2025 Suzuki DR-Z4S Review

The wait is finally over: the new-generation Suzuki DR-Z dual sport has arrived. For 25 years, dual sporters around the world have been enjoying Suzuki’s legendary DR-Z400S for both on- and off-road adventures. The bike’s ability to remain unchanged over time while continuing to be one of Suzuki’s top sellers highlights its lasting appeal. However, stricter emission regulations have led to the DR-Z400S being withdrawn from the market in several countries. Additionally, the fact that technology has simply passed it by for years made it clear that a new, modern DR-Z was necessary. The only question was, when would that happen? The answer is now.

Photography by Kevin Wing

Truly All-New | 2025 Suzuki DR-Z4S Review

The DR-Z400S is so new that it has been rebranded as the DR-Z4S. Only one or two parts were carried over from the old model. Despite all the changes, Suzuki aimed to preserve the vibe that made the DR-Z so popular in the first place while also enhancing its performance and making it more environmentally acceptable. Suzuki continued to use the DR-Z400S as the 4S’s foundation instead of starting from scratch or perhaps turning to the discontinued Suzuki RMX450Z for inspiration. However, the soul of the DR-Z400S remains, but everything has been updated: the twin-spar steel frame, the engine, the suspension, the cosmetics, the brakes, the tires, the ergos—you name it.

Perhaps the most significant change is the employment of Suzuki’s ride-by-wire electronic throttle and fuel-injection systems. These upgrades are designed to enhance response and control compared to the previous carburetor while also providing the precise fuel management necessary to support the advanced electronic functionalities of the Suzuki Intelligent Ride System (S.I.R.S.), including the Suzuki Drive Mode Selector (SDMS) and the Suzuki Traction Control System (STCS), which features G (Gravel) mode. The DR-Z now offers ABS that can be turned off for either both wheels or just the rear.

Digging deeper, the DR-Z4S’s fully redesigned 398cc engine features, among many other smaller enhancements, new titanium intake valves, updated camshaft profiles, a new cylinder head, a lighter piston, and a redesigned crankcase. It also features new dual spark plugs, exhaust, and air-intake systems—all designed to deliver more torque at both low and high rpm. The all-new exhaust pipe is equipped with two catalytic converters: one located in the header pipe area and the other in front of the reshaped and RM-Z-looking muffler. The DR-Z4S now complies with Euro5+ emission regulations.

The clutch is now a slipper type, incorporating Suzuki’s Clutch Assist System (SCAS). However, one change that Suzuki didn’t make was to install an additional gear in the transmission. Despite everyone’s wishes for a six-speed transmission, Suzuki decided it would be best to keep it a five-speed in the name of cost and weight.

Suspension has been significantly upgraded. Up front, you’ll find an all-new, gold-colored inverted (versus conventional) KYB fork that is fully adjustable and looks like it came straight off Ken Roczen’s bike. The same applies to the single KYB shock, which is also new and fully adjustable.

Other welcome upgrades include the DR-Z4S’s new, more modern instrument display and a handlebar lock that is now integrated with the ignition key. Additionally, the headlight went from one extreme to the other. A much more attractive, compact and circular “mono-eye” LED headlight system replaces the archaic-looking rectangular halogen unit.

The seat features new padding and is slightly wider, and the ergonomics have been adjusted slightly. The footpegs are positioned 23mm more rearward, and the handlebar is positioned 28mm higher.

Somewhat surprisingly, the DR-Z4S holds less fuel than before, coming in at 2.3 gallons compared to the previous 2.5 gallons. Due to the new and more efficient EFI system, however, Suzuki claims fuel consumption has improved by approximately five percent. Suzuki also claims a riding range of up to 155 miles, but you know how that goes.

Suzuki even fitted the wheels with IRC tires designed specifically for the 4S. Even though the tires are more street than dirt, you can tell they’ll be better in the dirt just by looking at them.

The first-year DR-Z4S is available in two color options: Champion Yellow and Solid Iron Gray.

The DR-Z4S might have a significant price increase, from $7199 to $8999, but you must admit, you get a whole lot of new technology for that extra $1800.

The Ride | 2025 Suzuki DR-Z4S Review

Suzuki invited CN to Oregon to be one of the first to put some real miles on the DR-Z4S. They planned a two-day ride in the Tillamook State Forest. Day one included a mix of fire roads and pavement, but it was mostly dirt, while day two focused entirely on single-track. It was the perfect environment for a motorcycle like this.

It took only a few miles to feel that the DR-Z4S is significantly improved over the previous DR-Z400S in nearly every way. However, what impressed me most right from the start was that it still felt like a DR-Z, only better. And that feeling never went away.

The motor is noticeably punchier from the moment you twist the throttle to the next tap of the gearshift lever. It’s not radically faster than the outgoing DR-Z, but it’s definitely faster. Despite its spunkier motor, the 4S is no less easy to ride; in fact, it’s a little easier, since it pulls nicely and stronger at low rpm without a hint of hesitation, which was an ongoing issue with the previous model. Fueling is spot on with the 4S now, and I never came close to stalling the engine.

The 4S now offers engine modes, accessible via a button on the handlebar, from which you can choose three options: A (Aggressive), B (Basic) and C (Comfort). Surprisingly, you can definitely feel the differences. Mode A is essentially standard, and Mode B reminds me of riding the previous DR-Z400S, and Mode C doesn’t really matter because you won’t be using it unless you’re riding on an ice-skating rink. It’s pretty mellow but could come in handy, I suppose. You can toggle through the three modes easily enough without having to stop or pull in the clutch. Overall, I found having riding modes to be very handy, and I frequently bounced back and forth between A and B, but A is the juicy one that you’ll use the most.

Since we’re on the subject of electronics, I was very impressed with the 4S’s traction-control system, something I didn’t think I’d want or need on the DR-Z, but I do now after trying it. I’m mainly talking about G, or Gravel, mode. On ultra-slick surfaces, such as dry, hard-packed dirt with loose rocks, turning on Gravel mode from the complete off setting provides just enough intervention to help keep the rear wheel from slipping awkwardly to the sides, giving you much better control of the bike. For long sections on tractionless surfaces, especially on hilly terrain, I found that using G mode in conjunction with the engine’s B mode works wonders. You don’t fight the bike as much, so you use less energy and get less tired. You also have two modes for street riding, which I never got the chance to try. Like the engine modes, you can adjust TC on the fly via the control switchbox on the handlebar.

As mentioned, you can turn off ABS, either for both wheels or just the rear; however, Suzuki won’t let you do this on the fly. The ABS control button is positioned on the instrument meter, forcing you to take your hand off the handlebar, and you must come to a stop. Plus, ABS will reset back to the “on” position every time you turn off the ignition key switch. It’s somewhat annoying, but you quickly learn to live with it. If you make a lot of quick stops, you just get in the habit of turning the bike off with the kill switch, not the ignition, and you won’t have to mess with it.

The DR-Z4S also features Suzuki’s Easy Start, which allows you to tap the engine starter button rather than having to hold it in until the engine fires. It’s a nice touch.

Suspension is a major improvement over the DR-Z400S. The 4S still comes out of the box a bit on the soft side, but it’s not nearly as spongy as before. It feels more like off-road suspension than street. Overall, the DR-Z4S has a much more planted and solid feel on the trail. It doesn’t rock back and forth as much and does a great job soaking up the bumps, again, way better than before. We were on a somewhat tight schedule, so I didn’t get the time to play with the fork or the shock’s clickers. Luckily, for my 165 pounds and with my many years of off-roading experience, I never felt the need to make any immediate changes anyway. Suzuki found a happy medium with the standard settings—at least for me.

The DR-Z4S remains a tall motorcycle with a lengthy 36.2-inch seat height, and the slightly wider seat might make it feel even taller than before for some riders. However, the tapered aluminum handlebar is a major improvement over the previous crossbar handlebar, which would bend easily. The bike is still very heavy, and with new features such as ABS, dual catalytic converters, larger brakes, and fuel injection now bolted on, it is approximately 16 pounds heavier than before, weighing in at an advertised 333 pounds. As in the past, though, you don’t think too much about it until you have to pick it up after a tipover, load it into a truck, or lift it onto a bike stand. However, on the trail, the DR-Z4S feels remarkably agile.

The larger-diameter disc brakes feel stronger and more consistent than before, and they have no trouble whatsoever slowing this heavy motorcycle down quickly and predictably on the road or dirt.

The tires aren’t the best on the dirt, but certainly better than what was previously offered. I’m looking forward to riding the DR-Z4S with more aggressive off-road knobbies, without a doubt. It will make the bike feel even better than it already does in the dirt.

End of the Day | 2025 Suzuki DR-Z4S Review

When Suzuki first introduced the first DR-Z350S, along with its bigger sibling, the DR650S, in 1990 (and I was there for that press launch, too), Suzuki billed it as “barely street-legal,” which, at the time, seemed appropriate. Things have changed a lot since then, but funny, not so much with the DR-Z, considering that the 4S is only the third generation of a model that has been around for 35 years! The second generation, the DR-Z400S, is just like it was when Suzuki launched it in 2000 (and, yes, I was there for that one as well), but it has now been retired for the much-improved third-generation DR-Z4S. I can’t help but wonder how long this one will be around before the next-gen DR-Z arrives. Based on history, unfortunately, I probably won’t be around for that.

I’m glad Suzuki has remained true to the DR-Z while improving it in nearly every way. I can’t think of anything where Suzuki might’ve missed the mark by a wide margin with the 4S. I’ll admit that it’s still heavy (okay, even heavier) and tall, and many will criticize Suzuki for not making the 4S a six-speed; they have a valid point. However, for me, that’s not a game-changer at all. Also, the 4S may not be the deal of the century like the DR-Z400S once was, given the significant price increase of the 4S. However, compared to its closest competitor, which you have to figure is the more dirt-focused Honda CRF450L at $10,099, the DR-Z4S still appears to be the smart buy for dual sport purists who want a great-performing on- and off-road motorcycle. CN

VIDEO | The NEW DRZ! 2025 Suzuki DR-Z4S First Ride

2025 Suzuki DR-Z4S Specifications

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