When a motorcycle can survive nearly a quarter-century on the showroom floor with no updates, it’s a classic. The Suzuki DR-Z400S debuted in 2000 and lasted until 2024, building a cult following along the way. The DR-Z400S was beloved by its owners, who also teased the bike for its shortcomings. The 2025 Suzuki DR-Z4S that replaces it retains the essence of the DR-Z400S while bringing it into the 21st century. We went over the changes in our First Look story last November. Now, let’s go dual-sporting on the scenic and challenging single-track trails and logging roads through Oregon’s Tillamook State Forest.
- The new motor in the 2025 Suzuki DR-Z4S is smooth as silk. Although new from the valves to the crankcase, the motor’s architecture closely resembles the DR-Z400S powerplant. The liquid-cooled, 398cc DOHC motor, with a 90mm bore and 62.6mm stroke, uses EFI, a catalytic converter, and optimized tuning to meet Euro5+ standards, slashing hydrocarbons by 90 percent, carbon monoxide by 82 percent, and nitrogen oxides by 80 percent, with a flatter powerband, quiet running, and no flameouts. The motor boosts low-end and high-rpm power, though it sacrifices some midrange punch and slightly lower peak horsepower and torque. Twist the throttle and there are no surprises, good or bad, and it’s whispery quiet.
- The DR-Z400S was on the portly side, and the DR-Z4S is 17 pounds heavier. Tipping the scales at 333 pounds with the 1.9-gallon fuel tank filled, the DR-Z4S has several features that the old 400 lacks, and they all weigh something. Plus, there’s a catalytic converter in the header pipe, beefier suspension, larger front disc, EFI, and ABS joining the party. Thankfully, the DR-Z4S’s roomier ergonomics, upgraded suspension, and seamless power delivery offset the added weight. The DR-Z4S is balanced and maneuverable. You’re most likely to notice the weight when picking it up on the trail rather than when you’re underway.
- The off-road performance of the 2025 Suzuki DR-Z4S is limited by the IRC GP-410 tires. Suzuki likely selected these tires based on price and quiet running for sound tests. While not quite as street-biased as an adventure bike tire, the IRC GP-410s are tricky on the dirt if the traction is not perfect. In those cases, you must rely on momentum and a smooth throttle hand to get through the low-traction sections. If you lose speed on a loose hillclimb, the IRCs will happily start spinning when you try to get back on the throttle. Consequently, the rear tire digs a hole, and you feel the DR-Z4S’s heft. On hardpack trails, the tires are adequate. Certainly, anyone who is the least bit serious about going trail riding on a DR-Z4S will be looking at dirt-oriented rubber.
- On loose gravel roads, the DR-Z4S has an ace up its sleeve—traction control. We’re starting to see traction control on dirt bikes, and it’s a great feature. In the case of the DR-Z4S, there are three levels of traction control, plus off. TC levels 1 and 2 are for the street—save 2 for when it’s raining. In the dirt, and particularly on gravel roads, G-Mode works miracles. The G is for gravel, and the mode debuted on the V-Strom 800 DE. G-Mode worked well on the 800 and has been superbly recalibrated for maximum traction on the DR-Z4S. Sure, you can turn TC off and let the rear wheel spin excessively out of turns. However, I prefer G-Mode, which permits just the right amount of slip before acceleration replaces roosting. It allows for much more aggressive throttling with fantastic results.
- Three power modes offer dramatically different results when twisting the throttle. Suzuki offers up Modes A (Aggressive), B (Basic), and C (Comfort). Mode A is great on the street and on open terrain off-road. It boosts the midrange response and has a snappy feel. On tight trails or in traffic, Mode B preserves low-rpm grunt, softens the midrange, and sharpens high-rpm response. Unless you’re riding with plenty of aggression and traction on a single-track trail, Mode B works better than A. If it’s raining on the pavement or a newer rider is aboard, select Mode C and TC level 2 for electronic pampering. Although the modes are displayed on the dash, you can tell with one twist of the throttle which mode you are in—they are that distinctive.
- ABS is another fully adjustable system, which is essential on a dual-sport bike. You can have the ABS working on both wheels, rear wheel only, or entirely off. To disable ABS, press a button on the dash at a stop and wait patiently for it to cycle off. Also, learn to use the kill switch at stops because the ABS resets to both wheels if you turn the key to the off position. The new 270mm front disc is easily modulated off-road, even with the grip provided by the IRC tires. On the pavement, the IRC’s grip limitations result in the smooth actuation of the front ABS. With a 240mm disc, the rear brake does its job of supplementing the front. The rear easily slides the IRC in loose off-road conditions.
- The DR-Z4S’s five-speed transmission will disappoint a lot of people. One of the features DR-Z400S owners clamored for was a six-speed transmission, which is standard for the competition. A Suzuki engineer told me it was to keep weight down, but I suspect that keeping development costs down was the real reason. Rather than a wide-ratio gearbox, the ratios seem unnecessarily tight. First gear is not as low as I’d like on single tracks, and buzziness at higher speeds on the highway will find you trying to shift up to the non-existent sixth gear. If you plan on truly using the DR-Z4S on trails most of the time, you can gear it down. If you are primarily a highway and dirt road rider, you can raise the gearing. For those who want it all, you’ll be constantly reminded of the compromise.
- The clutch’s assist function does help on the trails. Street riders are used to assist clutches, which use engine power to help actuate the clutch. In the case of the 2025 Suzuki DR-Z4S, the clutch pull is reduced by a claimed 25 percent. The light pull is helpful in tight conditions, whether around town or on a nasty single-track—especially with the tall first gear. There’s also a slipper function—another feature familiar to street bike riders. This helps prevent the rear wheel from skidding due to aggressive downshifts. I’ve wanted both of these features on dual-sport bikes for years, and it’s well-implemented on the DR-Z4S.
- The fully adjustable KYB suspension hits the sweet spot for dual-sport riding. The Suzuki DR-Z4S is not a dirt bike with lights. It’s a dual-sport bike for recreational riding. The suspension is comfortably compliant without wallowing. Although whoops and jumping will bottom the suspension, the smooth ride it offers on the trail reminds you of the motorcycle’s intended use. I’m about the expected weight of a DR-Z4S rider, so I didn’t feel any need to tighten up the spring preload or make damping adjustments for dual-sporting. If I were riding on the pavement on the weekdays, I might firm things up, and then return them to stock for weekend trail riding. Regardless, the action of the KYBs is far superior to the quarter-century-old DR-Z400S suspension units—a huge win in this department.
- The 2025 Suzuki DR-Z4S gets an LCD dash. While it’s not the TFT we think we should get for the $8999 MSRP, it’s a step up from the old mechanical dash on the DR-Z400S. The new dash has plenty of information to share and arranges it well. The digital speedo is large and in the middle. To the right are boxes with the Mode and traction control settings. From left along the top, you are presented with a gear position indicator, fuel gauge, and clock. DR-Z400S owners will have to learn to watch the fuel gauge, as there’s no petcock giving you a reserve setting. Around the LCD panel are lights alerting you when necessary.
- The lighting is all LED. Though untested at night, the LED lighting is compact and unobtrusive. One of my falls bent a front turn indicator severely. A bit of muscle returned it to its stock position—no harm, no foul.
- The footpegs have rubber inserts to deaden the vibration when you’re running at highway speeds in 5th gear. While the DR-Z4S’s pegs are over a half-inch wider than the nubs on the DR-Z400S, they’re still not as wide as I’d like. If you plan on riding trails or in the wet, toss the rubber inserts. More serious off-road riders will be looking into wider peg options at the same time they’re looking into truly off-road tires.
- On pavement, the 2025 Suzuki DR-Z4S is great fun. The handling is light, and the IRC tires have enough grip to handle the smooth power of the DR-Z4S, even in Mode A. If you like to back it into corners, you can shut off the rear ABS and still have the safety net of front-wheel ABS, which does come in handy. Wheelies are doable if you’re aggressive with the throttle and weight transfer. You can commute to work or school on the DR-Z4S, though long highway drones are out of the question due to that pesky lack of 6th gear. You can run riot in urban conditions, provided the 36.2-inch seat height doesn’t put you off at stoplights. Of course, if you’re only going to be riding on the street, poke around at the Suzuki dealer for the DR-Z4SM supermoto sibling.
- Suzuki smartly carved out a unique niche for the DR-Z4S. If you’re a hard-core off-road rider, it’s no comparison to the dirt bikes with lights from Austria and Italy. However, the DR-Z4S costs $2600 less than a Beta 390 RS and $3650 less than a KTM 350 EXC-F—higher-maintenance bikes that weigh about 80 pounds less than the DR-Z4S. So, they’re just completely different bikes. The 44-pound-lighter Honda CRF450RL is priced $2000 higher than the DR-Z4S, so we’re still looking at a big gap, though it is closer. On the lower-performance side, the Honda CRF300L and Kawasaki KLX300 cost $5499—almost 40 percent less. The 300s also weigh about 25 pounds less while giving away 25 percent in displacement. Yep, Suzuki identified a gap in the marketplace and has bravely staked it out.
- Dual sport riders who complain about what the 2025 Suzuki DR-Z4S is are missing the point. On one side, you have people sneering at the DR-Z4S because it isn’t the dirt bike they wanted it to be. On the opposite side, detractors will bemoan the $1800 price differential with the final DR-Z400S and wonder why it didn’t get the coveted 6th gear. How you feel about the DR-Z4S will be determined by your honest assessment of your needs. The DR-Z4S is a more than worthy successor to the DR-Z400S, and a motorcycle that arguably defines “dual sport” more equitably than any of its competitors.
Photography by Kevin Wing
RIDING STYLE
- Helmet: Alpinestars Supertech M10
- Goggles: Alpinestars Vision 8
- Jacket: Alpinestars Venture-R
- Protection jacket: Alpinestars Bionic Pro V2
- Hydration pack: USWE Raw 12
- Jersey + pants: Alpinestars Fluid
- Knee braces: Alpinestars RK-7 Plasma
- Boot: Alpinestars Tech 7 Enduro
2025 Suzuki DR-Z4S Specs
ENGINE
- Type: Single
- Displacement: 398cc
- Bore x stroke: 90.0 x 62.6 mm
- Maximum power: 37 horsepower @ 8000 rpm
- Maximum torque: 27 ft-lbs @ 6500 rpm
- Compression ratio: 11.1:1
- Valvetrain: DOHC; 4 valves
- Fueling: EFI w/ 42mm throttle body and 10-hole fuel injector
- Cooling: Liquid
- Lubrication: Dry sump
- Transmission: 5-speed
- Final drive: Chain
CHASSIS
- Frame: Steel twin-spar w/ aluminum subframe
- Handlebar: Tapered aluminum
- Front suspension; travel: Fully adjustable-damping KYB inverted fork; 11.0 inches
- Rear suspension: Link-assisted fully adjustable KYB shock; 11.7 inches
- Wheels: Wire spoke w/ tube-type aluminum rims
- Tires: IRC GP-410
- Front tire: 80/100-21
- Rear tire 120/80-18
- Front brake: 270mm disc
- Rear brake: 240mm disc
- ABS: Bosch standard (fully adjustable)
DIMENSIONS AND CAPACITIES
- Wheelbase: 58.9 inches
- Rake: 27.5 degrees
- Trail: 4.3 inches
- Seat height: 36.2 inches
- Ground clearance: 11.8 inches
- Fuel tank capacity: 1.9 gallons
- Estimated fuel consumption: 80 mpg
- Curb weight: 333 pounds
- Colors: Championship Yellow No. 2/Solid Special White No. 2; Solid Iron Grey
2025 Suzuki DR-Z4S Price: $8999 MSRP
2025 Suzuki DR-Z4S Review Photo Gallery
