent release of the Monkey and Super Cub, they’re squarely
in the fast lane for putting the right models on showroom
floors that will entice new riders to saddle up. More the same
from everyone, please!
Honda is also the only Japanese manufacturer that
currently produces a street-legal, 450cc single-cylinderAdventureMotorcycle.com 49