Suzuki DR-Z4SM - Naughty But Nice

There is a distinct, nostalgic thrill to slinging a leg over a proper supermoto. It looks like it means business just standing on its side stand, tall, lean, angular, and mean. Built for hooliganism. 

The 2026 Suzuki DR-Z4SM is the long-awaited, ground-up overhaul of Suzuki's iconic supermoto platform. Replacing the long-running DR-Z400SM, the new model updates the classic "thumper" design with modern fuel injection, updated chassis geometry, and lightweight electronic rider aids while keeping its nimble, street-focused character.

Launched in 2000, the original DR-Z400 ran virtually unchanged from 2000 through to 2009. Suzuki introduced the platform first as the DR-Z400 / DR-Z400S, the dirt bike and dual-sport trail versions, to replace the older DR350. The original factory Supermoto model was only officially sold on showroom floors in Europe for roughly four to five years, 2005 to ~ 2009. 

The legacy DR-Z400 models used a single rectangular steel backbone frame that ran over the top of the engine. It was essentially a 1990s trail-bike layout adapted for road use. For the new 2026 DR-Z4SM, Suzuki completely scrapped that legacy structure and engineered an all-new chassis from scratch. 

At 154 kg wet on 17-inch sticky Dunlop rubber, it’s exceptionally agile. The high centre of gravity combined with wide handlebars makes it effortless to flick through roundabouts and carve through B-roads, and it’s so slim it’s great for filtering through traffic. It’s not so much fun on motorways and dual carriageways; Suzuki stuck with a 5-speed gearbox, and with only 37.5 bhp, it means that once you push past 60 mph, the engine is a bit revy, buzzing through the pegs. It’s fair to say motorways are not its intended habitat. 

Comfortable it is not. It’s high with plenty of room, but man, that seat is narrow. I’m an older, larger guy, and there was definitely some incompatibility between the width of the DRZ seat and the width of my seat; 45 mins in, I was feeling it. 

Suzuki did a good job updating the chassis. Modernised with a twin-spar steel frame, an aluminium subframe, and inverted 46mm KYB forks, the build quality is undeniably solid. The switch to Ride-by-Wire electronic fuel injection brings instant, snatch-free throttle delivery, and the high-spec fully adjustable suspension soaks up our crumbling UK tarmac without drama.

Suzuki blessed the DR-Z4SM with fully adjustable 46mm inverted KYB front forks (260mm travel) and a fully adjustable KYB rear link-type shock (277mm travel). 

You would expect long-travel suspension to feel vague or wallowy on tarmac, but I was surprised by how communicative and planted the SM suspension feels.

It’s tuned to be plush and compliant, swallowing urban potholes and speed bumps with ease, though it leans toward daily comfort over rigid track-focused sharpness. It's undeniably a supermoto, with plenty of dive under hard braking, but this is fully adjustable suspension, not some cheap unadjustable stuff, so you can click in a few turns of compression damping and add a dash of preload to tame front-end dive somewhat, if you feel the need. I just embraced my inner supermoto.

Despite all the shiny new engine internals and ride modes, the 398cc thumper produces a modest 37.5 bhp. As is so often the case with modern motorcycles bound by the tight collar of Euro 5+ emissions rules, I thought it felt choked, particularly at the top end. With the standard exhaust, it sounds less like a muscular supermoto and more like a budget 125cc commuter bike. It simply lacks the throat, body, and bark you expect from an £8k machine.

In standard trim, the DR-Z4SM is almost a brilliant small-capacity bike, but it falls just shy of greatness. The good news? The underlying foundation is great.

I’d love to see what this bike is like with an aftermarket exhaust and remapped ECU. I think you would unlock the raw, barking supermoto that Suzuki intended to build.

The fly in the ointment there is the KTM 390 SMC R. It’s significantly cheaper, more powerful, more tech and just better. 

It’s fun, and riding it around, I found myself looking for steps to ride down and drops to jump off, taking liberties carving through traffic and catching glimpses in shop windows. 

In summary, I think the DRZ4SM is hiding its light under a bushel. It could be a great bike and almost is. With a few choice mods, I think the DRZ4SM would be a riot.

Engine                 - 398cc liquid-cooled, DOHC single-cylinder (Euro 5+ compliant)

Fuel System        - Electronic Fuel Injection with 42mm Ride-by-Wire throttle body

Power Output      - 37.5 bhp (38 PS) @ 8,000 rpm / 37 Nm torque @ 6,500 rpm

Transmission       - 5-speed constant mesh with SCAS slipper/assist clutch

Frame                   - Twin-spar steel frame with aluminium subframe

Suspension          - Fully adjustable inverted KYB forks (260mm travel) & KYB rear shock (277mm travel)

Brakes                  - 310mm front disc / 240mm rear disc with ABS

Wheels/Tyres       - 17-inch wire-spoked rims with Dunlop Sportmax Q5A rubber (120/70-17 F, 140/70-17 R)

Seat Height          - 890 mm 

Curb Weight         - 154 kg 

Fuel Tank              - 8.7 L