Suzuki DR-Z4S 2026 Review

Thanks to its bulletproof reliability, versatility and excellent manners, Suzuki’s DR-Z400E developed a cult following over its three-decade tenure in the Suzuki line-up.

The main reason? It’s level of simplicity, with just enough off-road chops, was all most riders really needed to get their trail riding fix – especially if outings became sporadic rather than regular, which suited the DR-Zs softer underbelly.

It was serviceable on tarmac, as well, which all added up to roaring commercial success for Suzuki in one accessible and versatile package.

The DR-Z400E finally waved goodbye in 2022 thanks to the emissions squeeze, but that was never going to close the page on the venerable DR-Z chapter.

Instead, Suzuki has reignited the passion with the DR-Z4S, featuring loads more tech, suspension upgrades and fuel injection compared to the DR-Z400E.

And with Suzuki not lacking in the adventure touring space, the DR-Z4S finally represents some rejuvenation in the dual-sport/trail arsenal for the Japanese manufacturer.

Using the same platform as the DR-Z4S, Suzuki has also released the DR-Z4SM supermoto machine, which we’re tipping will be as ridiculously enjoyable as its predecessor.

The biggest challenge for Suzuki was getting the balance just right on the DR-Z4S: is there enough carry-over DNA to preserve the DR’s legendary identity while embracing modern technology?

That’s a big tick from us, as the DR-Z4S doesn’t disappoint on tarmac, gravel roads or trails – in fact it’s more capable than ever on loose terrain, which has only made it more an all-rounder than ever. A family tree that just keeps on giving, but now with a lot more polish…

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Related: 2019 Suzuki DR-Z400E review

Priced at $14,490 ride away, the DR-ZS costs a lot more than the DR-Z400E did in its curtain call, which reached as peak of $11,390 plus on-road costs in 202

However, it’s also made a quantum leap forward with fuel injection, a ride-by-wire throttle, switchable ride modes, traction control (including a Gravel mode like the larger-capacity V-Stroms) and anti-lock braking, a new LCD display panel, and larger diameter brakes.

The Suzuki also has new and less bulky plastics, so when all the updates are bundled together and with universal price increases now a fact of modern life, the DR-4S still represents reasonable value.

It's the first production Suzuki where ABS can be turned off for both front and rear wheels, while traction control can also be disengaged – which makes the DR-Z4S a serious proposition for more seasoned riders as well. Throw on a decent set of knobbies and you’ll really see!

Power and torque have reduced slightly – power and torque are now 37.5hp (28kW) and 37Nm – in the DR-Z4S, while the latest engine has a 42mm throttle body, new radiator, new cam profiles, new piston and a revised air cleaner. The low-end punch is now much improved, while the five-speed transmission remains.

Suzuki has also built in an eight-second restart delay after a DR-Z4S tips over – which I wasn’t aware when I clumsily lost my footing on the side of a hill. It’s a safety measure to allow the system to recalibrate, and a good thing too.

A revised twin-spar steel frame and fully adjustable, long-travel KYB suspension with a 280mm stroke at the front and 296mm at the rear show real off-road intent. Ground clearance is a healthy 300mm.

DR-Z aficionados will probably raise eyebrows at the 11kg weight hike, but the DR-Z4S is certainly not alone in adding kegs to meet Euro 5+ emissions.

Opposition incudes the KTM 390 Enduro R ($10,695 ride away), Kawasaki KLX300 ($7849 plus on-road costs) and the Honda CRF300L ($8199 plus on-road costs).

Such are the wide-ranging improvements to the DR-Z4S, the extra weight really means nothing. It simply eats up the deficit with complete ease and them adds some more cream on top

But before I could double down on that claim, I sampled my mate’s 2018 DR-Z400E just a few days after the DR-Z4S.

The difference is quite stark. The DR-Z4S has more ability across the board, from feeling less flighty on tarmac to being more capable in tricky terrain.

Road-leaning riders will appreciate the fuel capacity increase from seven to 8.7 litres, but there’s still that tendency to go searching in vain for a sixth gear on the open road. All fiction, of course, but I cruised at 110km/h in fifth gear without fuss, where the IRC Trail Winner dual-purpose rubber (21-inch front and 18-inch rear) felt most at home – although, in fairness, the hoops were decent on hardpack.

With the rough edges trimmed off the engine, coupled with the improved suspension, wider footpegs and the improved tech, the DR-Z4S’s extra prowess is really amplified off-road. Single track is not off the table, either, with more assurance but with that unique DR-Z forgiveness.

The gravel traction control setting is a great addition, as the 1 and 2 settings are too intrusive off-road, and with better suspension trails that was once had you second-guessing is now gobbled up.

Some would say that traction control is a novelty for a 37hp/37Nm engine, but the gravel function is a plus and it’d be my base setting if I owned the DR-Z4S.

At 920mm, the seat height will test some, especially on uneven surfaces, but that simply comes with the long suspension travel and high ground clearance territory. There is a 30mm lower seat ($298.32) in the accessories catalogue alongside items such as knuckle covers ($107.46), an aluminium skid plate ($343.62) and DC socket ($100.73) which were all fitted to the test bike.

The enhanced ABS function is also a welcome addition, but by the end of the day – after the endless cycle of switching the ignition off which returns the ABS to its full setting – I just left it on without even thinking twice. Which is a big tick.

The price tag aside, the more apt question is why wouldn’t you?

Thanks to the updates, the DR-Z4S answers most of the questions asked of it on tarmac or trails, which just about nails its dual-sport design brief.

For experienced riders, it will come along for the ride and for the less inexperienced provide all the tools and elements – and some of that famed DR-X cushioning – to fast-track your growth.

The updates have certainly made the DR-4S more contemporary, but there’s still that element of simplicity which makes it a lot of fun.

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
Test bike supplied by: Suzuki Australia