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

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

In total, we have almost 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 model—it's bringing back a classic. Since the DR-Z400S (available in Europe from 2000 to 2008), the DRZ family has held an almost cult-like status among off-road and dual-sport riders. The concept has been quiet in Europe for a long time, but 2025 marks 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 powered by a reworked DOHC single-cylinder engine with a 398 cc displacement, which has been significantly advanced technically. While retaining the same bore and stroke as the historic 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 also 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 managed via a ride-by-wire system. Uniquely, a throttle cable is mechanically retained, leading to a throttle position sensor under the seat. This keeps the throttle feel familiar and "analog," even though the throttle valve is now electronically controlled. The throttle body 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). However, the gear ratio itself remains unchanged. The newly introduced assist and slipper clutch (SCAS) significantly reduces hand effort and can be finely modulated with just one finger. Combined with the new throttle control, this results in sensitive power transmission with high levels of control.

For the first time, a DR-Z is equipped with the complete 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 full 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 LCD display with enhanced functions. For the first time on a DR-Z model, 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 is made from a newly developed double cradle construction of steel. As before, the oil tank is integrated within this frame. The bolted aluminum subframe allows for interchangeability and facilitates repairs. The swingarm is also made of aluminum and has been optimized for high torsional rigidity and low weight. The suspension components are from KYB: at the front, there's 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 mounted—a first in the DR-Z lineup.

Even on light gravel roads and simple forest tracks, the Suzuki DR-Z4S shows its versatile talent. The ergonomics are excellent for both seated and standing riding positions. The flat, long seat allows for active weight shifting forward or backward—useful when braking on loose surfaces or in long corner combinations. The handlebar suits riders up to about 1.85 m well. Beyond that, it might feel too low, but this can be easily adjusted with aftermarket accessories. The suspension setup is pleasantly soft and comfortable in its stock setting. The fork, in particular, is responsive, providing fine feedback over surface irregularities, which makes the DR-Z4S forgiving and predictable—ideal for riders with off-road ambitions but without professional experience.

The gearbox engages smoothly and can also be shifted crisply without the clutch. Personally, I don't miss any power. The DR-Z4S's 38 hp propel the 151 kilograms of the bike plus rider quickly to speeds of 50-80 km/h. The gears are flexible, the engine is torque-strong, and the chassis is stable. Unlike most other Suzuki bikes, I don't find the A-mode too aggressive as it initially rolls on gently and then delivers a lot of punch with minimal throttle twist. If you also turn off the traction control, the rear can slide out quite quickly on gravel, partly due to the round IRC Trail Winner stock tires. However, since the engine remains easily manageable 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, both the DR-Z4S and the 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 398cc engine of the DR-Z4S acts like a silent helper, refusing to quit even when the rider is mentally exhausted. Even with balance errors, poor line choices, or missed clutch operations, the engine rarely stalls. It pulls through like a tractor with steady power and plenty of forgiveness—a true safety net for hobby endurists. Especially at low to mid RPMs, the single-cylinder reveals its best character: elastic, manageable, and with enough power reserves for quick starts and jumps. While I still use the sharpest A-mode on wider paths and light gravel roads, I rely more and more on B-mode on single trails as fatigue sets in, allowing for a more carefree throttle twist without ruining the riding line.

Another safety net is provided by the traction control—specifically, the excellently tuned Gravel Mode. Unlike some other manufacturers, this mode doesn't cut in prematurely but deliberately allows for some slip. On slippery gravel, damp forest floors, or while climbing hills, the system engages late but efficiently. It sounds simple, but in reality, all testers were amazed at how well the G-mode works and how it simplifies even challenging climbs. Especially as fatigue sets in throughout the day, this mode proved to be a valuable aid: less focus on traction management, more concentration on line choice and visual guidance. Just keep the throttle open and let the traction control do the rest—whether in mud, loose gravel, or soft soil.

The suspension also proved to be versatile in challenging terrain. In its stock setting (10 clicks out of a total of 23), the KYB fork offers a lot of comfort, with high reserves and a nicely progressive damping behavior. For me as an amateur endurist, it's just right, as shocks are not transmitted too harshly, yet the vehicle remains stable. Professional riders in the test adjusted both rebound and compression to about 14 clicks—closer to the firmer range—to achieve a more stable front feel when going downhill and to get more feedback when braking. That there are still nine more clicks available shows how wide the adjustment range is—a real plus in this A2-class vehicle. However, an adjustable preload on the USD fork would be desirable for the price.

Despite all its 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 closer-ratio six-speed gearbox would be desirable—especially for technical hill climbs. Here, it's noticeable that the DR-Z4S is not designed for hardcore enduro use. However, if desired, the current gearing can be adjusted with a simple sprocket change. In the stock setup, you appreciate the flexible gears outside extreme situations and quickly get used to using primarily the first two gears on single trails.

The stock tires—IRC Trail Winner—proved to be the clear weak point in difficult terrain. On wet forest floors and loose surfaces, there was a noticeable lack of lateral stability and grip. However, due to the moderate weight of the DR-Z4S, the tires could be run at very low pressures. The standard pressure is 1.5 or 1.75 bar, and in more challenging terrain, we even went down to just one bar in the tube. Rocks and roots can hit hard, but the Excel rims held up to the increased stress even at low pressures. For DR-Z4S owners, upgrading to more off-road-oriented 50/50 tires is definitely worth considering soon.

Crashes occurred multiple times during the test, yet not a single DR-Z4S had to take a break because of it. The machine proves to be robust: a steel tank with plastic covers, a low center of gravity thanks to a low-mounted battery, a stock engine skid plate, and sturdy panels all point to practical off-road use. I would only add handguards and wider footpegs to a stock DR-Z4S for adventurous tours. However, when the bike is laid down, you feel its 151 kilos—it's not a hardcore 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 small road irregularities. Naturally, the fork dives noticeably when braking before corners, but it's not disruptive. The brakes initially feel soft but are excellently modulated—with some hand strength and the use of both brakes, sporty deceleration is possible. At road speeds (0–100 km/h), the engine feels lively and sufficiently powerful, and the flexibility of the gears allows for free gear selection. Only at around 110–120 km/h does the rev level increase significantly, and you start to leave the engine's comfort zone. However, the torque and power are sufficient to initiate overtaking maneuvers even from 100 km/h.

For a dual-sport motorcycle, the DR-Z4S is quite suitable for long distances, with some limitations. According to Suzuki, the combined fuel consumption is around 3.5 l/100 km, which, despite the smaller 8.7-liter tank, should allow for ranges up to 250 km—exactly like its predecessor. During our sporty test ride, the display showed 4 l/100 km. 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 hard—better than the old DR-Z400 according to long-time fans and owners. As for payload? With a permissible total weight of 340 kg, there's plenty of leeway—even with luggage or an occasional passenger. However, when riding with a passenger and luggage, space is tight on the narrow and short seat. The biggest issue for fast travel stages is the lack of a sixth gear. Since Suzuki didn't develop a new engine casing and focused on internal updates for the DR-Z single, there was little room for changes in the gearbox. They could have adjusted the gear ratios but chose not to. In my opinion, an extra-long overdrive gear in fifth place 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, touching a highly symbolic price threshold. A few years ago, that could get you full-sized bikes well beyond the A2 motorcycle class, and even today, there are certain budget models offering significantly more power per euro. However, power isn't really the focus of the DR-Z4S, and one must not forget the massive inflation of recent years. Looking back, the DR-Z400 once cost €6,345—adjusted for inflation, that's equivalent to today's price of €9,700, which matches exactly.

However, for those who see themselves primarily on mixed terrain, gravel, roads, and occasional off-road adventures, this is an honest motorcycle with remarkable versatility—and at a historically justified price.

Whether one is personally willing to spend nearly €10,000 for it? That ultimately depends on the type of person. 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, comparing it with the closest competing models raises doubts about the price again. The Honda CRF300L is available starting at €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 about 165 kg for €3,400 less than the Suzuki, but KTM's impending insolvency puts it on shaky ground. The significantly more expensive Suzuki operates at a different quality level—somewhere between entry-level dual-sport and true everyday enduro.

So, is the new DR-Z4S worth €10,000? I ask myself this question for personal reasons too, as I'm looking for a lightweight garage companion for my Tenere 700. The Suzuki DR-Z4S is an all-around successful comeback—not 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 so far, reliable. The only real drawback is the still-present 5-speed gearbox, particularly for us off-roaders in the German-speaking region, since we often need to cover long distances to reach legal off-road trails. If the DR-Z4S, in addition to all its off-road and road qualities, could also comfortably maintain highway speeds thanks to a long fifth or existing sixth gear, I would indeed see the price as justified. As it stands, I don't have a definitive answer on whether it's worth €10,000. That's something each person has to decide for themselves, and I, too, will have to wage the internal battle between desire, pragmatism, and my bank balance.