It has been 24 years since Suzuki first introduced the DR-Z400S street-legal enduro model. A supermoto version of the bike came out a few years later. Both bikes are clearly a bit long in the tooth.
Yesterday, Suzuki replaced the older models with the 2025 DR-Z4S and DR-Z4SM, both of which feature substantial changes, if not ground-up redesigns. New frames, suspension and “thoroughly updated” 398cc single-cylinder engine highlight the changes.
Here is the press release from Suzuki:
Brea, CA – (November 5, 2024) – Get ready to experience the next generation of Suzuki DualSport and SuperMoto motorcycles with the all-new 2025 Suzuki DR-Z4S and DR-Z4SM. Building on the exceptional success and legacy of Suzuki’s renowned DR-Z series, the all-new DR-Z4S and DR-Z4SM are engineered to deliver a perfect blend of performance, versatility, and modern technology.
Introduced in 2000, Suzuki’s DR-Z400S earned acclaim for delivering precise, nimble handling, easy maneuverability, and ultra-reliable performance. Highly capable and fun to ride, it won the hearts of riders who desired a street legal motorcycle that performed exceptionally well off-road, too. With the addition of the DR-Z400SM in 2005, Suzuki expanded the range to include a SuperMoto version that gave riders even more choice. For 2025, Suzuki is thrilled to introduce two new models that proudly tap into the DR-Z legacy.
The Suzuki DR-Z4S and DR-Z4SM feature an all-new steel twin-spar frame combined with an advanced aluminum subframe, and a lightweight aluminum swingarm for improved handling performance. They also feature a completely updated 398cc single-cylinder engine, now equipped with electronic fuel injection and the latest Suzuki Ride-By-Wire throttle body for smooth and precise power delivery.
Both new models feature the Suzuki Intelligent Ride System (S.I.R.S.), which provide advanced riding features like the three-mode Suzuki Drive Mode Selector (SDMS), a multi-mode Traction Control System with a dedicated Gravel (G) mode, for even more off-road fun. Also included on both machines is an Anti-Lock Braking System (ABS)** with selectable full or rear-only ABS-off modes, depending on the model.
Adding to the refined handling delivered by the all-new frame and aluminum sub-frame, are new KYB fully adjustable suspension components front and rear, and new performance-driven, model specific tires for solid riding confidence. Wrap it all up in modern motocross-styled bodywork, sleek LED lighting, and fresh new colors and the DR-Z4S and DR-Z4SM are ready to conquer the trail or street like never before.
Key DR-Z4S/SM Features:
- New twin-spar steel frame and aluminum subframe
- New long-travel adjustable KYB inverted forks and fully adjustable KYB rear suspension
- New Suzuki Intelligent Ride System (S.I.R.S) suite including:
- Three-mode Suzuki Drive Mode Selector (SDMS)
- Four-mode Suzuki Traction Control System* (STCS)
- ABS** (Antilock Brake System) with switchable Rear ABS OFF (DR-Z4SM) and Front & Rear ABS OFF modes (DR-Z4S)
- Suzuki Easy Start System
- Thoroughly updated 398cc single-cylinder four-valve DOHC engine with:
- Electronic Fuel Injection
- Ride-by-Wire 42mm electronically controlled throttle bodies
- 10-hole injectors
- New higher-lift cam profile and new piston design
- New titanium intake valves and hollow, sodium-filled exhaust valves
- Now features Suzuki’s Dual Spark Technology with two iridium spark plugs
- Suzuki Clutch Assist System (SCAS)
- All LED lighting, including new bifunctional LED headlight
- New LCD instrument panel
- New air cleaner box and inlet tube design with easy filter access
- New compact and lightweight fuel tank
- New radiator with larger diameter cooling fan
- New ergonomics including new: aluminum tapered handlebars, wider footpegs, and redesigned seat.
- New exhaust with slim body profile and double-wall design
2025 DR-Z4S MSRP TBA
FEATURES
All-New Frame and Subframe
New twin-spar steel frame and lightweight aluminum sub-frame give exceptional torsional rigidity with minimal weight. Lightweight aluminum swingarm helps improve tracking and rear suspension response.
New KYB Suspension
KYB long stroke inverted cartridge-style fork with 11.0 in. (280 mm) of travel has adjustable compression and rebound damping force for smooth performance on all types of on- and off-road terrain. New, rear KYB shock absorber has 11.6 in. (296 mm) of rear wheel travel with spring preload plus both compression and rebound damping force adjustments, and connects to a new, lightweight aluminum swingarm through a progressive linkage system.
Thoroughly revised 398cc engine
The DR-Z4S is powered by a thoroughly updated 398cc single-cylinder four-valve DOHC engine that delivers a smooth, controllable spread of torque from low RPM up through peak power. The redesigned cylinder head has optimized shapes for the intake port, intake valve boundary, and a smooth, flat combustion chamber that produces better combustion to provide consistent power under low loads with strong power output under heavier loads. The DOHC cylinder head contains a pair of lightweight titanium intake valves and a pair of hollow, sodium filled exhaust valves that help maximize combustion efficiency and performance.
Suzuki Intelligent Ride System (S.I.R.S.)
A collection of advanced electronic rider assists systems. The new DR-Z4S adopts Suzuki Drive Mode Selector (SDMS), the Suzuki Traction Control System (STSC), Ride-by-Wire Electronic Throttle System, switchable ABS, and the Suzuki Easy Start System.
- Suzuki Drive Mode Selector (SDMS) provides the DR-Z4S rider with a choice of three different engine power output characteristics (modes). Working in concert with the Traction Control System*, SDMS permits peak power in each mode while changing the nature of the power delivery.
- Suzuki Traction Control System (STCS) enables the rider to better control the bike in diverse and varying conditions. The rider can select from two modes or a custom-tuned G (Gravel) mode setting that helps the rider maximize off-road performance. Experienced riders can turn the system off entirely and then rely on their skills rather than take advantage of the assistance offered by STCS’s three mode settings.
- ABS Equipped with a compact, yet effective Bosch-supplied ABS control and is the first Suzuki production motorcycle with an ABS system with a Front & Rear ABS OFF mode that will deactivate the ABS function for both wheels. The DR-Z4S also offers Rear ABS OFF mode, which switches off just the rear wheel ABS function.
New LCD Instrument Panel
The DR-Z4S has a newly designed LCD instrument panel that is light and compact, with a straightforward, legible display. This panel not only supplies critical real-time operating status information, but also keeps the rider aware of the settings for the bike’s respective systems.
LED Lighting
All of the DR-Z4S’ lighting is new, low-draw LED type, including the turn signals (white lenses with amber illumination), the taillight, and license plate illumination light. The new bifunction LED headlight is a unique design that incorporates both the high- and low-beam functions into one, bright projector module
Wheels and Tires
Spoke-style 21-inch front and 18-inch rear wheels with blacked-out aluminum rims are fitted with IRC GP-410 dual-purpose, tube-type tires. Built to perform optimally, whether negotiating off-road trails or riding on roads, these tires feature large center blocks that help provide a solid grip and contribute to the model’s outstanding dirt capability.
New Slim Fuel Tank
The fuel tank is a new, flush lightweight design. Fuel capacity is 2.3 US gal. (8.7 L)
New air cleaner box and inlet tube
Designed to improve intake air flow and generate sharp throttle response with powerful low-speed torque. The left side body cover has a quick-release fastener, and swings open like a door, retaining the popular, easy access to the air filter element.
Electronic Fuel injection
Newly equipped with Electronic Fuel Injection with Ride-by-Wire throttle body system, the feeds the engine through an electronically controlled throttle body with a 42 mm bore and a 10-hole injector.
2025 DR-Z4SM MSRP TBA
DR-Z4SM FEATURES
New Suspension
New KYB long stroke inverted cartridge-style fork with 10.2 in. (260mm) of travel has adjustable compression and rebound damping force for smooth performance on all types of on- and off-road terrain. New, rear KYB shock absorber has 10.9 in. (277 mm) of rear wheel travel with spring preload plus both compression and rebound damping force adjustments, and connects to a new, lightweight aluminum swingarm through a progressive linkage system.
Wheels and Tires
Equipped with spoke-style 17-inch front and rear wheels with blacked-out aluminum rims fitted with Dunlop SPORTMAX Q5A sportbike tires.
Stopping Power
DR-Z4SM is equipped with a large diameter 310mm front rotor
Anti-lock Brake System**
Newly equipped with a compact, yet effective Bosch-supplied ABS control system. The DR-Z4SM also offers Rear ABS OFF mode, which switches off just the rear wheel ABS.
Suzuki Clutch Assist System (SCAS)
This system works like a slipper clutch by allowing a small amount of clutch slip under deceleration for smoother downshifts. The SCAS also works as an assist clutch, increasing plate pressure under acceleration, but always keeps the clutch lever’s pull light and precise. This large-diameter, wet, multi-plate clutch uses a precise cable-activated release, providing the rider with a light pull and a superb friction-point feel.
New Seat
The seat width has been optimized to improve comfort when riding. Its durable design supports the rider well when shifting body weight.
Product Availability / Pricing
More information to follow regarding pricing and product availability timing.
A wide variety of accessories for the DR-Z4S and DR-Z4SM will be available.
Key accessories include:
Skid Plate
Knuckle Covers
Rear Rack
Low Seat
Suzuki Genuine Accessories for 2025 Suzuki motorcycles, scooters and ATVs are available at Suzukicycles.com and include a wide selection of accessories, collectibles, service, and maintenance parts, ECSTAR Oils and Lubricants and Suzuki apparel.
**Depending on road surface conditions, such as wet, loose, or uneven roads, braking distance for an ABS-equipped vehicle may be longer than for a vehicle not equipped with ABS. ABS cannot prevent wheel skidding caused by braking while cornering. Please drive carefully and do not overly rely on ABS.
***Suzuki’s fuel economy estimates are based on EPA exhaust emission measurement tests conducted by Suzuki and are intended for comparison purposes only. Your actual mileage may vary depending on how you ride and maintain your vehicle, road and driving conditions, tire pressure, engine break-in, accessories, cargo, rider and passenger weight, and other factors.
SUZUKI MOTOR CORPORATION reserves the right to add any improvement to change the design or to discontinue any Suzuki Genuine Accessories at any time without notice. Some Suzuki Genuine Accessories might not be compatible with local standards or statutory requirements. Please check with your local AUTHORIZED SUZUKI DEALER for details at the time of ordering.
Specifications, appearances, equipment, color, features, materials and other items of “SUZUKI” products shown are subject to change by manufacturer at any time without notice.
Suzuki, the “S” logo, and Suzuki model and product names are Suzuki Trademarks or ®. © 2024 Suzuki Motor USA, LLC.
amazing how much crap they go on about but leave out its weight and horsepower, torque which is all we really need to know.
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As always, most of the comments are negative about what this bike isn’t.
“It’s crap in the dirt, it’s useless on the freeway” etc, etc.
Well if it’s not a dirtbike, and it’s not a roadbike…….it’s a dual purpose.
Where I live in New Zealand, the country is criss-crossed by some of the best, windiest gravel roads over mountainous country that you could hope for, and the DRZ has been the weapon of choice for years.
Attacking these on anything bigger than a 650 is just wanking. Even a 650 is too big, truth be told. Forget all yer 1390s,1250s, and that wierd Harley thing with the height control, none of them are any good on these roads.
I look forward to seeing these, even with an extra 16lbs. Hell I weigh 220lbs, what’s 16 more.
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What’s 16 more ?
Put 16 pounds of Water Melons in a rucksack and hike 2 kilometers across sand dunes in the summer heat. By the time you’re done the watermelons will be rotten and an empty rucksack going home will feel OK – fine. Useless weight does not, a pleasant trip make.
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That’s a “zero to 16lb’s” analogy.
A correct analogy would be add “16lbs to the already 317lbs you’re already carrying. With an engine..”.
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What’s 16 more ? About a finite weight being something real, what you do with it does not matter.
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You made an analogy where 16lbs was the whole burden, without considering the rest of the vehicle (you’re riding the bike, not carrying it on your back). 16lbs is more, nobody argues that. What is arguable is weight in the context of the rest of the experience. If light weight were the only important aspect of a motorcycle, trials bikes would be a great deal more popular than they are.
The question was – What’s 16 more, inferring an insignificant amount. 16 pounds sucks anywhere, battle rifles, airplanes, skate boards, lug nuts.
Get the point ?
“What’s 16 more, inferring an insignificant amount.”
It is and insignificant amount, in the context of aircraft carriers and celestial bodies. Sorta-kinda also in the context of street legal motorcycles, as long as those 16 pounds are sprung and well centered.
I guarantee that if 16 pounds of anything, including feathers, was loaded on the previous version of this bike, the rider would feel it, in the seat of their pants. ‘Well centered’ is why all my extra fuel was mounted at foot peg level just to the rear of my heel.
Hey RickW, you wandered into the Ultimate Hornets Nest here, aka any discussion regarding weight and motorcycles. You’d be better off sticking to politics and religion at your upcoming family Thanksgiving dinner.
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For the
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Hayabusa? No.
A lot of things to think about.
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R1 besydes
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With the relatively big number of low mileage DRZ400S bikes I see for sale for cheap, I am simply surprised Suzuki chose this for an upgrade. How many can they expect to sell?
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I see lots of DRZ400’s for sale but in my region they’re all priced unrealistically high. From here it appears that there’s lots of opportunity/demand.
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Odd don’t ya think ? After a short while of ownership maybe not meeting long term expectations ? Seems like a nice ride except for long distance at speed. I can understand the high prices used, if owned new for a short while.
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I don’t know about a “short while”. Lots of them are as many as 20 years old. Most all of them are pretty low mileage, at least compared to a street bike. It’s probably more telling of the notion that a dirt bike doesn’t make a good street bike. “Seemed like a good idea at the time..”, as they say.
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Low mileage probably does not include 20 year old bikes. I guess the relative mileage depends on street vs dual purpose. Low for one is not for an other.
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Isn’t fuel injection and abs primarily about making it eligible for sale in more markets again?
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I had an 03 Kawazuki 400 and loved it. Only thing was being carbureted and always had trouble after sitting for the winter. Always said only thing it needed was fuel injection and I’d be happy. Might have to look into one when they show up.
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All this CV carb negativity here got me to thinking, about 30 years and 350 pounds dry. Actually make that 40 years and 2 Honda 450s
Giant sand dunes, lava fields, dry lake beds, trials type terrain, slippery wet lake beds, very steep hill climbs, twisty dry washes, 30 years off road and NEVER EVER, not once, had a cough, stutter, or sneeze from my CVs. Same for my road CB 450. Even if I stupidly yanked full on the right hand grip just to see if I could explode ahead like a NHRA fueley, – nope, just go.
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Just to clarify, 71 CL striped clean for dirt, 72 CB stock.
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In 1992 I became intolerant of the CV carb. Man I did everything to my 900SS to try to get some throttle response out of that thing. Back then I had several motorcycles. But only one had a CV carbs and it really annoyed me. I loved the whole rest of the bike. I should have pried my wallet open for a set of decent carburetors for the thing. Instead I bought the fuel injected 916 in 1993.
The 690 KTM was the first ride by wire bike I ever rode. It immediately brought back memories of the CV carb. NEVER! Not in my garage you don’t. I just can’t stand a non-me system operating the throttle on my motorcycle. Other people’s results obviously vary. What’s sad is that swapping out some carburetors is a pretty straight forward process. Replacing a ride by wire system requires some skills that I would have to learn and probably a pretty heavy sack of money. It wasn’t so bad when it was the 100hp+ bikes that were being nannied. But now even the lowly DRZ is catching motocovid. Now every dealer is a Harley shop. A place where I only go to buy race gas.
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your living in a dream, wake up. to equate all of something, to one item, is YOUR issue, not the machine.
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Joe b – Do you know what you are trying to say about something or other ?
WTFO
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Strong opinions about the equipment that serves us is unwelcome at times. Apparently I am living in a dream world where motorcycles are supposed to get lighter and/or more powerful and get suspension and brake upgrades from a refresh after couple of decades on the market.
Nope! Sorry. I am supposed to gush about bold new plastics and some holy modes with…here it comes…JUST a 16 pound wight gain.
I mean really guys. Is there ever a line that the industry could cross without you congratulating them?
Mick, you’re supporting joe b’s point here. Adding the 16lb is not “crossing a line”. They have added features that the market has demonstrated that it wants and since you don’t deem those features “worth” (the entire market disagrees with you here) the weight gain, you’ve decided that this new bike is worse on a *single issue*.
The bikes you say you want are available (KTM). They’re expensive and you don’t buy new bikes anyway, so why would an industry cater to you?
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I am a target audience for the DRZ. I bought a Beta instead because I was more interested in lighter weight and better suspension and could care less about fuel injection and different riding modes/nannies on a dirt bike.
If you are shopping Beta and premium bikes in the $12k range then I would contend you are not the target audience for the DRZ.
Sorry Dave. But adding a feature that is unnecessary on a low powered 24 year old bike does not justify adding 16 pounds to a bike that was crazy heavy 24 years ago. That’s just plain contempt for the customer.
And my suspicion was correct. There seems to be absolutely nothing your end of the market will not accept gladly. Wanna “redesign” a bike? Just tack on a geewizmo and bold new plastics and the world is your oyster.
Got news for you Dave. A 16 pound anything on a supposed dirt bike is a deadly sin. Just wait and see.
16 pounds is not electronics. Have Dremel tool – will lighten.
Mick, you do not get to tell the market what is or isn’t a meaningful or necessary feature. And the fact that there are premium products that are lighter does not make this bike heavy. Lightweight is readily available, it costs $4,000 (that’s 50%..) more.
You do not understand. Boys ride Hayabusa nowdays. They have garage to put it in it. And I was at better level. I do not have garage because of family things. Now i have a lot of “garage”. Not enough of money to what I want.
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adriano celentano AZZURRO
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Most riders I see could stand to lose AT LEAST 16 pounds. Wouldn’t that take care of the problem?
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I wish they’d have made it a 500. Looking at it, I’d never have noticed it’s an all-new model. A 500 would be safer on the highway and serve to differentiate it from the old model.
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The DRZ400 can top out at 94 mph. A 500 would probably be able to do 95. Much safer 🙄
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Where does the sentiment that highways are dangerous for vehicles with less than nuclear horsepower come from? Motorcyclists getting mowed down on interstates are statistically insignificant. Besides, it’s a dirt bike, not a touring bike. Use the merge lanes properly and don’t worry so much.
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Not talking top speed, acrimonious ones. Also not talking about merging. I’m saying that a key tool of motorcycle safety is the ability to accelerate. A 45 HP 500 would have much stronger acceleration from 60 to 80 than a 38 HP 400. But, if it makes you feel smart to be stupid, go for it.
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It really depends on the gearing. My K75S accelerates faster in top gear at those speeds than a ZX11 does even though I am only sporting 56 rear wheel HP. The big Zed is nowhere near its peak torque at those speeds in top gear and must be downshifted to match the acceleration. It’s the same for bikes like the DRZ; it will accelerate plenty fast on the highway because it is already at a proper RPM. Having a bike with a larger engine, people (and manufacturers) tend to over-gear it to reduce highway RPM and acceleration suffers even though the bike is more powerful.
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RenoRider, are pterodactyls attacking motorcyclists on highways where you live? People ride highways on 20hp scooters with slushy CVT’s all over Europe. 38hp is plenty.
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“A 45 HP 500 would have much stronger acceleration from 60 to 80 than a 38 HP 400.”
Reno-world problems…:)
The DRZ is amazingly well powered; heck even geared; for cart tracks and similarly tight environs. Wide open Northern Nevada dessert against a 40mph headwind, was never it’s intended forte. That whole area is Beemer and KTM territory, if there ever was one.
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Just reviewed something about “controlling the narrative” which says a narrator or company or influencer or journalist wants to appeal to audience’s emotions. Here Suzuki is selling me practicality and frugality. On the other hand Harley Davidson sells male power. Emotions. Since my manliness doesn’t need male power enhancement, I wouldn’t mind buying some practicality and frugality for the coming years, and this model exudes that.
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Finally, someone with sense amoung the boomers that seem to live here.
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I had the first generation and it was great for blasting around on anything except the freeway, very durable and reliable, especially for the price. I liked it a lot, would recommend it, and I’ve ridden many bikes. The only reason the freeway was not great was due to wind blast and a bit of dirt bike type weave at 70 or so, the 5 speed was not an issue. Perfect for urban riding, a multi-day tour on winding roads or BLM dirt roads. Some of my current bikes have ride by wire and they work fine, doesn’t work well on all bikes to be sure.
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I’ve always thought this bike was a whizzer for going to school or work on the road and playing in a local dirt field on the weekends. Then I met a guy riding one, south on the west coast from Seattle to San Diego happy as a lark. Guess you gotta adopt an attitude for success.
I wrote that to write this. A 400 may not have the beans to do this simple modification I’ve been very pleased with, on many road bikes instead of wishing for a 6th gear. Just drop the rear sprocket 1 or 3 teeth and you’ll feel the difference on the freeway. In the case of my Triumph Scrambler it also raised the road speed that peak torque reached also improving the 5 gear experience. Of course the Triumph had some beans to cook.
Once again, that is all.
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Pee Sss – You still have 1st and 2nd gear for dirt, and the small sprocket change will be much less noticeable.
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All this talk of a new piston twin plug head special valves and so on…why did Suzuki not give it a 450 bore and 6 speed gearbox to compete with the masses..I think it will be playing second fiddle to the rest of the modern machines out there..Sorry Suzuki ….not quite good enough..
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I’ve never ridden the first gen, but it’s still a 5 speed and it’s heavier than the first gen (per Suzuki’s website). The 3 things I heard people asking for in the first gen were fuel injection, lighter weight, and a 6th gear. A 6th gear would definitely add weight and cost, and making it lighter while adding fuel injection would add cost, but from the perspective of someone who’s only ridden the dr650 out of the 3, I have a hard time picturing who would want this instead of either dr650 or a crf450rl, I guess someone who rides in the dirt a little but not much more than a dr650 rider? I’m starting to sound like Mick…
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The two bikes you’ve cited show pretty distinctly why the DR-Z4 exists. There is a yawning gap between a DR650 (air-cooled dinosaur) and a CRF450RL (warmed over that costs $4k more and doesn’t make much more power than the DR-Z4). This thing continues to hold big sweet-spot in the off road market. Since there are almost no natural competitors to it, used re-sale values are very high.
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Except this being 16 lbs heavier than the first gen moves it away from the center of the sweetspot and closer to the DR650, and we’ll have to see if it’s still 4k less than the crf. If you say the DR650 was for the person who road on road most of the time, the CRF was for the person who just wanted to get to the trails legally, and the drz 400 was for the person who wanted one bike whether they were going to go on-road or off-road, these updates seem to have moved it quite a bit more towards on-road as weight was already it’s biggest off-road handicap from what I heard about it. Time will tell, but I expect people will be reminiscing about the old DRZ400 pretty soon.
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16lbs is an increment better discussed up at that $11k KTM/Honda CRF range. Nobody buying this will care about that in the face of everything else they’ve added to it. Even the CRF 450 is nearly 300lb. Much to the chagrin of our good buddy, Mick, road legalization comes with weight penalties
A DR650 is still a tractor by comparison, for many reasons other this its even higher weight (366lb). But people rightly love them for their simplicity and reliability so it’s telling that Suzuki is the maker of both bikes. They must know they’re not cross-shopped by very many riders.
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Road legalization comes with cheaper, heavier, and downgraded parts. It’s tradition. The street bike market “upgrades” its DP rigs by adding weight to them and making them more appealing to the metros.
I mean really. What are we looking at here. They spent a bunch of money on a new head, plastics, and a ride by wire system that includes a nonthreatening scooter mode so the metros can ride it like they stole it in the city while togged out in adventure gear and doing their best to look cool. All without having to have the actual skill it requires to survive riding something that isn’t a 50cc scooter like you stole it.
I’m actually fine with all that. The DRZ is ancient, reliable and underwhelming. Sex it up and give it to the metros. They gotta have fun too.
So…well…what are you going to replace the traditional hole that the DRZ filled with?
“The street bike market “upgrades” its DP rigs by adding weight to them and making them more appealing to the metros. ”
No. We’ve covered this ad nauseum. In no world, to no rider is added weight desirable.
“Metros” are where the money is. If brands don’t cater to them then there’s nothing for you. And again, many places in europe have pavement that gets incredibly slick when wet. TC actually does make sense on scooters in these places.
The street bike people must really be sold on this ride by wire garbage. Yamaha saddled the 2025 700s with it and now the DRZ gets it. Is there some new breed of rider who can’t be trusted with the throttle of an underwhelming 400cc single? It’s the one thing I hate most about the 690 KTM. Whack the throttle on and for the next several seconds the throttle slowly opens. Drives me crazy(er). Singles are supposed to be like faithful dogs. Eager to give their all to do exactly as they are told. Imagine a dog that slowly ramps up to a run and has four modes so you can set just how slowly they ramp up. That’s the kind of dog that gets no wag and all bark from their owner.
Maybe it’s an emissions thing. The fuel injection version of a CV carburetor. Oh the horror.
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I think it is mainly due to emissions regulations, opening the throttle slowly enough so the engine won’t cut out due to an overly lean condition from sudden large throttle opening.
Wasn’t that the No. 1 reason for the CV carburetors that did not open the throttle valve directly from the throttle grip?
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I expect emissions is an opportunity but its primary benefit is so electronic ride modes can be incorporated. Old riders don’t see the need but it’s make or break for modern products, whether it’s necessary or not.
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I am now thoroughly convinced you have never ridden a 690 before. There is ZERO throttle lag when you whack open the throttle. It is actually really stupid to do that because the bike will immediately loop you onto your tail. Like I said before, the only thing missing when you give a 690 a handful of throttle is the cough, wheeze, and flameout that you would typically expect out of a big, carbureted single.
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Oh please. The 690 does respond quickly to the throttle being moved. But no way does it whack wide open when asked. As for looping over backward, that’s something inexperienced riders do. And you would have to be really inexperienced to pull a stunt like that on a 690. As for coughing, wheezing and flaming out. You obviously haven’t riden a carbureted bike owned by a competent mechanic or any of the current crop of fuel injected four stroke dirt bikes. Those clunkers flame out constantly unless you nurse them along all day.
There is this thing. It’s called an FCR carburetor. They were used on road race bikes to replace the CV garbage that they came with and on the diesel dirt bikes for a couple of decades. You may want to steer clear of the earlier dirt bike ones. But the later dirt bikes littered the universe with high quality carburetors due the the grenading nature of those ridiculous four stroke dirt bikes. Graft one on to the thumper of you choice and you get a bike that does exactly what you want immediately without question. That’s the lovable thing about a thumper. It’s a bike with a big dumb engine that just does what you ask to the best of its ability. I got one out in the barn. Good luck trying to make it cough or wheeze. And if you flame it out, you either lack any skill at all or you were just seeing what it took to actually flame the darn thing out.
But be advised. It has what has become a theft deterant system. Even more so than a manual transmission car. It has…wait for it…a kick start. It has buttons. But they only do things like honk the horn or turn on the high beam.
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How many gears in gearbox? The 5 speed in the prev. generation was limiting for highway riding
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Lack of a 6th gear has kept me away from the DR-Z for decades. Even my 1991 DR-350 had a 6 speed. I don’t think Suzuki gets it.
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Who cares about the number of gears? I would care more about the spread of the available gear ratios. If Suzuki widened the existing ratios to have a taller 5th, that would work better than a close ratio six speed.
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According to another launch article it’s still a 5-speed.
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This bike is not for a highway. Just bye another one. You can not get one thing in one envelope. Is one This is rather quick I suppose on normal roads
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You can’t buy another one. There is no other modern light weight (< 330lbs) dual sport that will comfortably run on the highway. Also the new ktm 390 enduro R is likely 365lbs.
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“There is no other modern light weight (< 330lbs) dual sport that will comfortably run on the highway."
A KTM 690 Enduro R weighs 325lb but the scarcity of bikes that meet the above requirement demonstrates that it's much more difficult to do than to say.
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I keep seeing complaints about this not being useful on the highway/won’t be good at 70MPH…
And I keep looking at the tall, skinny wheels, the short distance between the saddle and the footpegs…
Is this bike not meant for under-65MPH use? I mean, the SM on the interstate for a while to connect single lane highways, maybe…
but who wants to do cruise-control speeds and distances on this? That’s course for a different horse, no? I would think that revised or replacement for the DR650 would be aimed at more highway miles.
Or get one of these then get an old Strom.
no?
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I know quite a few guys who already have several motorcycles. But they are street bikers to the core. They absolutely refuse to buy a dedicated dirt bike. They show up to trail rides with some street bike market DP rig and have a miserable time plodding around on some heavy bike with awful off road suspension. They’re lucky if the darn thing doesn’t break.
This bike used to be one of the better choices for that sort of thing. But they added 16 pounds of useless technology balast to it. That’s like permanently strapping a case of undrinkable beer to an already heavy bike and calling it an upgrade. The buyers would have been better served if they would have left the thing alone and upgraded the suspension. Now the best way to upgrade your DRZ is to not buy the current one in the first place. The same thing is happening to the 700 Yamaha twins. It’s all part of the encrapification of everything.
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