A little writeup on the first couple of mods for the DRZ. I came across a German website called ABP Racing, who supplied various tuning parts for different offroad and supermoto bikes. First off, I wanted to change the extremely lousy CV carburettor to a REAL carburettor. So a new Mikuni TM36 was definitely on my list. I went with the Mikuni carb instead of a Keihin FCR, because I was very familiarized with the Mikuni as it is almost the exact same design as the RS34 carbs I use on my Honda, and because the Mikuni in some cases are up to 50% cheaper.
Along with the new carburettor, I bought a K&N filter to make the engine breath a little better than with the stock closed air box and foam filter. Filter was a direct 2 minute swap deal.
The original DR-Z 400 E model was a bit more aggressive engine-wise, compared to the newer DR-Z SM and S model which comes with lower engine compression ratio, milder cam shafts and CV carb and therefore also a smaller ID exhaust pipe compared to the E model. Therefore it was also a must to change the original DRZ SM scrapmetal exhaust. The original exhaust was so quiet that you could only hear the engine when it was running in idle. With the wind against your helmet, the road beneath you, and no tachometer, it was impossible to determine what RPM you were running. With no motor sound indicating stress of the engine.
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New bike calls for a new category. I’ve gotten my DRZ400 last year, just before the end of the season, and have only had the chance to put around 6,000 km on it. At first when I picked it up at the dealer, and drove off, I found it a little disappointing. Although it seemed very light, and handled and braked very good, the engine power and lack of throttle response was really just a disappointment.
After getting used the the stock CV carburettor and how hard you had to twist the throttle to make anything happen, it suddenly seemed somewhat decent. Barely after hitting the first 1,000 km, I bought an Akrapovic Evolution Line Titanium exhaust system, that for knowing the high quality and good reputation of the Akrapovics, and of course for the sweet looks of it! Of course a new REAL carburettor went with it, a Mikuni TM36, with accellerator pump and manual choke, and a slot in K&N filter. All that along with the so-called famous 3×3 airbox mod (cutting a 3×3 inch hole in the airbox, instead of the standard snorkel) really made a day/night difference.
The throttle response was now razor sharp, and the bike can now easily do throttle wheelies in 1st and 2nd gear. You have to be careful on the throttle in the lower gears, not to do them. It would be a huge shame not to post a picture of my Hondas new stable-mate.
A few mods has been made since the picture. A new SDG black “gripper” seat, a Manual Cam Chain Tensioner, new LED blinkers and Zeta hand guards.
Later a couple of extra mods came up. It never quite stops. As with the Honda CB-F which is currently under a huge make-over, more info will come on that later.
A little writeup on the first couple of mods for the DRZ. I came across a German website called ABP Racing, who supplied various tuning parts for different offroad and supermoto bikes. First off, I wanted to change the extremely lousy CV carburettor to a REAL carburettor. So a new Mikuni TM36 was definitely on my list. I went with the Mikuni carb instead of a Keihin FCR, because I was very familiarized with the Mikuni as it is almost the exact same design as the RS34 carbs I use on my Honda, and because the Mikuni in some cases are up to 50% cheaper.
Along with the new carburettor, I bought a K&N filter to make the engine breath a little better than with the stock closed air box and foam filter. Filter was a direct 2 minute swap deal.
The original DR-Z 400 E model was a bit more aggressive engine-wise, compared to the newer DR-Z SM and S model which comes with lower engine compression ratio, milder cam shafts and CV carb and therefore also a smaller ID exhaust pipe compared to the E model. Therefore it was also a must to change the original DRZ SM scrapmetal exhaust. The original exhaust was so quiet that you could only hear the engine when it was running in idle. With the wind against your helmet, the road beneath you, and no tachometer, it was impossible to determine what RPM you were running. With no motor sound indicating stress of the engine.