Suzuki DR-Z4S & DR-Z4SM (2026) – Review

First launched in 2001, the DR-Z400S effectively defined the modern dual-sport category, becoming a cult classic for its ‘go-anywhere’ agility and bulletproof reliability; commuter during the week, trail seeker at the weekend. The supermoto followed fashion in 2005 before the range, largely unchanged over a ten-year run, was phased out in Europe due to tightening emissions standards (and maybe demand). But a shift in desire for light, versatile single-cylinders has grown in volume in recent years, and Suzuki has responded with two all-new models ready for the 2026 season: the trail-ready DR-Z4S and the supermoto DR-Z4SM.

And despite first glance appearances, they really are very new. Under Suzuki’s "Your World. Your Playground" concept, these machines aren't just minor updates; they are ground-up redesigns featuring a Euro 5+-compliant engine, a brand-new twin-spar steel frame, and a suite of ‘Intelligent Ride’ electronics.

Pros & Cons

2025 Suzuki DR-Z4S/SM - Price & PCP Deals

Let’s deal with the elephant in the room right away - the price. £8k each, plus on the road charges (usually £200-300). That’s a lot of money for a 398cc single-cylinder, we hear you say. But just because there’s only one piston it doesn’t mean the DR-Z is any less of a bike; the work that Suzuki has put in on these new bikes goes a long way to justify this bike (more on that later).

If we focus on the S model, there’s a lot of choice in the low capacity, single-cylinder trail bike market right for a lot less money (Voge 300 Rally £3,799, KTM 390 Enduro R £5,699, Honda CRF300L £5,899). But most of these bikes won’t have anywhere near the dual-sport capability of the Suzuki, so it depends what you want to throw the bike at.

When it comes to the SM, you’re looking at this because you really want a supermoto and can accept they’re one of the least practical styles of bikes you can buy. Granted, the Suzuki is a lot less expensive than the Ducati Hypermotard 698 Mono (£11,595) and KTM 690 SMC R (£10,499), but they also pack a lot more punch than the DR-Z…

Colour wise, the S is available in signature Champion Yellow and Solid Iron Grey, and for the SM its Sky Grey or Solid Special White. The new models arrive with a fresh set of Suzuki’s hardcore off-road RM-Z inspired plastics that signify a premium step up in quality from the previous generation. But why oh why could Suzuki not sort that cable routing over the front mask?!

At the time of writing, a typical 3-year PCP deal via Suzuki looks like this:

2025 Suzuki DR-Z4S/SM - Engine & Performance

The heart of the new DR-Z4 duo is a 398cc liquid-cooled DOHC single that retains the robust dry-sump lubrication of the original but changes almost everything else. Internal friction is reduced by up to 20% thanks to a new piston and crankcase design, while power is boosted through the rev range by 42mm electronic throttle bodies and ride-by-wire tech.

Peak power stands at 38PS (37.5bhp, 28kW) at 8,000rpm, with a healthy 37Nm of torque arriving at 6,500rpm. More importantly, new cam profiles and a revised airbox have been tuned to deliver a punchy low-to-midrange thrust - and it really does feel punchier than KTM’s 390 motor. A new dual-spark head and 10-hole fuel injectors ensure the bike meets Euro 5+ standards while actually improving fuel economy, now reaching a claimed 83mpg on the SM (we saw an average of 65mpg). The addition of the Suzuki Clutch Assist System (SCAS) slipper clutch is a massive win for rider comfort, offering a lighter lever pull and smoother deceleration.

So, it’s a big change for the single and it can really mingle. But why oh why, Suzuki, could you not find a sixth gear for it? The SM kinda gets away with the taller gearing (41 tooth rear compared with 43 for the S) but do any stretch of dual carriageway on the S and you’ll be trying to create a sixth gear with your foot or feel inclined to drop your speed to be kinder to the engine.

2025 Suzuki DR-Z4S/SM - Handling & Suspension (inc. Weight)

The chassis is built around a new steel twin-spar frame (with oil held in the frame) designed to be "rigid-yet-supple," paired with a lightweight, bolt-on aluminium subframe. Suspension is high-spec across the board, featuring fully adjustable KYB inverted front forks and a KYB rear shock.

The two models diverge significantly in their footwear:

• DR-Z4S: Aimed at the dirt, it sports 21-inch front and 18-inch rear wire-spoked wheels with IRC (Inoue Rubber Co., Ltd.) GP-410 dual-purpose rubber. Suspension travel is a generous 280mm (front) and 296mm (rear).

• DR-Z4SM: The supermoto variant uses 17-inch rims at both ends, shod with Dunlop SPORTMAX Q5A street tyres. It sits 30mm lower for the rider with 260mm/277mm travel for a more planted feel on the asphalt.

Over three days of trail riding on the S, the first two did little to tax the suspension’s ability in stock settings. But on the third day, Thetford’s whoop-filled trails put it to the test, but increasing the rebound damping front and back absolutely transformed the ride, not just for me but also another rider on the same bike.

The IRC (I had to Google them) tyres on the S were surprisingly good on cold, wet roads (better than the SM’s Dunlops!) but their dual-sport nature also means it’s quite easy to find their limits off-road - a more trail-focussed rider will want to upgrade these.

Braking is handled by single discs (270mm on the S, 310mm on the SM) and axial-mounted calipers designed to resist vibrations during rough off-road use. Both bikes have the ability to disengage the rear ABS by holding down a button on the left of the petite display, the S can go further will all ‘off’. Weight is kept remarkably low, with the SM tipping the scales at just 151kg kerb and an extra three bags of sugar for the S.

2025 Suzuki DR-Z4S/SM - Comfort & Economy

The new DR-Z's ergonomics focus on freedom of movement. The seat is narrow to make standing on the pegs easy, while wide footpegs and half-waffle grips distribute pressure and reduce fatigue during long trail sessions. You can also take the rubbers off for more boot grip. The double-wall exhaust design also helps protect the rider's legs from heat while maintaining a slim profile.

You move around on the S so much off-road that you don’t notice its lack of comfort, more so how tall it is for 5’7” me (the -30mm lower accessory seat would be worth a look). The SM is already 30mm lower than the S but being a supermoto it has a seat you don’t want to spend more than an hour on at a time, unless you’re in your 20s or can sit side-saddle.

Practicality wise, you could ruin the looks and fit a rear carrier, but otherwise a rucksack is your friend, and I put my disc lock through the pillion grab handle, which jabbed me in the bum. The left side panel releases with the key to access two tools needed to get the seat off.

With a fuel tank capacity of 8.7 litres and an estimated range of over 150 miles based on claimed figures, it is a frugal companion for both commuting and weekend adventures. I recorded between 52 and 62mpg on the off-road days on the S and 65mpg on the SM.

2025 Suzuki DR-Z4S/SM - Equipment

The inclusion of the Suzuki Intelligent Ride System (SIRS) brings the DR-Z firmly into the 2020s. Riders get:

• SDMS: Three power maps (A - sharpest, B - softer, and C - softer still) to suit conditions.

• STCS: Two traction control modes plus a dedicated G (Gravel) mode that allows controlled rear-wheel slip off-road. You can also have the traction control fully off.

• Switchable ABS: The S model allows ABS to be disengaged at the rear or both ends, while the SM allows rear-only disengagement for supermoto-style slides.

What I can tell you is that the functionality of the power maps and traction control is really easy to grasp. The major benefit of this was riding the S model off-road and I was able to quickly toggle between the traction control settings. A younger me would have laughed at the notion of traction control on a 398cc single, but when the grip isn’t there, the ease the TC makes some situations saves a lot of huffing and puffing, giving you more energy on longer rides. I love it.

Lighting is full LED, with a projector module headlight and unique orange DRL/indicator combos. I like the fact they’ve enlarged the ‘illuminated face’ for safety and that tiny projector really is effective at night. The compact LCD dash covers all the essentials, including gear position and real-time fuel consumption. It’s a bit old school looking now, but it works well enough and I’m hoping that if you do park the bike upside down on some rocks, it will be a cheaper replacement than a TFT…

2025 Suzuki DR-Z4S/SM- Rivals

Most direct competitors seem to be either in a league higher, like KTM’s supermoto and enduro offerings, or slightly down market from the Suzuki, like Honda’s CRF300L. Alternatively, the Suzukis could be seen to be competing with small adventure bikes like the BMW G310GS and KTM 390 Adventure, but those are more relaxed propositions that will be happier over long distances but proved fewer thrills on short rides. You might also consider Triumph’s Scrambler 400 X, which despite its retro style is close in terms of power and engine spec, but rather heavier and more equipment-laden than the Suzukis.

Honda CRF300L | Price: £5829

Read more

Power/Torque

27bhp / 19.6lb-ft

Weight

142kg

BMW G310 GS | Price: £5890

Read more

Power/Torque

34bhp / 20.7lb-ft

Weight

175kg

Triumph Scrambler 400 X | Price: £5795

Read more

Power/Torque

39.5bhp / 27.7lb-ft

Weight

179kg

2025 Suzuki DR-Z4S/SM - Verdict

In one way, Suzuki hasn't just brought back two old friends; they’ve given them a gym membership and a degree in computer science. The 2025 DR-Z4S and SM retain the lightweight, playful souls that made the originals a favourite with those who committed to them, but the added technical sophistication and improved engine character are what was needed for the modern world and aging riding population.

The SM is for those people who really, really want a supermoto and can’t stretch to KTM and Ducati’s offering. Supermotos are impractical and restrictive in their use. Sure, they look great and are fun, but it soon gets boring if you don’t have alpine passes on your doorstep.

The S on the other hand is a very capable trail bike that doesn’t need enduro bike levels of maintenance and is perfect for small commutes and running around if you don’t need to carry much (although a rear carrier, power socket and hand guards from the official accessory catalogue can increase the practicality). Buy one, keep it for ten years, and you’ll always have a capable trail bike that will age well visually and mechanically. And that’s how I’d have to justify the price tag.

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2025 Suzuki DR-Z4S/SM- Technical Specification

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