Highs and Sighs: 2025 Suzuki DR-Z4S
Some motorcycles become timeless by design, weathering decades of technological change without losing their appeal. Suzuki’s DR-Z400 is a perfect example. Since its debut in 2000, it remained largely untouched while competitors continually evolved — proof of the old adage, “if it isn’t broken, don’t fix it.”
That consistency made the DR-Z400 a beloved all-around thumper in North America for over 20 years, though European riders lost access after it left their market around 2008. Now, with the arrival of the 2025 DR-Z4S, Suzuki has finally introduced a true successor. Expectations were high at the press launch, but the new model cleared the bar with ease.
Far more than a simple update, the DR-Z4S is essentially all-new. Redesigned from the ground up, and now Euro 5 compliant thanks to dual catalytic converters in the exhaust system, it’s once again available worldwide. (North American versions omit the rear catalyst, but otherwise share the same specifications.) To get the full breakdown from our First Ride, be sure to check out the full review, but to get a quick take about the 2025 Suzuki DR-Z4S’ highs and sighs, read on.
Photos by Kevin Wing
High: Straightforward and highly effective electronics package
The DRZ-4S is the only dual-sport motorcycle in its category to offer ride modes as well as switchable ABS and TC. These systems have three levels of power delivery: A, B, and C, four levels of traction control: 1, 2, G, and Off, and three levels of ABS: on at both ends, front on/rear off, and off entirely. All three power modes deliver the same peak power, but the difference lies in how they get there. Mode C rolls on power gradually, making it the most mellow. Mode B provides a smooth, linear response that feels consistent across the throttle range. Mode A delivers the sharpest and most precise response at lower throttle openings, then tapers off to feel less aggressive as it approaches peak power. Traction control levels of 1 and 2 are best suited for the road, while “G,” or “gravel” and “Off” are for the dirt. While we initially questioned the need of such rider aids on a machine of this category, Suzuki’s fine-tuning of the systems has been done in such a way to provide control and modularity, while simultaneously allowing the user to disable everything. It’s like having your cake and eating it, too.
High: Exceptional out of the box suspension
The fork has been changed from a conventional to an inverted design with 11 inches of travel. The shock boasts 11.6 inches of travel and the linkage has been changed to a progressive linkage. This new suspension gives the bike an overall ground clearance of 11.8 inches, and a magic carpet kind of ride. The DR-Z4S’ suspenders soak up anything you throw at it, delivering a controlled and comfortable ride. For 95% of buyers, you’ll be able to set your sag, adjust the clickers if necessary, and enjoy the ride. If you’re looking to really rally the thing, you might need to look to the aftermarket but, out of the box, Suzuki’s tuned the new DRZ’s getaway sticks just right.
High: Fantastic torquey power delivery
The descriptor “Tractor-like” has often come to mind when looking to describe the DR-Z’s mill, but by comparison, the new DR-Z4S’ engine feels like it spins up much quicker compared to the outgoing platform. The 398cc Single is now fuel injected, with a claimed 37.5 horsepower at 8,000 rpm and 27.3 lb-ft of torque at 6,500 rpm. It runs a redesigned lighter piston with titanium intake valves and hollow sodium-filled exhaust valves. The throttle body diameter has gone from 36mm in the previous version to 42mm with a 10-hole injector for 2025, resulting in less hesitation and bogging. A new twin-spark system results in a more efficient fuel burn, and coupled with an increase in torque throughout the rev range, the new DR-Z4S is almost difficult to stall, even when throwing around the entire 333-lb package in tight forest trail conditions.
Sigh: 5-speed gearbox
The bike still features a five-speed gearbox. While it’s an amazingly smooth gearbox, the lack of a 6th gear does somehow feel dated. During our First Ride of the machine, Jon Beck didn’t really feel the need for one thanks to a no-doubt carefully curated route. Once we were able to get the bike into the MO stables for some real-world testing, we can see Jon’s point. If you’re sticking to 55 mph highways, bouncing around town, cruising around the ranch, the five-speed gearbox is just fine. It’s once you find yourself on higher speed roads that you’ll be reaching for the extra overdrive cog. Over 65 mph you still have more to go, but the engine begins to feel strained and the vibes make their presence known.
Sigh: No stock hand guards
Why do manufacturers keep delivering off-road motorcycles without handguards? C’mon, guys! It’s probably going to be the first addition most dirt riders will add, but they should be there from the get go. On a recent test, as soon as the asphalt turned to trail, our over zealous lead rider shot a rock that caught the DRZ-4S pilot directly in the finger, which made this the first “sigh” out of his mouth about the Suzuki.
Sigh: 50/50 profile stock tires
Depending on the kind of riding you plan on doing, this may not be a sigh at all, but if you plan to do much off-piste exploration, the IRC Trail Winner GP-410 tires aren’t going to offer the kind of traction most dual-sport riders are looking for once the trail turns from anything but hardpack. That said, if you’re planning on doing just as much street riding as trail, you might as well wear these rubbers out before looking at different options.
Conclusion
Suzuki’s DRZ-400 has boasted a level of design over the past 24 years which resulted in a solid reputation shared by few other motorcycles. How the complete redesign of the 2025 DR-Z4S improves on the old bike suggests maybe you really can’t have too much of a good thing.
