Motorcycle specifications SuzukiDR-Z4S 2025 Trail scent

Now that's a comeback. After more than 20 years away from the French market, the DR 400 is back with a vengeance in the light, country trail sector. If it was able to continue its career under other skies, it was without any change in its person until this redesign. And what a redesign! It has gone from having nothing in the way of modern technology to being crammed with electronic modules. To mark the occasion, it has changed its name to DR-Z4S.

This new DR is immediately in keeping with the Hamamatsu family spirit, with a "mono-globular" look that's most... Suzuki. While the old model smacked of the '90s, the new one makes up for it instantly, with taut lines, angular effects and a sensation of lightness. A false impression, since it has put on 7 kilos. But at 151 kilos dry weight, it's still a toy that twirls in the blink of an eye.

Everything changes to keep the essentials

What's left of theold DR-Z400S? The original concept, the cylinder, the dry sump lubrication system, the tire size, and that's it. Suz' has changed almost the entire machine for this new version. Starting with the engine. It had to go from Euro2 to Euro5b - you can imagine the work involved. Without going into the 38-page explanation, let's take a look at the overall rejuvenation:

• Titanium intake valves
• Hollow steel exhaust valves filled with sodium
• New camshaft profiles
• Dual ignition
• New piston
• Arrival of an anti-dribble clutch
• Fuel injection system (the old one was carbureted)
• Ride-by-wire gas pedal
• New cylinder head
• New crankcases
• Redesigned gear ratios
• New alternator
• New dual-catalyst exhaust system
• New airbox

Okay, Suzuki has done a great job. It was necessary to save the tone of the single-cylinder. The big difference in standards could have severely shaken it, but it manages to produce 38 hp at a maximum speed of 8,000 rpm. Two horsepower lost since the DR-Z400S / SM. That's not too bad. Maximum torque is identical, at 3.9 mkg. Young licensees and fans of wild little beasts will soon be smiling if this block has kept the spirit of its predecessor.

Silicon landscape

Except this time, it has not one but three characters. Suz' has gone completely wild on the DR, infusing it with a surprising level of electronics for a machine of this caliber. Judge for yourself: it gets an SMDS with three engine maps to modulate the arrival of power(Mode A: aggressive / Mode B: linear / Mode C: supple), traction control with four levels of intervention(Mode 1: road / Mode 2: wet surfaces / Gravel Mode: offroad / deactivated), an ABS that can be switched off either at the rear or completely, and the Easy Start system for starting at the touch of a button. Wow! We've gone from electronic desert to oasis! But does the DR-Z4S really need all this?!

It's hard to believe that all this stuff is hidden in its innards and behind its little dashboard. Simple (too much so), digital, almost complete, not very sexy and lacking a lap counter, but it gets to the essentials at a glance. All lighting is LED.

Upgraded chassis

Suzuki could have stopped there. But in its passionate desire to enhance the value of its DR, the brand also put the entire chassis on the operating table. The steel frame is new, with a largely modified structure: the central beam is replaced by two spars, connected to a simple cradle that splits under the engine. Stiffness should be stepped up a notch, but the primary objective is to improve handling. The subframe (bolted) and swingarm have been redesigned, and are still made of aluminum. The change is most obvious at the front, with the arrival of an inverted fork. Visually, you're immediately struck by the long suspension travel, and you realize that the DR-Z4S has a serious predisposition to wander all over the place, especially if it's bumpy. However, fork travel has been reduced to 280 mm, compared with 295 mm on the DR-Z400S. It's still serious, and close to a true enduro. The rear shock is even more generous at 296 mm. As for ground clearance, it reaches 30 cm.

Both Kayaba elements are adjustable for compression and rebound. As for the wheels, the DR has exactly what you need, with 21" spoked rims at the front and 18" at the rear, shod with very thin studded tires (8 cm front / 12 cm rear). With this gear, the bike won't shy away from any escapade - except in really committed terrain, where the enthusiast will naturally have chosen an EXC or a warrior of this kind.

Too bad it's missing a real engine mount instead of the little aluminum plate (it's better than nothing). And the little tool kit you used to find behind the passenger seat.

Look, the brake discs have grown. By 20 mm each. The DR-Z4S is equipped with very standard Nissin equipment, with a 270 mm front disc clamped by a 2-piston caliper, while the 240 mm rear is accompanied by a piston.

All roads, but not all uses

When you get up close, you can almost feel the clods of earth. But being able to go just about anywhere doesn't make this DR a universal tool. Far from it. You'll soon realize that this is a typical motorcycle. Highways, travel and adventure are not its thing. It prefers the mountains, sneaks into town like a trekker in a hurry in Chamonix, plays on the trails and surprises in every nook and cranny.
What's more, the high suspension travel means you'll need to be pretty flexible, given the seat height. 920 mm, that's a lot to straddle.

For more "thuggish" riding, Suzuk' has come up with a cheekier supermotard version, with 17" rims, sport tires, bigger brakes (a bit) and different electronic calibration.

It's good to see a little DR again. This new version has real little assets, with enough specs to have fun. Its main shortcoming is that it's reasonable in a world where the most successful trail bike is the one that's heavily loaded with everything.

M.B - manufacturer's photos