Light, tall and built for adventure, the DR-Z4S proves you don’t need a massive ADV to have fun beyond the tarmac.
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The 2026 Suzuki DR-Z4S follows a pretty simple formula. Give riders a motorcycle that is easy enough to use during the week, but capable enough to leave the tarmac when the weekend comes around.
That is exactly what makes the DR-Z4S interesting. It is not trying to be a massive adventure bike, and it is not some hardcore enduro machine either. Instead, Suzuki has kept things relatively simple with a lightweight dual-sport that can handle the daily commute before taking you somewhere a little less predictable.
And after spending time with both the DR-Z4SM and DR-Z4S, including daily riding and some proper time off-road, I can see why this formula still works. As I mentioned in my recent DR-Z4SM review, the SM takes the crown for pure street fun, but that asphalt bias is basically the biggest difference between them.
Built for the Dirt, But Still Road Friendly
At first glance, the DR-Z4S looks very similar to the DR-Z4SM. The overall design and bodywork are clearly from the same family, but the differences become obvious once you look at the wheels and suspension.
The DR-Z4S gets the classic dual-sport setup with a 21-inch front wheel and 18-inch rear wheel, wrapped in trail-ready IRC Trail Winner GP-410AT tyres. The DR-Z4SM, on the other hand, gets smaller 17-inch alloy wheels with more road-focused tyres, the Dunlop Sportmax Q5A.
Then, the DR-Z4S also sits higher, with 300mm of ground clearance and longer suspension travel. The KYB fork gives 11.0 inches of travel up front, while the rear shock offers 11.6 inches. That gives the DR-Z4S a 920mm seat height, which is definitely tall. If you’re shorter, getting both feet flat on the ground might not be real, cause you have to dangle one leg on the sides. But that height is also part of what makes the bike so comfortable when the road gets rough.
A New 398cc Engine
The DR-Z4S gets a heavily updated version of Suzuki’s 398cc single-cylinder engine. While it shares the basic engine layout with the previous DR-Z, Suzuki has changed around 80 percent of the engine to improve performance while meeting modern emissions and noise requirements.
The 398cc liquid-cooled DOHC single produces a claimed 38 hp at 8,000 rpm and 37 Nm of torque at 6,500 rpm, going to the rear wheel via a Suzuki Clutch Assist System (SCAS) slipper clutch equipped with a 5-speed gearbox and chain final drive. It is not an engine designed to scare you with huge numbers. Instead, it feels like Suzuki has focused more on usable power and keeping the bike enjoyable across different riding conditions.
One of the biggest changes is the move to fuel injection, using a 42mm electronically controlled throttle body with a 10-hole injector. The engine also gets a redesigned cylinder head, revised camshaft profiles, Suzuki Dual Spark Technology and a redesigned piston.
The five-speed gearbox remains, which might disappoint some long-time DR-Z fans hoping for another ratio. However, Suzuki has updated the transmission components for improved strength and reduced oil windage. But, there is also Suzuki’s Clutch Assist System (SCAS), which works like a slipper and assist clutch, so hey its not that bad right?
Riding the DR-Z4S
The first thing I noticed when I got on the DR-Z4S and started riding it on offroad trails was how light and manageable it felt. That becomes even more obvious once you leave the road.
Instead of feeling like you’re wrestling with a heavy adventure motorcycle, the DR-Z4S feels like something you can actually move around and starts getting technical. You can change direction quickly, recover from a mistake and generally feel more involved with what the motorcycle is doing.
On gravel, loose dirt and uneven surfaces, the 21-inch front wheel and long-travel suspension give the bike a lot of confidence. The bike feels narrow between the legs too, which makes it easier to move your body around when standing on the pegs. That is exactly what I want from a dual-sport motorcycle.
But what I like most is that the DR-Z4S doesn’t become a pain when you bring it back onto the real road. I actually rode it home from the office via Federal highway, and the experience was surprisingly enjoyable. The riding position is quite aggressive compared with a normal commuter, but the tall stance gives you an excellent view of the traffic around you. You are literally looking over most cars on the road.
In heavy traffic, that extra visibility is useful. The bike is narrow enough to filter through traffic without too much drama, and its light weight means you can easily change direction when traffic suddenly comes to a halt.
What I can say is, the 4S stays true to the DR-Z heritage, injecting dual-sport versatility into daily rides. While sharing similarities with the 4SM, the 4S stands out with a larger front tire and higher ground clearance, allowing riders to comfortably conquer rough pavement, potholes, and kerbs for a truly adrenaline-rush experience.
When the Road Ends
This is where the DR-Z4S really starts to make sense. Take it onto gravel or a rough trail and the bike immediately feels more at home. The lightweight chassis, long suspension travel and 21-inch front wheel make it much easier to deal with surfaces that would have you slowing down considerably on a normal road bike.
The bike doesn’t feel nervous when the surface gets loose either. It gives you enough confidence to let the motorcycle move underneath you instead of constantly fighting to keep everything perfectly straight. For someone who is still learning off-road riding, I think this is one of the DR-Z4S’s biggest strengths. It doesn’t feel overly complicated. You can stand up, look ahead, pick your line and let the bike do its thing.
Compared with the DR-Z4SM, the difference is obvious. The SM is the one I would pick if my riding was mostly on the road and I wanted something playful around corners or maybe some hooliganism action. Nevertheless, the 4S feels different. It is more relaxed, more adventurous and much happier when the tarmac disappears.
That’s the real charm here. You don’t need a massive multi-day itinerary to enjoy it; you just need a curiosity for where that side road goes. The bike handles the rest effortlessly. And as a nice bonus, both variants come equipped with a stock aluminum skid plate, so you don’t have to stress when things get rocky.
Suzuki’s Electronics Actually Make Sense
Let’s be real, you’re not gonna full-gas the throttle everywhere you go. That’s why having modern electronics is a game-changer. The DR-Z4S comes stacked with Suzuki’s Intelligent Ride System (SIRS), offering three ride modes, three traction control levels, and two ABS settings. The ride modes (A, B, and C) come straight from the Suzuki Drive Mode Selector (SDMS), a tech stack Suzuki has been refining on its GSX-R sportbikes since 2007.
A (Active) gives you the sharpest throttle response, while B (Basic) softens things slightly and C (Comfort) provides the smoothest response before building into the stronger part of the rev range. All three modes still produce the same peak power, so you are basically choosing how aggressively that power is delivered.
Meanwhile, Suzuki Traction Control System (STCS) settings are also independent from the riding modes. There is Level 2 for maximum intervention, Level 1 for normal road riding and G mode, which is designed specifically for gravel and loose surfaces.
G mode is probably the setting I would spend the most time with when riding off-road. It allows more wheelspin while still keeping some electronic assistance in place. You can also completely switch traction control off if you want the bike to behave more naturally underneath you or maybe pop-up some wheelies for fun.
The ABS system gives you similar flexibility. You can have ABS working on both wheels, front-only ABS or switch it off completely. For experienced off-road riders, being able to remove rear ABS intervention is particularly useful. For newer riders, keeping some ABS assistance can provide extra confidence while learning how to brake on loose surfaces.
Suspension and Brakes
The DR-Z4S uses fully adjustable KYB suspension at both ends. Up front is a 46mm inverted cartridge fork with adjustable compression and rebound damping. It offers 11.0 inches of travel. At the rear, there is a fully adjustable KYB shock with progressive linkage, offering high and low-speed compression adjustment, rebound and spring preload adjustment.
That is a serious amount of adjustment for a motorcycle in this category. The longer travel also means the DR-Z4S can take rougher surfaces without constantly bottoming out or throwing the rider around. Both of these DRZ’s enjoy uneven surfaces and it became a habit.
Braking has also been improved compared with the previous generation. The front gets a 270mm disc with a dual-piston caliper, while the rear uses a 240mm disc with a single-piston caliper. The rear master cylinder is borrowed from the RM-Z range.
On the road, the brakes feel predictable and strong enough for the bike’s performance. Once you’re off-road, the ability to manage the ABS settings becomes much more important than simply having maximum braking power.
Ergonomics and Everyday Practicality
Suzuki has also changed the riding position to better suit off-road riding. The tapered aluminium handlebar sits higher, while the footpegs are wider and positioned further back. That makes standing on the bike feel much more natural. You can move around without feeling like you’re fighting the motorcycle’s ergonomics.
The downside is obviously the seat height. At 920mm, the DR-Z4S isn’t going to be the easiest bike for shorter riders. You might find yourself leaning the bike to one side when stopping rather than comfortably putting both feet down.
But once moving, that concern largely disappears. The tall riding position also gives you a great view of the road, which I found surprisingly useful during city riding. Fuel capacity is 8.7 litres, while the claimed wet weight is 151kg. That combination keeps the DR-Z4S relatively light compared with larger adventure bikes.
The Verdict
Spending real time with the DR-Z4S and 4SM proved one thing, Suzuki knows how to modernize a classic. It carries all the essential tech upgrades like fuel injection, customizable KYB suspension, traction control, and switchable ABS, but it never feels overly complicated. At its heart, it’s still an unpretentious, pure motorcycle and that’s why it works so well.
For riders spending most of their time on paved roads, the DR-Z4SM delivers the higher fun factor thanks to its lower stance and sharper street handling. The DR-Z4S, however, is all about versatility. Its tall, narrow, and lightweight build gives you the freedom to ride to work all week, then hit the dirt tracks on Saturday without needing a single modification.
At the end of the day, that’s the magic of the DR-Z4S. It doesn’t care about being the fastest, heaviest, or most gadget-packed dual-sport out there. It just wants to make sure you’re grinning every time the route gets sketchy. The DR-Z4S lands that premise perfectly. Need a true hooligan machine? Look no further.
Suzuki DR-Z4S Specifications
Engine & Performance
- Engine Type: 4-stroke, single-cylinder, liquid-cooled, DOHC
- Displacement: 398 cc
- Bore x Stroke: 90.0 mm x 62.6 mm
- Compression Ratio: 11.1:1
- Fuel System: Fuel injection
- Max Power: 38 hp @ 8,000 rpm
- Max Torque: 37 Nm @ 6,500 rpm
- Transmission: 5-speed, wet multi-plate clutch
Chassis & Dimensions
- Front Suspension: Inverted telescopic, adjustable coil spring, oil damped
- Rear Suspension: Link type, adjustable coil spring, oil damped single shock
- Front / Rear Brakes: Disc brakes with switchable ABS
- Fuel Capacity: 8.7 liters
- Curb Mass: 151 kg
- Seat Height: 920 mm
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