Suzuki DR-Z4S 2025 Review: The Return of the Iconic Enduro

Embark on a two-day adventure with the new Suzuki DR-Z4S through the versatile tracks and trails of the Tillamook State Forest, located west of Portland, Oregon. Get ready for an exciting mix of asphalt, gravel roads, and light to moderate off-road sections.

In total, we have nearly 200 kilometers to get a feel for the revival of the legendary Suzuki DRZ400. With the DR-Z4S, Suzuki isn't just launching a new modelit marks the triumphant return of a classic. The DRZ family has enjoyed an almost cult-like status among off-road and dual-sport riders since the DR-Z400S was available in Europe from 2000 to 2008. After years of silence in Europe, it's making a return in 2025. However, with a starting price of €9,699 in Germany, the inevitable question arises: Is the new DR-Z4S worth the money? Or is Suzuki relying too heavily on the myth?

The Suzuki DR-Z4S is powered by a revamped DOHC single-cylinder engine with 398cc displacement, significantly advanced in technology. Although the bore and stroke remain identical to the historical DR-Z400 engine, the unit has been comprehensively redesigned to meet emissions standards, torque delivery, and efficiency. Two catalytic converters ensure compliance with the Euro 5+ standard, but on their own, they would limit the engine's performance. To prevent this, nearly all internal components of the engine have been revised and optimized.

The new electronic fuel injection is controlled via a ride-by-wire system. Unique feature: A throttle cable is mechanically retained and leads to a throttle position sensor under the seat, keeping the throttle feel familiar and "analog" even though the throttle valve is now controlled electronically. The throttle bore itself has been enlarged to 42 mm, and the intake ports have been widened. A newly developed piston, dual spark plugs, titanium intake valves, and sodium-cooled exhaust valves support clean combustion and consistent torque delivery. Additional openings in the crankcase and revised bearing areas reduce internal friction by 20 percent compared to the previous engine.

The DR-Z4S continues to use a classic 5-speed gearbox, now paired with a longer final drive ratio (15/43 teeth). The gear ratios themselves remain unchanged. The newly introduced Assist and Slipper Clutch (SCAS) significantly reduces hand effort and allows for precise modulation with just one finger. Combined with the new throttle control, this results in a sensitive power delivery with high levels of control.

For the first time, a DR-Z is equipped with the full Suzuki Intelligent Ride System (S.I.R.S.). It includes the Suzuki Drive Mode Selector (SDMS) with three selectable power delivery profiles (A, B & C). The traction control system, STCS, is configurable in four levels: two road modes, a specifically tuned gravel mode for loose surfaces, and the option for complete deactivation. The standard ABS on the DR-Z4S can be disabled not only at the rear wheel but also at the front.

The instrument cluster has been completely redesigned and now features a compact LC display with enhanced functions. For the first time on a DR-Z, gear position and fuel level indicators are integrated. The handlebar controls are styled similarly to other Suzuki models, offering an intuitive operating concept.

The frame of the DR-Z4S is made from a newly developed double cradle steel construction. The oil tank is housed within this frame as before. The bolted aluminum subframe allows for easy replacement and repair. The swingarm is also aluminum, optimized for high torsional rigidity and low weight. The suspension components are from KYB: up front is an adjustable upside-down fork with 280 mm of travel, and at the rear, a linkage-mounted monoshock with 296 mm of travel.

Suzuki has upgraded the braking system: the DR-Z4S features a 270 mm disc at the front and a 240 mm disc at the rear, both with floating calipers. The front caliper is radially mounteda first in the DR-Z universe.

Even on light gravel paths and simple forest roads, the Suzuki DR-Z4S demonstrates its versatile talent. The ergonomics are excellent for both seated and standing riding positions. The flat, long seat allows for active weight shifting forwards or backwardsuseful when braking on loose surfaces or navigating longer curve combinations. The handlebars fit well for riders up to about 1.85 m. Beyond that, they may feel too low, but this can be easily adjusted with accessories. The suspension setup is pleasantly soft and comfortable in its standard configuration. The fork is particularly responsive, providing fine feedback over surface irregularities, making the DR-Z4S forgiving and predictableideal for riders with off-road ambitions but without professional experience.

The gearbox engages cleanly and can be shifted crisply without the clutch. Personally, I don't miss any power. The 38 HP of the DR-Z4S quickly accelerate the 151 kilograms of the bike plus rider to speeds of 50-80 km/h. The gears are flexible, the engine is torque-rich, and the chassis is stable. Unlike most other Suzuki motorcycles, the A riding mode isn't too aggressive for me because it initially delivers gentle throttle response before providing plenty of power with minimal throttle twist. If you turn off the traction control, the rear slides out on gravel fairly quickly, which is partly due to the round IRC Trail Winner stock tires. However, as the engine remains well-controlled thanks to the long gearing and forgiving nature, this can even be an advantage for playful off-road riding.

On the second day of riding, the focus was on challenging terrain: over 40 miles, about 80% of which consisted of narrow, overgrown single trails with wet roots, slippery soil, loose rocky sections, and steep climbs. Here in the Tillamook State Forest, the DR-Z4S and its riders were put to the test to showcase their off-road capabilities.

In such terrain, the value of a traction-strong, forgiving single-cylinder becomes evident. The 398cc engine of the DR-Z4S acts like a silent helper that doesn't give up, even when the rider is mentally exhausted. Even with balance mistakes, poor line choices, or missed clutch engagements, the engine rarely stalls. It pulls through like a tractor with consistent power and plenty of forgivenessa real safety net for amateur enduro riders. Especially at low to mid-range RPMs, the single-cylinder reveals its best character: elastic, manageable, and with enough power reserves for short bursts and jumps. While I still use the sharpest A mode on wider paths and light gravel roads, I switch to the B mode on single trails as fatigue sets in, allowing more carefree throttle inputs without ruining the riding line.

Another safety net is provided by the traction controlspecifically, the excellently tuned Gravel mode. Unlike some other manufacturers, this mode doesn't cut power prematurely but intentionally allows for some slip. On slippery gravel, damp forest floors, or uphill climbs, the system intervenes late but effectively. It sounds simple, but all testers were amazed at how well the G mode works and how it simplifies challenging climbs. Especially as the day wears on and fatigue sets in, this mode proves invaluable: less focus on traction management, more concentration on line choice and vision. Simply keep the throttle steady, and the traction control handles the restwhether in mud, on loose gravel, or soft soil.

The suspension also proved highly versatile in challenging terrain. In the stock setting (10 clicks out of a total of 23), the KYB fork offers plenty of comfort, with high reserves and a nicely progressive damping behavior. For me as a hobby enduro rider, this is just right, as it doesn't transmit harsh impacts but keeps the bike stable. Professional riders in the test adjusted both rebound and compression to about 14 clickscloser to the firmer sideto achieve a more stable front end when descending and more feedback during braking. The fact that there are still nine more clicks available even then shows how wide the adjustment range isa real plus in this A2 vehicle class. However, for the price, an adjustable preload on the USD fork would be desirable.

Despite all the traction, suspension performance, and engine power, a conceptual limit remains: the long-geared 5-speed transmission. In tough terrain, a shorter first gear or a more closely spaced six-speed gearbox would be desirableespecially for technical hill climbs. It's clear here that the DR-Z4S isn't designed for hard enduro use. However, if desired, the current gearing can be adjusted with a simple sprocket change. In its stock form, one appreciates the flexible gears outside of extreme situations and quickly gets used to primarily using the first two gears on single trails.

The stock tiresIRC Trail Winnerwere the clear weak point in challenging terrain. On wet forest floors and loose surfaces, they noticeably lacked lateral stability and grip. However, due to the moderate weight of the DR-Z4S, the tires could be run at very low pressures. Standard pressure is 1.5 and 1.75 bar, but in tougher terrain, we even went down to just one bar in the tube. Rocks and roots can hit hard, but the wheels from the well-known manufacturer Excel withstood the increased rim stress even at low pressures. In any case, it is worth investing in more off-road-oriented 50/50 tires for DR-Z4S buyers soon.

There were multiple falls during the test, yet no DR-Z4S had to be sidelined. The machine proves to be robust: a steel tank with plastic covers, low center of gravity thanks to a low-positioned battery, a standard engine guard, and sturdy fairings make it suitable for practical off-road use. I would only add handguards and wider footpegs to a stock DR-Z4S to prepare for adventurous tours. However, when the bike is laid down, you feel its 151 kilosit's not a hard enduro. But this compromise is part of the nature of a true dual-sport concept.

Even on asphalt, the DR-Z4S performs surprisingly well. The softer suspension setup smoothly absorbs smaller road irregularities. The fork does noticeably dive under braking before corners, but it isn't disruptive. The brakes initially feel soft but are excellently modulatedwith some hand strength and the use of both brakes, sporty deceleration is possible. At highway speeds (0100 km/h), the engine feels lively and sufficiently powerful, and the elasticity of the gears allows for free gear selection. Only around 110120 km/h does the rev level increase significantly, and you begin to leave the engine's comfort zone. However, the torque and power are sufficient to initiate overtaking maneuvers starting from 100 km/h.

For a dual-sport motorcycle, the DR-Z4S is quite suitable for long distances, with certain limitations. According to Suzuki, the combined fuel consumption is about 3.5 l/100 km, which should allow for ranges of up to 250 km despite the smaller 8.7-liter tankexactly like its predecessor. During our sporty test ride, the display showed 4L/100km. Oil changes are required every 5,000 km, and valve clearance checks only every 24,000 km. Impressive figures for a single-cylinder.

The new seat is sporty but not too hardbetter than the old DR-Z400 according to long-time fans and owners. Payload? With a maximum permissible weight of 340 kg, there's plenty of leewayeven with luggage or an occasional passenger. However, for riding with a passenger and luggage, space is quite limited on the narrow and short seat. The biggest issue for quick travel stages is the missing sixth gear. Since Suzuki didn't develop a new engine casing but focused on the internals of the DRZ single-cylinder, there was little room and space for the gearbox. They could have adjusted the gear ratios but evidently chose not to. In my opinion, an extra-long overdrive gear in the fifth position would've been beneficial.

At €9,699 in Germany (€9,990 in Austria, CHF 8,895 in Switzerland), the DR-Z4S approaches the €10,000 mark, a very symbolic price threshold. A few years ago, that would have bought you full-sized bikes well beyond the A2 motorcycle class, and even today, there are certain price-buster models that offer significantly more power per euro. However, performance isn't really the focus of the DR-Z4S, and one mustn't forget the massive inflation of recent years. Looking back, the DR-Z400 once cost €6,345adjusted for inflation, that's equivalent to €9,700 today, exactly the current price.

For those who primarily see themselves in mixed terrain, on gravel, highways, and occasional off-road adventures, this is an honest motorcycle with an impressive rangeand at a price justified by history.

Whether you're personally willing to spend nearly €10,000 on it? That ultimately depends on the type of rider you are. The DR-Z4S has the potential to be the kind of machine you won't want to give up once you've ridden it through the terrain.

At the same time, comparison with similar competitor models raises doubts about the price. The Honda CRF300L is available from €6,100 but has significantly less power at 27.4 HP and simpler technology. The new KTM 390 Enduro R offers 45 HP for €3,400 less than the Suzuki at around 165 kg, though KTM's potential insolvency puts it on shaky ground. The significantly more expensive Suzuki operates at its own quality levelsomewhere between beginner dual-sport and true everyday enduro.

So, is the new DR-Z4S worth €10,000? I ask myself this question for personal reasons, as I'm looking for a lightweight garage companion for my Tenere 700. The Suzuki DR-Z4S is a thoroughly successful comebacknot a shallow retro rehash, but a consistently modernized evolution of a popular and proven concept. It stays true to its roots: robust, easy to operate, versatile, and, as far as can be judged so far, reliable. The only real drawback is the still-installed 5-speed gearbox, especially for us off-roaders in the German-speaking region, as we tend to cover long distances to reach legal off-road trails. If the DR-Z4S could easily maintain highway speeds thanks to a long fifth or existing sixth gear alongside all its off-road and road qualities, I would indeed consider the price justified. As it stands, I don't have a definitive answer on whether it's worth €10,000. That's something each person must decide for themselves, and I will internally continue the hard battle between desire, pragmatism, and bank balance.