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

For two days, we take the new Suzuki DR-Z4S through the many diverse tracks and trails of Tillamook State Forest, west of Portland, Oregon. We encounter a varied mix of asphalt, gravel roads, and light to moderate off-road sections.

Altogether, 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 introducing a new modelit's the comeback of a classic. The DRZ family has held an almost cult-like status among off-road and dual-sport riders since the DR-Z400S was available in Europe from 2000 to 2008. The concept has been quiet in Europe for a long time, but in 2025 it makes its return. 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 built around a revised DOHC single-cylinder engine with a displacement of 398 cc, which has been significantly advanced in terms of technology. Despite having the same bore and stroke as the historical DR-Z400 powerplant, the engine has been comprehensively redesigned to meet emission standards, enhance torque delivery, and improve efficiency. Two catalytic converters ensure compliance with the Euro 5+ standard, but on their own, they would also limit the engine's performance. To prevent this, virtually all internal components of the engine have been revised and optimized.

The new electronic fuel injection is managed by a ride-by-wire system. Uniquely, a throttle cable is mechanically retained, leading to a throttle position sensor beneath the seat. This keeps the throttle feel familiar and "analog," despite the throttle valve now being electronically controlled. The throttle bore itself has been increased 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 ensure 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 feature a classic 5-speed gearbox, now combined with a longer final drive ratio (15/43 teeth). However, the gear spacing itself remains unchanged. The newly introduced assist and slipper clutch (SCAS) significantly reduces lever effort and can be precisely modulated with just one finger. In combination with the new throttle system, this results in a sensitive power delivery while maintaining high control.

For the first time, a DR-Z comes equipped with the full Suzuki Intelligent Ride System (S.I.R.S.). This includes the Suzuki Drive Mode Selector (SDMS) with three selectable power maps (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 in a DR-Z, a gear indicator and fuel gauge are integrated. The handlebar controls are styled similarly to other Suzuki models, offering an intuitive operating concept.

The frame of the DR-Z4S features a newly developed steel double cradle design. As before, the oil tank is integrated within this frame. The bolted aluminum rear section allows for interchangeability and eases repairs. The swingarm is also made of aluminum and has been optimized for high torsional rigidity and low weight. The suspension components are sourced from KYB: at the front, an adjustable upside-down fork with 280 mm of travel handles compression and rebound, while the rear features a centrally mounted shock absorber with 296 mm of travel, linked via a lever system.

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

Even on light gravel paths and simple forest roads, the Suzuki DR-Z4S showcases its versatile talent. The ergonomics are well-suited for both seated and standing riding positions. The flat, long seat allows for active weight shifting forward or backwardhelpful when braking on loose surfaces or in longer corner combinations. Riders up to about 1.85 m will find the handlebar height comfortable; however, taller riders might find it a bit low, but this can be easily adjusted with aftermarket options. The suspension setup is pleasantly soft and comfortable in its stock setting. The fork, in particular, responds sensitively, providing fine feedback on surface irregularities and making the DR-Z4S forgiving and predictableideal for riders with off-road ambitions but without professional experience.

The gearbox engages smoothly and can be shifted crisply without using the clutch. Personally, I don't miss any power. The 38 horsepower of the DR-Z4S swiftly accelerates 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, I find the A ride mode not too aggressive because it initially applies throttle gently and then delivers a lot of power with minimal twist of the grip. If you also switch off the traction control, the rear can slide out quite quickly on gravel, partly due to the rounded IRC Trail Winner stock tires. However, since the engine remains easily controllable thanks to its long gearing and forgiving nature, this can actually be an advantage for playful off-roading.

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

In such terrain, the value of a traction-strong, forgiving single-cylinder becomes evident. The DR-Z4S's 398cc engine acts like a silent helper, persisting 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 true safety net for hobby endurists. Particularly at low to mid-range RPMs, the single-cylinder shows its best character: flexible, controllable, and with enough power reserves for short bursts and jumps. While I still utilize the sharpest A power mode on longer paths and light gravel roads, I increasingly switch to the B mode on single trails as fatigue sets in, allowing for more forgiving throttle inputs without ruining the riding line.

Another safety net is provided by the traction controlspecifically, the excellently tuned gravel mode. Unlike with some other manufacturers, this mode doesn't intervene too quickly but deliberately allows some slip. On slippery gravel, wet forest floors, or when climbing hills, the system engages late but efficiently. While it sounds simple, all testers were amazed at how well the G-mode works and how it simplifies challenging climbs. Especially as fatigue sets in later in the day, this mode proves invaluable: less focus on traction management, more concentration on line choice and vision. Just keep the throttle open, and the traction control handles the restwhether in mud, on loose gravel, or soft earth.

The suspension also proved to be versatile in demanding terrain. In its 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 a hobby endurist like me, this is just right, as it prevents harsh impacts while keeping the bike stable. Pro riders in the test adjusted both rebound and compression damping to about 14 clickscloser to the firmer sideto achieve a more stable front-end feel when descending and more feedback when braking. The fact that there are still nine more clicks available even after this adjustment shows how wide the adjustment range isa real plus in this A2 vehicle class. However, an adjustable preload on the USD fork would be a desirable feature for the price.

Despite all the traction, suspension performance, and engine power, a conceptual limitation 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 built for hard enduro use. However, if desired, the current gearing can be adjusted with a simple sprocket change. In its stock setup, aside from extreme situations, riders will appreciate the flexible gears and quickly get accustomed to mainly 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, there was a noticeable lack of lateral grip and traction. Nonetheless, thanks to the moderate weight of the DR-Z4S, the tires could be run at very low pressures. Standard pressures are 1.5 and 1.75 bar, but in tougher terrain, we went as low as one bar. This means stones and roots can hit hard, but the rims from the well-known manufacturer Excel withstood the increased stress even at low pressures. It's definitely worthwhile for DR-Z4S buyers to upgrade to more off-road-oriented 50/50 tires soon.

Crashes occurred multiple times during the test, yet no DR-Z4S had to take a break. The machine proves to be robust: a steel tank with plastic covers, a low center of gravity thanks to a low-mounted battery, a standard engine skid plate, and stable fairings make it well-suited for practical off-road use. I would only add handguards and wider footpegs to a stock DR-Z4S for adventurous tours. However, if the bike is laid down, you'll feel the 151 kilogramsit's not a hard enduro. But that compromise is part of the nature of a true dual-sport concept.

The DR-Z4S performs surprisingly well on asphalt too. The softer suspension setup absorbs minor road imperfections smoothly. Naturally, the fork dives noticeably when braking before corners, but it's not disruptive. The brakes initially feel soft but are excellently controllablewith some hand strength and using both brakes, sporty deceleration is possible. At highway speeds (0100 km/h), the engine feels lively and sufficiently powerful, and the gear flexibility allows for free gear selection. Only above 110120 km/h does the RPM level increase significantly, moving out of the engine's comfort zone. However, torque and power are sufficient to make overtaking maneuvers starting from 100 km/h.

For a dual-sport motorcycle, the DR-Z4S is quite suitable for long-distance travel, albeit with some limitations. According to Suzuki, the combined fuel consumption is around 3.5 l/100 km, which should enable ranges of up to 250 km despite the smaller 8.7-liter tankexactly like its predecessor. During our sporty test ride, I recorded 4L/100km on the display. Oil changes are recommended every 5,000 km, and valve clearance checks 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. Load capacity? With a permissible total weight of 340 kg, there's plenty of roomeven with luggage or an occasional passenger. However, for riding with a passenger and luggage, space becomes tight on the narrow and short seat. The biggest issue for fast travel stages is the absence of a sixth gear. Since Suzuki didn't develop a new engine case but focused the updates 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 apparently chose not to. In my opinion, an extra long overdrive gear in fifth position would have been advantageous.

At €9,699 in Germany (€9,990 in Austria, CHF 8,895 in Switzerland), the DR-Z4S is nudging the €10,000 mark, a very symbolic price threshold. A few years ago, you could get full-sized bikes well beyond the A2 motorcycle class for that price, and even today, there are some price-busting models that offer significantly more power per euro. However, performance isn't really the focus of the DR-Z4S, and we shouldn't forget the massive inflation in recent years. Looking back, the DR-Z400 once cost €6,345adjusted for inflation, that equals €9,700 today, exactly the current price.

However, for those who see themselves primarily on mixed terrain, gravel, tarmac, and occasional off-road adventures, this is an honest bike with an impressive rangeand at a price historically justified.

Whether one is personally willing to spend nearly €10,000 on it? That's ultimately a matter of personal preference. The DR-Z4S has the potential to be the kind of machine you won't want to part with once you've taken it through the trails.

At the same time, comparing it with the closest competing models raises doubts about the price. The Honda CRF300L is available from €6,100, but it has significantly less power with 27.4 hp and simpler technology. The new KTM 390 Enduro R offers 45 hp at around 165 kg for €3,400 less than Suzuki, but it is on shaky ground due to KTM's looming insolvency. The significantly more expensive Suzuki operates on its own level of qualitysomewhere between entry-level dual-sport and genuine everyday enduro.

So, is the new DR-Z4S worth €10,000? I ask myself this question for personal reasons as well, as Im 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 handle, versatile, and, as far as can be judged, reliable. The only real drawback is the still-present 5-speed gearbox, especially for us off-roaders in German-speaking regions, where we tend to cover long distances to reach legal off-road trails. If the DR-Z4S could comfortably maintain highway speeds with a long fifth or an existing sixth gear, I would probably consider the price justified. As it stands, I don't have a definitive answer as to whether it's worth €10,000. Thats something everyone must decide for themselves, and I too will have to internally wage the tough battle between desire, pragmatism, and my bank balance.