Suzuki DR-Z4SM (2026 - ) review

Both the DR-Z4S trail bike, and the DR-Z4SM supermoto, tested here, are based on the old DR-Z400S trail bike dating back to the early 2000s. Engine changes to meet the latest EU emissions regulations and new electronics with three riding modes are about the only significant changes, the S being the trail bike with off-road suspension and knobbly-clad 21-inch/18-inch wheel combo while the SM goes the other way with 17-inch wheels, shorter travel forks and shock and stickier sports tyres. Although ‘new’ there’s genuinely not more to report than that and although it nails the 400cc supermoto brief the lack of premium parts, the LCD dash and basic switchgear all make it feel a little dated. Which is disappointing at the money asked for it.

Per its supermoto brief DR-ZSM is a converted trail bike so it’s very nimble, light and manageable but with a high, upright and narrow riding position compromised for the street. Being so upright exposes you to the worst of weather and wind while the tall, narrow and rock-hard saddle brings to mind those rubberised bricks you used to have to retrieve from the deep end of the local pool in school swimming lessons. The numb bum it results in rules out any sort of distance work, motorways are a no-no, A-roads aren’t much better and, while capable slicing through traffic, its abilities are limited.

Not a word you’d associate with any supermoto, and the DR-Z4SM is as typical of the breed as you’d expect. If you want to go off-road, go for the trail DR-Z4S version. If you want to take a pillion, tour, carry luggage or consume motorways you can forget it. It’s not much good on faster rural roads either and all that leaves is short fun blasts on twisty B-roads or playing the hooligan around town. Which is what, incidentally, most people in urban areas think you are anyway…

Although seemingly identical to the original 2001 vintage motor, Suzuki says 80 per cent of the components of the 398cc liquid-cooled single are new. Yet, even with the more rigorous requirements of the regulations introduced since, the electronics and improvements mean it still hits the original output of 38 horsepower. This is delivered through a choice of three riding modes but, though perky and unintimidating, the DR-Z4SM quickly feels underpowered once out on the road. It gets up to 50mph quickly enough but anything over 60 is a chore while the limitations of only having five gears rather than the now usual six means you’re thrashing it harder than you might, with little obvious difference in the rider modes. Braking wise, the DR-Z4SM has a big 320mm single front disc grasped by a twin-piston Nissin caliper assisted by ABS. It’s not exactly cutting edge but the bike’s so light it’s more than sufficient.

Chassis-wise, the new DR-Z4SM is again little different from the old DR-Z400SM, although for the most part there’s little wrong with that. The frame is a familiar box-section tubular steel cradle, the suspension, comprising beefy KYB 46mm inverted forks with 260mm of travel and a monoshock rear, is well set-up with a full suite of adjustment options both ends. The the wheels are decent quality and snazzy-looking blue-anodised 17-inch wires. The result of that is deliciously nimble and instant steering, which is great around town and a fairly refined ride out of it. Which basically becomes irrelevant if speed rise above, say 50mph. If you stay on city streets or nadgery B-roads, it’s brilliant. But it’s difficult to imagine a biking life composed solely of that.

The starting price of both the DR-Z4S and SM look steep, especially against rivals like the much more modern – and more powerful - KTM 390 SMC R. It looks a little better against fancier supermotos like the Ducati Hypermotard but these are in a different league of quality, performance and tech and premium machines best considered rich boys’ toys. As a 400cc single the Suzuki’s running costs at least look better. But this is still a performance-focused bike likely to be ridden hard, with a predictable knock-on in its appetite for tyres, brakes, chains and so on. Which may not be enough to offset the advantages in tax, insurance and fuel economy you’d otherwise enjoy on a bike this size.

Given it’s essentially based on a 20-year-old design you could argue the new DR-Z4SM is largely proven, though it’s worth repeating the point most of the engine internals are new or updated. That said, we’ve little reason to doubt reliability and, on top of that, it’s a fairly simple, lightweight machine with less than most to go wrong.

The new Suzuki DR-Z4SM comes as standard with a three-year manufacturer-backed warranty covering all parts and labour from first registration, which is better than most. Conversely recommended service intervals are a fairly low 3,750 miles or annually, whichever comes first. Fair to say, in the context of the bike’s likely usage that’s perhaps not as bad as it first appears.

The LCD digital dash and switchgear look old and are very basic, there’s no quickshifter (or sixth gear) and in the basic white of our test bike it looks like it’s still in its primer. The black or blue alternatives look a lot better. But the DR-Z4SM is also quite nicely done. The blue anodised wire wheels are a nice touch and it has a solid, reassuring build quality typical of the Japanese manufacturers. But, no, it hasn’t got much by way of equipment to shout about beyond that.

After the excitement over the announcement of the return of the DR-Z400S and SM the reality of the riding experience isn’t quite so joyous, sadly. For which you can blame two things – the price, and the fact the foundations really feel their age. It’s also very, very niche – the seat is a pain, the lack of a sixth gear is telling and the spec basic. True, in the right moment and conditions it’s great fun. But there’s no escaping it’s a bit of a one-trick pony, and an expensive one at that.