There are three basic classes within the dual sport segment. Lightweights such as Honda’s CRF300L and Kawasaki’s KLX300. High-performance, competition-spec dual sports from KTM, Husqvarna, and Beta. And heavyweights. Classic air-cooled thumpers such as the Honda XR650L and Suzuki DR650S. But where did the DR-Z400S fit in?You might say everywhere and nowhere. The DR-Z400 has been in a class of its own for a long time. And that is what has made it such a successful dual sport. It’s bigger and more capable than the lightweights, but with better road manners and lower maintenance than high-performance dual sports. Suzuki found a niche that needed filling, leaned in, and has done exceptionally well for a very long time.

For riders who want a true 50/50 dual sport with respectable off-road performance, the DR-Z400S has always been the choice. I should know, I own one. But after 25 years of being essentially unchanged, what drove Suzuki to develop an all-new DR-Z? Was Suzuki losing sales to buyers who value more modern styling, fuel injection, and rider aids? Or was it tightening emission standards that led to the new DR-Z4S? Of course it was both, but mostly the latter.

Due to Euro 5+ emissions, the 2024 Suzuki DR-Z400S was only available for purchase in North America. For Suzuki to sell the DR-Z globally, updates were needed. But Suzuki didn’t want to lose the performance of its beloved 398cc single. Despite the addition of a second catalytic converter positioned in the header pipe and many other changes to reduce emissions, the new engine produces similar power figures to the previous mill.

What’s New, Engine-WiseAlmost every aspect of the DR-Z4S is new compared to the bike it replaces. The list of shared parts is short.Powering the new DR-Z4S is a liquid-cooled DOHC 398cc single producing a claimed 38 hp at 8000 rpm and 27.3 lb.-ft. of torque at 6500 rpm. The new cylinder head has reshaped intake ports to improve power output. New camshaft profiles have “increased intake lift and optimized valve overlap” for better engine performance and emission compliance. And the four-valve cylinder head now benefits from Suzuki Dual Spark Technology the rest of us would call dual spark plugs.

The new piston’s ovality and skirt shape have been redesigned to reduce mechanical loss by up to 20%, provide smoother operation, and increase power output near the rev limit. The most anticipated (and needed) upgrade to the DR-Z is fuel injection. Suzuki’s new engine utilizes an electronically controlled 42mm throttle body and 10-hole injector. The airbox has been redesigned but the volume remains the same. Suzuki shortened the airbox inlet tube and increased its diameter to improve intake efficiency, and also added a second intake at the rear fender “for smoother airflow.” This may be a code for “reduced intake noise,” which is one of the big offenders in ride-by sound testing.

A five-speed transmission remains, to the dismay of the DR-Z loyalists, but most gears and shafts have been updated to increase strength and reduce oil windage. The transmission features Suzuki’s Clutch Assist System which functions as a slipper/assist clutch. The pressure plate runs in helical tracks that essentially unscrews on deceleration to allow slip and screws tighter under acceleration. This allows lighter clutch springs and results in a very easy pull at the lever-actuated cable.

ElectronicsA ride-by-wire throttle works with Suzuki’s Intelligent Ride System to provide three drive modes, three levels of traction control, and two levels of ABS. Drive modes A, B, and C adjust throttle mapping. A is the most aggressive, providing direct throttle response. B is more subtle and tractable off the bottom, but still offers quick acceleration. C is extremely diluted at the crack of the throttle and progressively builds into the top-end, where it becomes sporty. All three throttle modes produce the same peak horsepower.

Traction control settings are independent of the drive modes and can be tailored to preference, along with switchable ABS. Traction control can also be completely disabled. Choices are as follows: We tested all three TC settings in the dirt, but with 50/50 dual sport tires, 1 and 2 provided far too much intervention. Gravel mode was great on chunky access roads, but to our surprise, it also proved well suited for single-track and bumpy two-track.

Wheel speed sensors, throttle position, engine speed, and gear selection are all processed to allow the right amount of wheelspin. Riders can slide corners and pop wheelies within Gravel mode while still benefiting from the safety of traction control.

In video games, G mode would be referred to as a cheat code. It gives you more confidence to step the bike out and flat-track a corner. An experienced rider will find it just as easy to slide the new DR-Z without traction control thanks to its great chassis balance and excellent throttle response, and even might find the system a little limiting when really trying to hang it out. But it’s a valuable and confidence-inspiring system.

Two levels of ABS are available (active at both wheels or active at the front wheel only), plus ABS can be switched off. For an experienced rider, rear ABS intervention is intrusive in the dirt. Front ABS intervention is far less intrusive than the rear system, but still disrupts an experienced rider’s ability to achieve maximum braking potential off-road. For less experienced off-roaders, ABS will likely provide more braking confidence in the dirt as it will help prevent lockups and washouts. On pavement, ABS is not intrusive unless you stomp on the rear pedal or grab a handful of front brake.

What’s New, Chassis-WiseSuzuki developed an all-new frame for the DR-Z4S. A semi-double cradle steel trim frame replaces the backbone frame of the 400S for FI compatibility and still houses engine oil for the dry sump lubrication system. The frame utilizes cast components and thin chromoly-steel tubes to reduce weight and provide optimal stiffness. An aluminum subframe and swingarm also help reduce weight, and the swingarm torsional rigidity has increased by 9.3% over its predecessor.

Suzuki fitted the DR-Z4S with an inverted, cartridge-style 46mm fully adjustable KYB fork, and a fully adjustable KYB shock with a progressive linkage. The fork has provisions for compression and rebound adjustment and offers 11.0 inches of travel. The shock offers high- and low-speed compression, rebound, and spring-preload adjustment. Travel is 11.6 inches.

Wheel diameters are dual sport standard with a 21-inch front and 18-inch rear, but the rear tire size has been dropped from 120/90-18 to 120/80-18, leading to a slightly reduced seat height of 36.2 inches, 0.6 inch less than the 400S. IRC GP-410AT tires come stock, and have a specially designed internal structure and rubber compound for the new DR-Z.

The rider triangle has been stretched to better suit off-road riding. A tapered aluminum handlebar is mounted 1.1 inches higher, and the footpegs are 0.6 inch wider and mounted 0.9 inch farther back. The brake system has been upgraded with larger discs: The front disc is 270mm with a dual-piston caliper, and the rear uses a 240mm disc with a single-piston caliper, and the rear master cylinder is pulled from an RM-Z. Both ends of the braking system are a noticeable improvement over their predecessors.

The DR-Z4S receives full LED lighting and new MX-inspired bodywork. Fuel capacity has been reduced to 2.3 gallons, and claimed wet weight has increased to 333 pounds. Available in Champion Yellow No. 2/Solid Special White No. 2 or Solid Iron Gray for $8999, the DR-Z4S includes a 12-month unlimited-mileage limited warranty. For reference, the 2002 DR-Z400S retailed for $5449, which is equivalent to $9089 in today’s dollars when adjusted for inflation.

What Is the Suzuki DR-Z4S Like To Ride?Suzuki let us loose for two days in Oregon’s Tillamook State Forest, where the lush landscape, tight single-track, and twisty roads provided the perfect test environment. The new engine has great response throughout the entire rev range. Low-end torque is increased over the previous bike and provides noticeably quicker acceleration as it works through the midrange into the top-end. This new engine is much more peppy and quick-revving. There are no flat spots in the power delivery, and the engine pulls strongly to redline. It’s very flexible and on twisty single-track. Leave it in second and have enough low-end torque to pull out of a corner with enough legs to hold off a shift on the straights.

On bumpy single-track, the suspension has enough holdup to charge obstacles, but you don’t have to ride the bike hard to get the suspension to work. Under heavy load, the suspension progressively uses up the available travel without feeling harsh or prone to deflection. Unloading off an obstacle, the DR-Z lofts through the air and maintains balance. On certain sections, the DR-Z just floats along the trail.

Transition onto gravel, and the components work just as well. The damping is supple in the initial part of the stroke and keeps the wheels in contact with the ground. But the suspension is sprung properly to resist dive under heavy braking and to soak up the landing when jumping a water bar.

After a long stretch of single-track, two-track, and gravel roads, the DR-Z4S seamlessly jumps on a twisty asphalt road and performs like a supermoto. Handling is light and flickable, and the street-bias IRC tires offer plenty of edge grip. Turn off traction control and ABS, and the 4S is capable of wheelies, stoppies, and skids.

Putting in straight miles is as comfortable as any all-around dual sport. The ergos are relaxed, suspension supple, and engine vibration is minimal below 70 mph. Despite its five-speed transmission and 15/43 final drive gearing, the DR-Z4S is more than capable of exceeding highway speeds, but vibration increases when the engine is spinning at a high rate.

Switching between throttle maps and TC settings makes a noticeable difference. B mode provides tractable power and allows the street-bias rear tire to more easily maintain grip than A mode. Gravel traction control works similarly; in loose terrain, the rear tire is very squirrelly, but Gravel traction control helps modulate the power to maintain or regain traction. On loose hill climbs, it is easier to maintain momentum in A mode with TC turned off, relying on high revs and a screaming rear tire to crest the summit. And when the surface is grippy, A mode with TC turned off allows the rider to extract all of the DR-Z’s performance.

Braking performance is massively improved over the previous bike. The front brake doesn’t have a strong initial bite, but stopping power is plenty powerful when progressing into the lever stroke. The rear brake has great modulation, allowing the rider to weight the pedal and achieve maximum stopping potential without completely locking up the tire. But when needing to skid into a corner, a quick stab of the brake pedal consistently locks the rear wheel.

Is the Suzuki DR-Z4S the Best Everyday Dual Sport?Everyone enjoyed the DR-Z400S. Many riders we meet have a story with one. And as much as the original bike will continue to live on in the aftermarket (because it’s still very good), the 2025 Suzuki DR-Z4S disrupts the market in the same way the first bike did—by offering a mix of on and off-road performance not found in most bikes in the segment. It’s more capable than both the larger and smaller displacement bikes, and more streetable and lower maintenance than Austrian offerings.

The original DR-Z stood the test of time, and we expect this one will also. Because 25 years from now, what are we going to ask of our dual sports? Good suspension, a playful engine, comfortable ergonomics, and a little bit of tech are always a good start. The DR-Z400S has always been an excellent all-around dual sport. And with the DR-Z4S, Suzuki upped the ante, providing more performance and comfort than the previous bike, in a sophisticated package. Is it worth selling your first gen for the new 4S? Absolutely. The 4S remains in a class of its own.

2025 Suzuki DR-Z4S Specs