If there’s one thing that gets Aussie trail riders misty-eyed with nostalgia it’s a yellow DR-Z caked in dust, idling patiently on the edge of some fire trail in the high country. For over two decades, the Suzuki DR-Z400E has been Australia’s go-to bush basher. It’s earned cult status among weekend warriors, farmers and learners alike – praised for its tractor-like reliability and old-school simplicity. But now, in a move that feels as much like the end of an era as it does the start of a new one, Suzuki has rolled out something fresh. Not a replacement, mind you, but a sibling: the 2026 Suzuki DR-Z4S.

To see this new dual-sport in its natural habitat, Suzuki didn’t just ship us to any random patch of dirt – the company flew us halfway across the globe to Portland, Oregon, to launch the DR-Z4S where rugged trails and moody skies meet. There, just three weeks out from the American summer, the mercury barely crept above 15°C, and a grey ceiling hung low over the pines – classic Pacific Northwest. The trail was pristine, groomed like a golf course fairway with a fair bit of singletrack, fire road and bitumen. The perfect playground for a dual-sport that wants to be more than just a road-legal trailbike.

The DR-Z4S isn’t trying to out-E the DR-Z400E. It’s not the next evolution of the Aussie-loved bush tank. Instead, it’s a proper dual-sport. More refined, more road-friendly, and tech’d up with the kind of features that didn’t exist when the E first arrived in dealerships. The DR-Z4S has a fuel-injected engine, traction control, switchable ABS and even ride modes – things the DR-Z400E wouldn’t recognise if it ran over them.

And Suzuki knows its audience. It’s not turfing the E. At least not yet. Both bikes will sit side-by-side in the lineup, giving riders the choice between the barebones simplicity of the E and the versatility and polish of the 4S. Think of the DR-Z4S as the adventure-savvy cousin who wears Gore-Tex and knows how to sync a helmet Bluetooth, while the DR-Z400E is still out there in the bush wearing a flanno jersey, kicking logs and loving life.

But that’s not to say the 4S has gone soft. Underneath the slick new plastics and electronic trickery, there’s still a 398cc single-cylinder engine beating away, ready to belt its way through whatever terrain you throw under it. It’s just… more evolved. And it had to be. Emissions regulations, rider expectations and road versatility don’t leave much room for 1990s tech anymore.

So here it is. A modern-day DR-Z, born from a legend, tested on the Oregon Trail and headed for Australia in Q3 2025. And from what we’ve experienced, it might just bring a whole new generation into the DR cult.

What’s New

The 2026 Suzuki DR-Z4S brings more than just a new badge. This is a full-blown overhaul, and unlike the DR-Z400E – which remains carburetted – the 4S steps into the future with a slew of upgrades designed to make it both compliant and competitive in today’s dual-sport market.

At the heart of it all is a re-engineered 398cc DOHC single-cylinder engine now fed via a fuel injection system that includes 10-hole injectors for improved atomisation. This delivers better combustion, sharper throttle response, and easier cold starts than the carb model. You’ll also find dual spark plugs and lightweight titanium intake valves helping fine-tune the performance and efficiency. A new exhaust system with a dual-stage catalytic converter ensures it meets strict Euro 5+ emissions regs.

The old steel frame is gone, replaced by a new twin-spar pipe steel chassis that prioritises both rigidity and feel. Handling is further refined now via all-new KYB long-travel adjustable suspension front and rear – finally giving DR-Z fans the option to dial in damping to suit the terrain. Braking is handled by bigger front and rear discs, and yes, there’s switchable ABS on both ends.

The ride-by-wire throttle unlocks the DR-Z4S’s electronic assist suite, known as S.I.R.S. (Suzuki Intelligent Ride System). This includes Suzuki Drive Mode Selector (SDMS) – offering different throttle maps depending on terrain and rider preference. And Suzuki Traction Control System (STCS) – with a Gravel mode specifically tuned for off-road conditions.

Visually, the 4S gets the kind of styling overhaul Suzuki fans have been begging for. LED lighting all around, from the projector-style headlight to integrated indicators. The LCD dash is compact but readable, and the seat and ’bar have been reshaped for better ergonomics, using a tapered alloy ’bar to soak up vibration.

Available in Solid Iron Grey or a throwback combo of Champion Yellow No. 2 and Solid Special White No. 2, the DR-Z4S wears its heritage proudly.

Interestingly, the five-speed gearbox remains with a 15-tooth countershaft sprocket and a 43-tooth rear sprocket.

Out on the trail

If you’re wondering how the new DR-Z4S actually rides, the short answer is: better than expected. A lot better. This is no styling exercise slapped on a 20-year-old chassis – it’s a legitimately new platform that still feels familiar but finally rides like it belongs in 2025.

Let’s start with the engine. It’s the same 398cc capacity as the DR-Z400E, but it’s smoother, quieter and – importantly – more powerful across the rev range. It’s not as aggressive or punchy off the bottom, but there’s a strong, linear pull that builds confidently and doesn’t drop off when you need it. Compared to the E, it’s a step up in both usable torque and top-end performance, but it’s less barky and way more manageable. It feels like Suzuki deliberately tuned it to suit dual-sport riders: tractable enough for technical stuff and singletrack but with enough legs to stretch out on fire roads or the highway.

That said, the engine feels a little corked. It needs the airbox opened up and a freer-flowing pipe to really wake it up. The fuelling is good out of the box, and the throttle is crisp thanks to the new ride-by-wire system, but you can feel there’s more in there waiting to be uncorked. Oh, and the claims of the new clutch being 25 per cent lighter are spot on, it felt almost as light as a hydraulic unit, much lighter than the Yamaha WR clutch. The levers are agricultural and could do with an update to make them smaller and more contoured.

Gearing sparked a bit of a debate on day one. At first, it felt like it had six gears. The ratios are wide, and fifth is tall enough to cruise comfortably at 130km/h. But no – five gears, just smart spacing. First gear idles along at about 7km/h clutch-out, so it’s low enough for standard singletrack that’s not too technical. I spent a lot of time in second on the Oregon singletrack, and it was well-suited for the flowing, grippy terrain. If you plan to spend all your time crawling through the Aussie bush, you might consider dropping a tooth on the front sprocket. Otherwise, I’d leave it stock – it’s a good balance for the mixed-use this bike is built for. Just don’t expect to crawl up snotty hillclimbs in first without having to ride the clutch.

The chassis is a real highlight. It feels narrower between the legs than the DR-Z400E and lighter on the move – even if the scales suggest otherwise. The new frame geometry and slimmer bodywork give the 4S a modern, agile feel. It turns in quicker, changes direction more naturally, and feels far less top-heavy when picking lines or standing on the ’pegs.

Suspension is another major leap forward. The KYB gear is stiffer than the old bike, particularly in the front, and offers far better support under braking and on chop. The rear shock is a bit softer than ideal – especially for heavier riders or loaded setups – but it’s not wallowy. For everyday trail work and dual-sport exploring, the balance is right. For more aggressive riding, a stiffer spring might be in order, and if you plan on loading it up to adventure ride, you will definitely need a heavier shock spring.

The fat ’bar is a welcome addition, soaking up vibration and offering more leverage and control while having a little more flex. Like I said, the clutch action is noticeably lighter, making technical riding or long stints in traffic far less fatiguing. The bigger brakes are stronger and more predictable, and now that they’re paired with switchable ABS front and rear you’ve got far more control on varied surfaces.

Then there’s the electronics – and this is where the DR-Z4S punches way above its class. It’s rare that rider modes and traction control are worth getting excited about on a dirtbike, but Suzuki nailed it. They don’t just work – they work well. I can’t believe I’m saying that.

For experienced riders, Map A with TC off is the go-to. It gives you the most direct throttle and no intervention. This is just like riding a traditional dirtbike without any fancy electronic trickery. For newer riders, Map C with Gravel mode is confidence-inspiring without being intrusive. And if you’re riding in the wet – on tar or trail – Map B or C with TC1 or TC2 takes the edge off without neutering the bike.

The difference between modes is significant – arguably more noticeable than on some $25k adventure bikes. The traction control is smoother and more intuitive than what I’ve experienced on comparable small-bore adventure machines and, crucially, it’s easy to switch off if you don’t want it. The Gravel mode TC is impressive, most hardcore dirt guys won’t use it but that doesn’t mean they shouldn’t. The only time it got in the way was if tearing along singletrack, flying uphill and needing a little punch to loft the front wheel over a rock ledge or tree root. It just wouldn’t hook the rear wheel up quite as easy as when it was off. I could still get the front wheel off the ground but only a few inches. But where it was cool was that if I stopped and started again on a steep hill and tried to wheel spin, it retarded the rear wheel just enough to get more traction than if it was off. It still did a burn out but got a little more traction than when I turned it off and tried the same thing.

The system adds genuine value without making the bike feel like a computer on wheels. Suzuki’s proven you can put smart tech on a dirtbike without turning it into a gadget-fest. Scrolling through TC and the engine maps can be done on the fly when the throttle is shut but you will need to be stopped to switch ABS on or off or on on the front and off on the rear.

As for the finer details – they’ve mostly nailed them. The airbox is easy to access from the side and hides a handy little toolkit behind it (the lunchbox on the back is gone!). The new headlight, while it looks a little odd, is properly bright, not just road-legal filler, and is actually usable on late night trips into country towns. The footpegs and levers are comfortable, well-positioned and give the bike a premium feel (you’ll need to remove the rubber inserts from the footpegs). Even the LCD dash is clean and legible, with everything you need at a glance and nothing you don’t.

The only real letdown? The stock tyres. They’re absolute puss. IRC dual-purpose rubber that feels like it was picked more for the bitumen than the dirt. Swap them before your first serious trail ride – they’ll hold you back more than any other component.

How It Stacks Up

In terms of rivals, the DR-Z4S goes toe-to-toe with the Honda CRF450RL and Kawasaki KLX450R. On paper, they all fill a similar niche as easy-to-ride trailbikes, but the Suzuki stands out in a few key ways thanks to its dual-sport prowess.

It’s easier to ride, with a more manageable power curve and friendlier ergonomics. It’s better equipped with electronics that actually make a difference. It should be cheaper (price is TBA but we expect it to be around $14,500 ride away) and it delivers better fuel economy, which matters when you’re covering long distances or riding remote.

Those other bikes might have a slight edge in hardcore enduro performance, but for the average trail rider or dual-sport adventurer, the DR-Z4S is the most complete package – and the one that’s least likely to tire you out or empty your wallet.

Worth the wait?

Suzuki could have phoned this one in. It could have slapped a headlight on the old E, fuel-injected the engine and called it a day. But it didn’t. It delivered a dual-sport that feels fresh, focused and actually exciting to ride. It doesn’t try to be an enduro bike or an adventure bike – it carves out its own lane, and it does so with balance, usability and a surprising amount of tech.

The DR-Z4S might not be for every rider, especially hardcore dirt guys. But for a hell of a lot of riders buying high-powered 450cc enduro bikes and complaining about fatigue every time they ride, or struggling to hang on when the terrain gets steep or fast, it’s exactly what they’ve been waiting for.

The nitty gritty

There is so much new on this DR-Z4s it is impossible to squeeze all the changes into this yarn so here are the other all-new intricate details I left out.

  • Lightweight aluminium seat rails and swingarm.
  • Revised engine internals including new piston, crankcase, cam profiles, combustion chamber and port design for improved torque, power and efficiency.
  • Dual iridium spark plugsboost combustion efficiency, throttle response, fuel economy and idle stability.
  • Titanium intake valves and hollow sodium-filled exhaust valves reduce weight.
  • New 42mm ride-by-wire throttle body makes the 4S compliant with Euro 5+ standards.
  • Larger radiator and fan for better cooling capacity.
  • Suzuki Clutch Assist System (SCAS)is why the clutch is lighter and smoother during downshifts.
  • ABS unit by Bosch.
  • 280mm front and 296mm rear KYB suspension travel, fully adjustable with compression and rebound damping.
  • Axial-mount brake calipers with bigger discs.
  • Tapered aluminium handlebars with half-waffle grips.
  • New, softer, lower, narrower seat.
  • Reshaped fuel tank.
  • Standard aluminium bashplate.
  • Wider footpegs.
  • Lockable, side-mounted toolbox for easy access to tools and the owner’s manual.
  • New parallelogram-style mirrors.
  • Bright LED lighting system includes projector headlight, integrated turn signal/position lights and compact rear combination light.
  • New full LCD dash provides real-time system info including traction, ABS and mode settings.
  • Ergonomic switchgearallows mode selection and adjustment without removing hands from the ’

SPECIFICATIONS

Suzuki DR-Z4S

Engine

  • Type: Four-stroke, single-cylinder, liquid-cooled, DOHC
  • Displacement: 398cc
  • Bore x Stroke: 90.0mm x 62.6mm
  • Compression Ratio: 11.1:1
  • Fuel System: Fuel injection
  • Starter System: Electric
  • Lubrication System: Dry sump
  • Gearbox: 5-speed constant mesh

Dimensions

  • Wheelbase: 1490mm
  • Ground Clearance: 300mm
  • Seat Height: 920mm
  • Wet Weight: 151kg
  • Fuel Tank: 8.7 litres

Suspension

  • Front Suspension: KYB Inverted telescopic, coil spring, oil damped
  • Rear Suspension: KYB Link type, coil spring, oil damped

Brakes & Tyres

  • Front Brake: 270mm Disc, switchable ABS
  • Rear Brake: 280mm Disc, switchable ABS
  • Front Tyre: 80/100-21, IRC Tyre
  • Rear Tyre: 120/80-18, IRC Tyre