Suzuki introduced the DR-Z400SM in 2005 during the pinnacle of the supermoto era. Mounting sportbike wheels on dirt bikes started with the made-for-TV ABC Superbikers race events in 1979 and gained popularity in the years that followed. By the early 2000s pro motocrossers including Jeremy McGrath, Travis Pastrana, Jeff Ward, and Mike Metzger were competing in events such as X Games SuperMoto which added a lot of inspiration for the rest of us to think about adapting dirt bikes into streetable machines with 17-inch sport rubber.

Thankfully, manufacturers had begun developing production, street-legal supermotos in the mid-1990s (KTM Duke, anyone?) and by the time Suzuki’s DR-Z400SM was released, it became an instant hit. Building on the success of the DR-Z400S, which was released four years earlier, the 400SM sold well until its discontinuation last year. The DR-Z4SM offers the same great qualities as the 400SM, but with improved performance and increased refinement. Whether you are a city commuter, canyon runner, or stunt rider, Suzuki’s $8999 DR-Z4SM serves as an accessible and capable middle ground between Kawasaki’s KLX300SM ($5849) and the GasGas SM 700 ($12,699).

But the class has recently gotten more competitive with the addition of KTM’s new 390 SMC R. On paper the 390 and 4SM are very similar but the KTM has a much lower MSRP of $5499. We have yet to test them back to back, but my recent experience riding both and having a close look at their parts and construction shows the Indian-made KTM offers a lower level of fit and finish vs. the Japanese-made Suzuki, which has more polished switch gear, hardware, plastics, castings, welds, and paint, while offering a refined ride.

Last year at EICMA, Suzuki announced the new DR-Z4SM would replace its DR-Z400 supermoto. Suzuki’s motivation to develop a new DR-Z stemmed from tighter emission standards worldwide. Related: The DR-Z400SM was a Ten Best winner when it was introducedIn 2024, the still-carbureted DR-Z400SM was only sold in North America. For Suzuki to sell DR-Zs globally, a nearly all-new engine was needed to meet Euro 5+ emission standards while still delivering competitive power and torque. But the Hamamatsu factory didn’t just legalize the engine and stop there; Suzuki improved its versatile package with a new chassis and a modern electronics suite.

We were extremely impressed by the DR-Z4S dual sport earlier this year and were quickly reminded of the platform’s pleasing qualities after swinging a leg over the DR-Z4SM.

EngineThe DR-Z4SM utilizes the same engine architecture as the previous 398cc mill, but it has been updated with a new cylinder head, reshaped intake ports, new camshaft profiles with increased lift and reduced overlap, dual spark plugs, and 42mm throttle body with a 10-hole fuel injector. The goal was to increase torque across the rpm range, reduce mechanical loss, and improve efficiency over the outgoing engine.

Although the transmission is still a five-speed, Suzuki updated most of the gears to increase strength and reduce oil windage. Suzuki’s slipper/assist Clutch Assist System allows for aggressive downshifts, no clutch slip and a light pull at the lever. While you don’t miss that sixth gear on the kart track or in the city, the SM does sacrifice comfort at highway speeds as engine rpm runs higher than testers liked. The SM’s 15/41 final gearing is taller than the dual sport’s 15/43, but the internal ratios are the same. We didn’t miss a sixth gear too much on the dual sport but definitely do wish there were an overdrive sixth gear on the SM.

Suzuki’s new engine is noticeably more refined than the previous carbureted mill. Engine response off idle is sharp and punchy; its torquey low-end easily pulls the bike away from a stop or off an apex. Spinning revs into the top-end increases engine vibration, most noticeably through the handlebars. Top-end power is improved, but short-shifting the supermoto is preferred, especially on the street. On the kart track or twisty roads, the top-end does an admirable job connecting corners on longer straights, but the engine performs best in the midrange, torquing between short chutes on the kart track. Unfortunately, Suzuki does not offer an accessory quickshifter for the SM.

ElectronicsJust like the dual sport variant, the supermoto comes equipped with Suzuki’s Intelligent Ride System (S.I.R.S.). This electronics suite provides access to Suzuki’s Drive Mode Selector (SDMS), Suzuki’s Traction Control System (STCS), and adjustable ABS.

The DR-Z4SM’s electronics suite is intuitive and functional. Switching between the three available throttle maps (A, B, and C) delivers noticeably different engine characteristics. In dry conditions with plenty of grip, the most aggressive A mode is the way to go. At the initial crack of the throttle, the engine provides a sharp hit—great for ripping off an apex or lifting the front wheel. B mode is smoother off idle but still strong through the midrange. And power in C mode is significantly softer and well suited for low-traction situations.

Riders can choose between three levels of traction control, 2 being the most intrusive, 1 being less so, and G (for “gravel” as on the S) being the loosest and dedicated for sport riding. But in dry conditions with a grippy Dunlop Sportmax tire, we only experienced TC intervention when popping the clutch to loft a wheelie.

Switchable ABS allows riders to choose between two settings: active at both wheels, or only active at the front wheel. We spent the majority of our time with rear ABS disabled, allowing us to cut skids and back the bike in on corner entry—as you do in supermoto. As much as we found it disappointing not to be able to turn off front ABS, we have to admit there was hardly any front ABS intervention on the K1 Circuit kart track in normal and spirited riding. Front ABS did keep us from being able to do stoppies, and that was disappointing, even if it’s a real edge in use case. It was also puzzling because the DR-Z4S allows front ABS to be disabled. But we found out Suzuki isn’t to blame here: European motorcycle requirements are more lenient for dual sports than dedicated streetbikes and the global spec on the bikes means we get full-time front ABS.

ChassisA new steel-perimiter frame replaces the previous steel backbone frame. Just like with the old frame, the SM’s frame houses the engine oil for the dry-sump lubrication system. The bolt-on subframe is aluminum, as is the swingarm.

The DR-Z4S and SM share the same adjustable KYB suspension components, but the SM has model-specific damping and reduced travel: 10.2 inches versus 11.0 front, 10.9 versus 11.7 inches rear. A set of 17-inch laced spoke wheels is fitted with Dunlop Sportmax Q5A tires, and the braking system uses a larger 310mm disc with a dual-piston caliper up front and a 240mm disc with a single-piston caliper at the rear.

The chassis is agile, and the suspension offers a great balance of comfort and support. Suzuki’s DR-Z4SM rides light and changes direction easily. Its slim profile makes the bike manageable even for a smaller rider like myself (5 feet 8 inches, 125 pounds, 28-inch inseam).In the initial part of the stroke, the KYB components are supple and comfortable over small bumps and road imperfections. But as the speeds and loads increase, the DR-Z4SM doesn’t become squishy or wallowy. The fork has holdup under hard braking, and the shock doesn’t become overwhelmed under acceleration. From corner entry to corner exit, the suspension and chassis stay composed, even at a sporty pace.

The front brake doesn’t have the sharp bite expected from a supermoto. Although the front disc is larger on the DR-Z4SM than the DR-Z4S, stopping power is similar. Getting deep into the lever stroke will slow the bike down, but the front brake performance is disappointing as it lacks the strong initial bite and the big progressive stopping power we’d look for in a bike like this. But the rear brake works great. It has strong stopping power and is easy to modulate.

Ergonomics and StylingSuzuki’s DR-Z4SM features a wide, tapered aluminum handlebar that sits slightly lower than the unit on the 4S and is equally comfortable. The seat is 17mm wider than the 2024 DR-Z400SM and is shared between the two 2025 models, but due to the suspension differences the SM’s sits slightly lower at 35.0 inches. Ergonomics are upright and neutral. The reach to the bars is comfortable, and the rider triangle is spacious, but the seat, despite being wider than the 2024 model, is still narrow and firm. Rubber-damped footpegs reduce vibration and have been widened by 16mm (0.6 inch) compared to the predecessors. Fuel capacity is identical at 2.3 gallons, but the SM is slightly heavier at 340 pounds compared to the dual sport’s 333-pound curb weight due to wider wheels, more substantial tires, and a larger front disc.

Suzuki’s DR-Z4SM has full LED lighting and is available in Sky Gray or Solid Special White No. 2 for $8999.

Should You Buy a Suzuki DR-Z4SM? Suzuki’s DR-Z4SM offers a blend of performance, comfort, approachability, and refinement that’s unique in the class. The DR-Z4SM isn’t as hardcore or as fast as KTM’s 690 SMC-R, but it comes in at a lower price and is aimed at a more laid-back street rider. KTM’s counterpoint is the super competitive KTM 390 SMC R, which isn’t quite as polished as the more expensive Suzuki. And while a light, flickable supermoto is a much different riding experience than what’s offered on an 800cc naked bike and we don’t envision a lot of cross-shopping, it’s hard to ignore that the Suzuki GSX-8S is just $250 more. Related: If you are interested in reading more on the KTM 390 SMC R, click this linkJust like its dual sport sibling, the DR-Z4SM strikes a compelling middleground of its segment with enough power to entertain, a sporting chassis that puts a smile on your face when the road curves, and just the right mix of tech for a more modern riding experience. It truly is a fun and capable street supermoto with a sporting edge. And there are few machines that can deliver so much fun with a sub-$10,000 price tag.

2025 Suzuki DR-Z4SM Specs