Suzuki’s re-imagined DR-Z4S has been redesigned to attract a new genre of riders – One looking for an almost silent add gas-and-go street-oriented dirt bike. If you consider yourself anywhere between a beginner to an intermediate street, gravel and/or off-road rider looking for a current suite of electronics and low maintenance requirements, this may just be your bike.
At a quick glance, I see a modern mid-level dirt bike with an LED projector headlight, blinkers, large electronic dash, and rear foot pegs. A closer glance look reveals inverted front forks, compression and rebound adjustments on both ends, plus high-speed compression damping adjuster in the rear. Like its predecessor, oil runs through a steel frame using a dry-sump system, but with a new twin-spar design.
While Suzuki’s DNA is evident, this is clearly an entirely new, more modern version compared the DR-Z400S launched to Canadians back in 2000. The engine now has dual spark plugs, and Carburetors have been replaced with a ride-by-wire throttle body fuel injection system, while suspension used to be from Showa and is now KYB.
But what is this new DR-Z4S like to ride? That is what I want to know, and the suspense is palpable during our technical briefing over dinner leading up to our first ride the next day. Journalists representing Canada, Greece, Italy, and the US are here, with heads of each major project team from Japan to present a synopsis of their achievements in rehearsed English.
The concept – Three major goals
The first goal is to make Suzuki’s 2025 DR-Z4S comply with EUR05+ regulations so it can be sold across major global markets, while keeping power output and weight about the same. The previous 2024 DR-Z400S model was EU02-complaint and could not be sold everywhere since the late 2000s. With its now EU05+ complaint emissions, noise and ABS systems, it can once again be sold internationally.
The second is to implement an extensive suite of electronic controls referred to as the Suzuki Intelligent Ride System (“S.I.R.S.”) to deliver performance a wider range of riders and conditions might desire. Mode selection options are easily accessible from the left handlebar controls and remembered between rides – aside from the three ABS settings which need to be set every time the bike power is turned back on.
The final main goal for it to be a large evolutionary jump in design from the DR-Z400S model. To get there, Suzuki has taken the aggressive modern design stance of the more serious off-road bikes. It looks like a cool current dirt bike with lights, made also for respectable street use. Even the exhaust header pipe looks like that of a two-stroke expansion chamber, thanks to one of two catalytic converters that make it purr and emit clean air instead of a rattling bark and blue smoke.
The engine
Horsepower remains closer to peak for longer, while torque has been increased both down low and up high in the RPM range, in spite of two catalytic converters in the exhaust rather than one, to reduce heat up higher in the muffler. The flatter curve generated by the new 398 cc engine promises a smoother ride, with more aggregate power throughout the rev range, in spite of minor peak output decreases.
Starting from bottom up, the engine cases are new with holes strategically placed to decrease pumping loss, a slipper clutch (“SCAS”) now helps with downshifts, piston and cylinder head are redesigned with new titanium intake and hollow sodium-filled exhaust valves, plus an updated valvetrain all come to life via a new dual-iridium sparkplug system. Radiator, traditional throttle cables routed to a TPS and such included, desired updates were implemented without much adverse effect on weight from the 2024 DR-Z400.
There is an air intake slot hidden behind the seat to deliver cleaner more direct air into the new airbox, prior to entering the 42 mm electronic throttle body fuel injection system and exploding in the revised combustion chamber.
It seems the only major parts that remain the same between the DR-Z400S and the new DR-Z4S include the crank, connecting rod, three gears, shift-shaft bearings, cam chain tensioner and maybe a sparkplug cap. Bore, stroke and displacement may be identical, but this is an entirely new motor.
Chassis
It is new. Everything from the aforementioned twin-spar steel frame, KYB front forks, and rear shock. Other notables include larger diameter rotors, wider footpegs and updated swingarm. It looks great, except IRC-brand tires known not to be a top-tier brand are mounted, and point to a cost-consciousness new model design and build process that took about five years to complete.
Electronics
This is where the DR-Z4S seems to have made the greatest leap forward through the decades, in that it now includes the S.I.R.S.. Major components are Suzuki’s Drive Mode Selector (“SDMS”) and Suzuki Traction Control System (“SDCS”), which in turn require an ABS Unit, ECM throttle motor plus sensors everywhere. Space and weight loss were found in other areas to accommodate this all into a bike whose seat height has been reduced by 15 mm and length by 40 mm.
All controls are accessible from the left handlebar switch. SDMS provides three power modes, SDCS has four including one for gravel, while ABS has three. That’s a lot for a dirt-oriented street bike. ABS is the only one which needs to be reset when power recycles. All others can be easily changed on the fly while riding by toggling through and briefly shutting off the throttle.
The ride
The DR-Z4S is surprisingly competent in single track, gravel, and on twisty paved roads; the whole mostly being greater than the sum of its parts. More on why with some pros and cons coming next.
Finally, now about 45 minutes outside of Portland, we are in the heart of Oregon’s Cascades and Coastal Mountain Ranges, which are known for providing an epic range of riding options. At a deserted rest stop along a curvy road, we pull over to witness the perfect setting to start our two-day test ride. About 40 DR-Z4S bikes are parked in front of a picturesque waterfall that serves as a beautiful backdrop behind, and a large Suzuki trailer with refreshments and tables to set the scene.
This first wave of journalists goes by quietly while I press and release the one-touch starter button, and my bike comes to life with barely a purr. Far more civilized than the similar displacement yet louder four-stroke, enduro-oriented dual sport in my garage.
This is a two-day test, with a brisk 10 degrees to start each of our morning rides. The first day is said to be a mostly dual sport ride, with the second being mostly single-track. We will be riding on everything from silky smooth paved roads to gravel roads, and moderate hill climbs. Promising to get progressively more fun, I start by setting the various electronics to what should be the most restrictive.
The large LCD screen, which even my aging eyes can read without glasses, shows everything clearly. It displays all S.I.R.S. settings, plus gear position, fuel gauge, time, trip meters, plus odometer. ABS adjustments are made by holding down a button on the left-hand side of the screen, which illuminates an orange icon to let you me know when the rear or entire system is off.
Although all SDMS modes reach the same peak horsepower, I set this for highest comfort to the “C” setting, which promises to be soft down low, and very smooth all the way up through the rev range. “A” mode has the strongest mid-range and stays in the happy zone of maximum horsepower the longest, so that will come later. “B” is designed as the middle-ground for everyday riding.
The toggle switch logic to move between STCS (traction control) modes for some reason do not go progressively from “Off” to most intrusive. To get to the next least intrusive setting from “G” (a.k.a. “Gravel”) requires going past “Off”, “TC1”, and then the desired “TC2”. Whatever, I make a blunder and set it to “G”, which permits the highest amount of rear wheel spin and turns rear ABS off so you can still back it in and go up rocky hills more easily; later tests prove that mode to work well in its intended conditions.
We are off, pulling back onto the nicely paved road, and within less than a minute we turn off into some wide yet somewhat technical single-track. I set it to TC-1 while riding by cutting the throttle and turnoff ABS, and the grin factor increases exponentially. The fun begins early and continues into the next day, completing most of our test with ABS turned “off”, traction at its least restrictive “TC-1”, and power set to uncorked at “A”. All suspension damping and pre-load settings are left untouched.
The cons
The seat could be softer, and the strap is located right where my 5 feet 9 inch torso likes to rest. The suspension is too soft for a Canadian male of average weight, as depicted in both the photos and by regularly bottoming out the shock and occasionally the forks during moderate trail riding. The gearbox ratios down low feel off, it jumped out of second into neutral a few times while riding aggressively through undulating whoops, and found neutral during upshifts between first and second a few times. Plus, the S.I.R.S. toggle switch stopped working for me after a very dusty ride and required a quick, no disassembly, mid-lunch fix.
Nothing is perfect, and most of that I would get used to, fix with some aftermarket goodies, and/or learn to ride around. No biggie. This is, after all, a street oriented dual-sport, designed for beginner or intermediate riders looking for a bike they can grow into and ride forever, almost anywhere.
But while in a class of its own, the DR-Z4S’ MSRP has jumped from $8,599 to $11,899. The old DR-Z400 gained market share as a true, street-legal enduro of its time, and then retained it with a very low price point. This new DR-Z4S’ target owner is quite different, and price is set closer to the more expensive enduro-oriented models than the lower cost road-centric ones its prospective purchasers will compare it to.
The pros
Have you seen all the new cool stuff? The DR-Z4S ticks off countless checkboxes on a dual-sport bike’s desired features list, and the electronics suite is quite good for a model designed for the more off-road-oriented street rider than most in the category. Designed to have low maintenance requirements for years of add gas-and-go adventure, the fuel tank now holds 1.4 L less of fuel, and fuel consumption is said to have improved by five percent.
The high-density urethane foam seat designed for smooth weight transitions works well while riding through twisty roads, and the grip cushion along the sides works well when standing during off-road riding. Seat height has been reduced by 15 mm, and an optional lower seat profile can reduce that further to accommodate an even wider range of human heights.
The five-speed gearbox enables it to top out at about 150 km/h, yet power delivery can be set as docile and smooth as a bike with half its displacement. The new fuel injection system responds seamlessly during throttle modulation, the clutch is feather-light, and multiple power delivery, traction control, and ABS adjustments enable it to suit almost any riding style. Plus, the exhaust routed along the side and above in true dirt bike style provides increased clearance to go over large obstacles without worry.
I just bought my teenage kids a smaller displacement dual sport to get started on. Had I known then what I know now, I might have bought Suzuki’s DR-Z4S instead.
2025 Suzuki DR-Z4S
- Suggested Retail: $11,899
- Colours: Champion Yellow, Solid Iron Gray
- Engine: Liquid-cooled, single-cylinder
- Displacement: 398 cc
- Bore & Stroke: 90.0 x 62.6 mm
- Compression Ratio: 11.1:1
- Power: n/a
- Torque: n/a
- Fuel Delivery: Fuel injection
- Final Drive: Chain
- Weight: 151 kg (333 lb) wet
- Transmission: Five speed
- Frame: Pipe steel twin-spar frame
- Wheelbase: 1,490 mm (58.7 in)
- Seat Height: 920 mm (36.2 in)
- Suspension (front): Inverted KYB telescopic fork, coil spring, oil damped
- Suspension (rear): KYB link type, coil spring, oil damped
- Tire (front): 80/100-21M/C 51P, tube type
- Tire (rear): 120/80-18M/C 62P, tube type
- Brakes (front): Single disc
- Brakes (rear): Single disc
- Fuel Capacity: 8.7 L
