Suzuki DR-Z4S vs. KTM 390 Enduro R 2025 - A2 Enduro Shootout

Back in May, I had the privilege to attend the official launch of the new Suzuki DR-Z4S in Oregon, USA, and took it for its first spin. Just a few weeks ago, we finally had the chance to try out the KTM 390 Enduro R right here in Austria. Both tests were fairly brief—enough to get an initial feel, but not sufficient to truly delve into the strengths and weaknesses of each bike. We finally managed to organize a comprehensive comparison of these eagerly awaited dual-sport motorcycles. Since legal off-roading in Austria is nearly impossible, my cameraman Schaaf and I made a quick trip to Hungary for the TET. But before hitting the trails and gravel paths, we had a nearly hour-long highway stint on the agenda—and that’s where the first intriguing differences between the Suzuki and KTM began to emerge.

Just a few kilometers into the highway ride, it's clear that Suzuki and KTM have different philosophies when it comes to their dual-sport bikes. The new Suzuki DR-Z4S, like its predecessor the DRZ400, sticks with a 5-speed gearbox, whereas the KTM 390 Enduro R comes with six gears—you notice this immediately. The Suzuki tops out at around 145 km/h on the speedometer, while the KTM, with its rev-happy engine and late-peaking power, can cheerfully push beyond 160 km/h. When cruising at 130 to 140 km/h, the KTM shows its advantage: the single-cylinder engine runs relaxed, offering ample power reserves and can continue to accelerate noticeably even from high speeds. The Suzuki can maintain this travel speed too, but its engine feels much more strained and acoustically present above 130 km/h. Its higher RPM level offers less tranquility on long stretches, making me prefer to cruise at around 120 to 125 km/h on the Suzuki. On the plus side, despite its higher RPMs, the Suzuki only exhibits mild, high-frequency vibrations that are hardly bothersome at higher speeds. The KTM is also low on vibrations, yet the Suzuki gives a more tranquil tactile impression.

The comparison in suspension comfort is also intriguing: On the A4 near Vienna, a highway with some rough concrete slabs and deep grooves, the Suzuki reveals its strength in comfort. The suspension responds more delicately, filtering out bumps better and providing a noticeably smoother ride. The KTM, on the other hand, is tuned for sportier performance, allowing road undulations to transmit more directly and less comfortably to the rider.

In terms of range and fuel consumption, the Enduro R and DR-Z4S are quite close. On our trip, the Suzuki achieved 4.6 liters/100 km with its 8.7-liter tank. The KTM consumes slightly more at 5.2 liters/100 km, but it also has a marginally larger 9-liter tank. Neither motorcycle is a range miracle.

In line with our tour, we equipped both the KTM and Suzuki with lightweight, off-road-capable luggage systems. The DR-Z4S sports typical, robust Enduro saddlebags, specifically the Blizzard Bags from Enduristan. For the 390 Enduro R, we opted for the SW-Motech PRO Cargobag, which fits snugly on the bike's tail, making it ideal for off-road use. However, this was the only soft luggage piece that fit the KTM seamlessly. Traditional soft luggage systems with side-mounted bags, like those on the Suzuki, could pose challenges for the KTM, as its slim tail offers little lateral support, causing the bags to potentially sag towards the rear wheel.

On the backroads, these two dual-sport bikes showcase their distinctly different personalities. The Suzuki DR-Z4S, with its strong torque and softer suspension, focuses on relaxed riding and delivers plenty of comfort. It confidently absorbs potholes and bumps, with the suspension working sensitively to allow a smooth glide over uneven surfaces. Meanwhile, the KTM 390 Enduro R is set up more firmly and offers sportier feedback. This can be appealing for ambitious riders, as the direct feedback allows for pushing harder through corners, though it comes at the expense of comfort on longer stretches.

In terms of engine character, the Suzuki is a surprise. Its 398cc single-cylinder engine delivers 38 HP at 8,000 RPM and 37 Nm of torque at 6,500 RPM. The KTM engine, with a 398.7cc displacement sourced from the 390 Duke, produces 45 HP at 8,500 RPM and 39 Nm at 7,000 RPM. On paper, the performance duel seems evenly matched, with a slight edge for the KTM. However, in practice, the Suzuki engine demonstrates significantly more torque, offering a beefier, more powerful character that stands out during roll-on tests.

To verify the differences in real-world conditions, we tested both motorcycles side by side on the backroads. Two riders of similar weight simultaneously accelerated from 50 to 100 km/h, each in second, third, and fourth gear.

In third gear, the Suzuki clearly pulls ahead of the KTM, even though reaching 100 km/h happens just before the rev limiter of the short-geared DR-Z4S. The same scenario unfolds in fourth gear, where the Suzuki engine, with its broad torque plateau, leaves the KTM confidently behind. The engine feels strong, smooth, and consistently delivers enough mid-range punch.

However, things get interesting in second gear, where the tide turns: The KTM 390 Enduro R wins this round thanks to two advantages. Firstly, the tachometer allows precise shift point selection, and secondly, the well-functioning, optional quickshifter enables seamless gear changes without power interruption. The Suzuki, on the other hand, requires more finesse, as it lacks a tachometer, forcing the rider to shift up by ear and feel just before hitting the limiter.

Off the beaten path, both motorcycles reveal their true characters—and here too, Suzuki and KTM pursue different concepts. The Suzuki DR-Z4S impresses with its early torque delivery, providing strong thrust even at low RPMs. In challenging terrain, the Suzuki can be comfortably managed in second gear, even through deep mud or tight passages. Thanks to its smoothly responsive engine, a gentle pull on the extremely light and finely adjustable clutch is often enough to maintain control, even when the speed almost drops to a standstill.

The KTM 390 Enduro R is fundamentally tuned differently here. Its engine is notably more rev-hungry and requires more throttle input to get up to speed. The reduced flywheel mass makes the engine more agile but also means it can stall more easily in tough terrain, particularly at low RPMs. The quickshifter does make frequent shifts between first and second gear easier, but the KTM lacks the relaxed confidence of the Suzuki. Additionally, the ride-by-wire system, with its slight throttle lag, complicates precise throttle control during slow maneuvers, and the clutch isn't as sensitive as its competitor's.

Suzuki's suspension focuses on comfort and control. Its softer setup almost entirely absorbs bumps, gravel sections, and roots, allowing the rider to glide smoothly and relaxed. The fully adjustable suspension components also offer a wide range of settings and can be stiffened if desired. In contrast, the KTM comes with a firmer, sportier setup straight from the factory. It transmits bumps and edges more directly, providing good stability. However, the suspension components don't respond as nicely as the Suzuki's and, with 230 mm of travel front and rear, offer fewer reserves.

The KTM scores well in terms of ergonomics. It provides more space between the footpegs and handlebars, making it easier to avoid clinging to the handlebars during uphill rides and facilitating front-wheel-oriented balance at higher speeds. This could make the KTM particularly appealing to taller riders.

The handling also reflects two different philosophies: The Suzuki can be maneuvered playfully in tight turns and, thanks to its slightly lower weight, provides a particularly secure feeling at low speeds. The KTM, on the other hand, has a smaller steering angle, which makes it feel a bit more cumbersome in tight maneuvers. However, it remains more stable and tracks better at higher speeds, especially in deep gravel or on uneven terrain.

In off-road conditions, the Suzuki once again highlights its beginner-friendly nature. The clutch engages early, is intuitively adjustable, and perfectly complements the torquey engine. Riders can rely on precise throttle response and need to shift gears much less frequently. This is a significant advantage for low-speed maneuvers and technical trails.

The KTM, on the other hand, demands more active involvement: frequent gear changes, high revs, and rather abrupt throttle inputs are necessary to tap into its full potential. This provides a sportier riding experience but also requires more skill and concentration. Ambitious enduro riders who favor a full-throttle approach will find it thrilling and will not miss any tractor-like qualities here, while beginners and touring riders are likely to prefer the relaxed, accessible character of the Suzuki.

Those riding a dual-sport motorcycle expect not only fun on asphalt and off-road trails but also a certain level of adventure capability. In this regard, the Suzuki DR-Z4S and the KTM 390 Enduro R differ, both in terms of features and design.

Durability and Protection in Off-Road Conditions

When it comes to equipment, the KTM is more practical: It comes standard with handguards and a skid plate that protects the exposed engine area from minor stone chips or ground contact. Although the plate isn't overly robust, it provides a basic level of protection for tougher terrain. In contrast, the Suzuki lacks handguards entirely and only offers minimal engine protection underneath the bike. The exhaust header is exposed and thus more susceptible to damage. However, Suzuki has cleverly positioned the foot controls. The gear and brake levers are integrated discreetly, making them less likely to be damaged in falls or tight passages.

Access and Maintenance Friendliness

Another practical criterion is access to the air filter box—particularly important on longer tours off paved roads when the filter needs frequent cleaning. Here, the KTM proves to be user-friendly: The seat can be easily removed with a key, and access to the air filter is more intuitive, even though six screws are required to open the box.

In contrast, the process is somewhat unconventional with the Suzuki: First, a side panel must be removed to access the very basic onboard tools. With these, three screws beneath the panel can be loosened to reach the air filter.

Tires and Versatility

The tire choices also reflect different concepts: The Suzuki comes standard with IRC Trailwinner tires, designed for mixed use but offering limited lateral grip on loose surfaces and quickly clogging with mud. The KTM, on the other hand, is factory-fitted with Metzeler Karoo 4 tires, which are also 50-50 tires but offer slightly more negative tread and are from a reputable manufacturer. These 50/50 tires are ideal for riders who primarily ride on-road but also want the option to explore unpaved paths spontaneously. However, those who frequently and ambitiously venture off-road will benefit from more knobby tires on both motorcycles.

For our test of the Suzuki DR-Z4S and KTM 390 Enduro R, we relied on high-quality gear specifically designed for adventure and dual-sport use. We used the Spidi Hard Track 3 and Spidi 4 Season V3 textile suits, as well as the Caberg Tanami adventure helmet.

The Spidi Hard Track 3 is clearly aimed at riders who frequently incorporate off-road sections into their tours. With its robust Cordura® outer layer and laminated stretch nylon panels, it offers high freedom of movement and maximum abrasion resistance. Thanks to the modular STEP-INWEAR system, the suit can be flexibly adapted to any weather condition: H2OUT® liner, thermal liner, and 3D mesh ventilation inserts can be combined or worn separately as needed. Particularly practical is the preparation for the Hydroback hydration system—perfect for longer off-road stages.

The Spidi 4 Season V3, on the other hand, is even more focused on travel comfort and versatility. With its robust Nylon 600 construction at high-stress areas, large neck-to-elbow air vents, and moisture-wicking inner lining, it excels on long tours and in changing weather conditions. Like the Hard Track 3, the 4 Season V3 utilizes the modular STEP-INWEAR system, but places a greater emphasis on comfort, climate management, and long-distance suitability.

The Caberg Tanami helmet was used, featuring a light yet secure shell construction. Available in fiberglass or as the Tanami Carbon with a full carbon shell, it meets the highest safety standards with ECE 22.06 certification. Its well-designed ventilation system with large air intakes and removable covers, integrated Pinlock MaxVision visor, and scratch-resistant sun visor ensures comfort in all conditions. Particularly practical is the hydration tube preparation for attaching hydration bladders to the helmet—a feature that makes it perfect for long off-road stages. Additionally, the Tanami helmet includes an NFC chip, allowing emergency data to be stored and accessed from any common smartphone in case of an emergency.

Both motorcycles have demonstrated in the test that they offer plenty of riding fun, albeit in different areas. The KTM 390 Enduro R feels particularly at home when the pace picks up: its sporty, firm suspension, stable chassis geometry, and overall more active ergonomics make it the ideal companion for dynamic tours, fast cornering, and enthusiastic throttle hands. On the other hand, the Suzuki DR-Z4S showcases its strengths in slower sections. Its powerful engine, finely adjustable clutch, and agile steering geometry make it a reliable partner on technical trails and tight passages. At the same time, it offers high comfort on the highway and a high-quality suspension that smoothly irons out bumps.

In the end, the choice between the two bikes largely depends on personal preferences. Those seeking a sporty, precise, and actively rideable enduro will find the KTM to be an excellent fit. On the other hand, those who value comfort, versatility, and a powerful engine will likely prefer the Suzuki.

However, one aspect plays a significant role in the purchasing decision: the price. The Suzuki is about 3,000 euros more expensive than the KTM and, while it provides an overall higher-quality riding experience, it comes with less stock equipment. It lacks handguards and engine protection, and details like a loosely fitted gas cap or levers that can only be adjusted with tools feel less up-to-date compared to the KTM. Considering this, the high price is a tough pill to swallow—especially since the KTM has advantages in areas like ergonomics, stability, and its 6-speed gearbox.

My ideal motorcycle would be the Suzuki DR-Z4S with the ergonomics and 6-speed gearbox of the KTM 390 Enduro R—that would make the perfect dual-sport machine for me.