KTM 390 Enduro R vs Suzuki DR-Z4S 2026 Comparison

Good old fashioned trail bikes were simple, tough, and perfect for the bush or the morning commute, but they seem to have been forgotten in today’s age of high-tech adventure bikes and high-performance enduro machines.

Enter the 2026 KTM 390 Enduro R and the 2026 Suzuki DR-Z4S. These all-new models are a bit more modern, but they pack plenty of that old-school trail bike spirit.

Both machines promise versatility, ease of use, and a ruggedness that only true trail legends can offer, but they differ quite a lot in their philosophies.

One is an all-new model based on KTM’s successful 390 platform, while the other is the long-awaited successor to a trail bike icon, the Suzuki DR-Z400. They have different price points, different equipment, and different riding characteristics. The big question is, which one comes out on top?

On paper, the biggest difference between these two bikes is the price, and it’s not a small gap either. The KTM checks in at $10,495 ride away, while the Suzuki costs a hefty $14,490 ride away. That’s a gap of nearly four thousand dollars.

So, why the big gap? Geography might have something to do with it. The KTM is manufactured in India by Bajaj Auto, while the Suzuki is built in Japan. History tells us that this makes a difference. Japan is known for reliability and build quality, while India has traditionally been seen as a more affordable place to make motorcycles.

But the times are changing. India is rapidly becoming a powerhouse of modern motorcycle manufacturing, and the gap in quality is closing quickly.

Yes, the Suzuki has a slight edge in terms of build quality, but the KTM has the early advantage in this battle thanks to its much sharper sticker price.

Both bikes run liquid-cooled single-cylinder engines just shy of 400cc. The KTM produces 44hp and 39Nm with a six-speed gearbox, while the Suzuki produces 38hp and 37Nm with a five-speed transmission. The KTM’s extra gear becomes important on the road, which we’ll discuss shortly.

Suspension is another big differentiator, but this one goes in favour of Suzuki. Both bikes run fully adjustable front and rear suspension, but the Suzuki offers 280mm front and 290mm rear travel compared to the KTM’s 230mm. This, coupled with greater ground clearance, puts the DR in a better position when it comes to off-road riding, as we’ll find out later.

One flip side of the suspension difference is that the Suzuki is noticeably taller, with a 935mm seat height. The KTM’s 890mm seat height is much more manageable for beginners and shorter riders. But the DR-Z4S is a fair bit lighter, with its 151kg wet weight beating the 390 Enduro R’s 165kg.

There are a few differences in the tech department too. Most noticeably, the KTM offers a slim-profile TFT dash that borrows heavily from other KTM models, while the Suzuki has a simple LCD display.

The KTM offers two ride modes, Street and Off-Road, and ABS, traction control, and throttle response can all be adjusted independently. There is also a USB port, while a quickshifter and smartphone connectivity are optional.

The Suzuki lacks those latter features, but it still offers decent tech with three ride modes, switchable ABS, and traction control. A dedicated Gravel mode acts in a similar way to KTM’s Off-Road mode.

On the whole, both bikes are well equipped for the segment, but the KTM delivers more tech for less money.

If the KTM has the early lead, then the Suzuki makes up ground quickly in the dirt. With a higher-spec chassis and suspension, it is clear the DR was engineered with serious off-road work in mind.

Whether crawling over rocky climbs, skipping through ruts or blasting along fire trails, the Suzuki feels balanced, controlled and ready for punishment. We’re not talking about enduro bike-level performance, but it is arguably a class leader in the dual-sport segment.

The KTM isn’t too far behind, and it should suffice for most trail riders. But push harder in rougher terrain and the 390 finds its limits quicker than the DR. The shorter travel means sharper hits are felt more, and the bike just doesn’t evoke as much confidence in technical conditions as its opponent.

Weight plays a role too. The Suzuki is slimmer and taller, which makes it feel nimbler when the trail gets tighter. That said, the KTM feels easier to ride thanks to its lower seat height and friendly ergonomics, and will be more accessible to a wider range of riders.

Engine performance favours the Suzuki in the dirt too, with more low-rpm torque and a smooth, predictable power delivery lending itself better to slow-speed control, hill climbs, and loose technical terrain.

The KTM’s engine is the opposite. It loves to rev and rewards riders who keep it in the mid-range. If you can manage to keep the revs up, the KTM is playful and punchy, but not quite as tractable at lower speeds as the Suzuki.

Swap dirt for tarmac, and the script flips again. On the road, the KTM pulls ahead. The 390 platform started with the Duke streetbike, and those roots shine through, with the Enduro R offering sharp steering, a lower centre of gravity, and a planted feel through the bends. The weight difference also becomes almost a non-issue here.

The extra gear helps too. The KTM is noticeably more comfortable at highway speeds and settles into a smoother rhythm at 100km/h. The only real negative is that the KTM has slightly more vibration than the Suzuki at speed.

None of this is to say that the DR-Z4S is uncomfortable on sealed roads, but its softer and taller suspension gives it a slightly more gangly feel in the corners. It also runs out of puff quicker, with that missing sixth gear noticeable at highway speeds.

Choosing between these dual-sport weapons depends mostly on your priorities, and a little on the size of your wallet.

The Suzuki DR-Z4S is the better trail bike. Its suspension, ground clearance, low-rpm torque and lighter feel make it ideal for riders who spend most of their time off-road, especially those tackling tougher terrain. If your riding is 70 per cent dirt or more, the Suzuki justifies its premium with performance.

The KTM 390 Enduro R, however, is the better all-rounder. It’s more affordable, more modern in its tech offering, easier for shorter riders, and far more comfortable on sealed roads. For commuters, touring-curious riders, or anyone who splits their time fairly evenly between dirt and tarmac, the KTM offers outstanding value.

But while each bike has its strengths, it’s hard to look past the KTM’s bargain price tag. The Suzuki is arguably the better bike in a mechanical sense, but the KTM offers far more value for money. So, the 390 gets the nod here, but only just.

ENGINE
Type: Liquid-cooled, four-stroke single-cylinder
Capacity: 398.7cc
Bore x stroke: 89mm x 64mm
Engine management: Bosch EFI with 46mm throttle body

PERFORMANCE
Claimed maximum power: 45hp at 8500rpm
Claimed maximum torque: 39Nm at 7000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: PASC slipper

CHASSIS AND RUNNING GEAR
Frame: Steel trellis frame, bolt-on casted aluminium subframe
Front suspension: WP APEX 43mm, 230mm travel, open cartridge, compression and rebound clickers
Rear suspension: WP APEX, separate piston monoshock, 230mm travel, rebound adjustment
Front brakes: 285mm discs with ByBe four-piston radial caliper, ABS
Rear brake: 230mm disc with ByBre twin-piston floating caliper, ABS
Tyres: Metzler Karoo 4 (standard), Mitas XT Plus Trail (as tested)
Wheels: 21-inch (front), 18-inch (rear)

DIMENSIONS AND CAPACITIES
Claimed dry weight (without fuel): 159kg
Seat height: 890mm
Wheelbase: 1475mm
Fuel capacity: 9 litres

OTHER STUFF
Price: $10,495 ride away
Warranty: 24 months, unlimited kilometres

ENGINE
Type: Liquid-cooled, four-stroke single-cylinde
Capacity: 398cc
Bore x stroke: 90mm x 62.6mm
Engine management: EFI with 42mm throttle body

PERFORMANCE
Claimed maximum power: 37.5hp (28) at 8000rpm
Claimed maximum torque: 37Nm at 7000rpm

TRANSMISSION
Type: Five-speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Steel twin-spar frame, bolt-on streel subframe
Front suspension: Upside-down KYB, 43mm, fully adjustable, 280mm travel
Rear suspension: KYB, fully adjustable, 296mm travel
Front brakes: 270mm disc with Nissin twin-piston caliper, ABS
Rear brake: 240mm disc with Nissin single-piston caliper, ABS
Tyres: IRC Trail Winner
Wheels: 21-inch (front), 18-inch (rear)

DIMENSIONS AND CAPACITIES
Claimed wet weight: 151kg
Seat height: 935mm
Wheelbase: 1490mm
Fuel capacity: 8.7 litres

OTHER STUFF
Price: $14,490 ride away
Warranty: 24 months, unlimited kilometres