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Short answer: Suzuki did not ruin the 2025 DR-Z4S; it made a genuinely improved dual sport and then burdened it with the exact compromises buyers would notice most. The new bike is heavier at a claimed 333 pounds, still has only five gears, carries a smaller 2.3-gallon tank, launched at $8,999 in the U.S., and was subject to an early rear-brake recall.
Its suspension, braking, fuel injection, chassis, and electronics are substantial upgrades. The problem is value and positioning: the DR-Z4S is better almost everywhere than the old DR-Z400S, but it is not the lightest, cheapest, most highway-friendly, or most dirt-focused option available.
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The 2025 Suzuki DR-Z4S is not a bad motorcycle. In several important ways, it is the motorcycle DR-Z fans had been waiting for: fuel injection, ride-by-wire, selectable ride modes, traction control, switchable ABS, LED lighting, a modernized chassis, and properly adjustable KYB suspension.
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1Scan for outdated or missing drivers - takes under a minute2Repair Windows errors before they cause bigger problems3Fix the driver behind crashes, sound loss and screen glitchesBut Suzuki also made the bike heavier, more expensive, less fuel-capacious, and still limited it to five gears. Those decisions matter because the DR-Z4S is supposed to connect highways, back roads, gravel, and trails. Add an early rear-brake recall and mediocre stock-tire performance in serious dirt, and Suzuki created a motorcycle that is substantially better than its predecessor without becoming the obvious choice in its class.
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That is how Suzuki shot itself in the foot: not by ruining the DR-Z4S, but by spending years developing an all-new dual sport and then preserving the compromises riders were most likely to criticize.
The 2025 DR-Z4S problem in one table
| Decision or feature | Why it helps | Why it hurts Suzuki’s case |
|---|---|---|
| New 398cc fuel-injected engine | Cleaner response, easier starting, stronger low-rpm behavior | No clear claimed power breakthrough over the old formula |
| Ride-by-wire and electronic aids | Three throttle modes, traction-control settings, Gravel Mode, and switchable ABS | Adds complexity, weight, and cost to a traditionally simple motorcycle |
| New frame and KYB suspension | Much better braking, control, and trail composure | The motorcycle is still heavy and tall for technical off-road riding |
| 333-pound claimed curb weight | Some of the mass comes from useful modern equipment | Approximately 16 pounds heavier than the outgoing DR-Z400S, according to RevZilla |
| Five-speed transmission | Simpler and lighter than adding another gear | Highway travel feels under-geared around 60 mph |
| 2.3-gallon fuel tank | Suzuki says improved efficiency helps offset the smaller tank | Less reserve margin for remote riding than the previous 2.5-gallon tank |
| $8,999 U.S. launch MSRP | Competitive with some more specialized motorcycles | Expensive beside smaller dual sports, while still lacking a sixth gear and low weight |
The result is a capable compromise rather than a category leader. It is more road-usable than a competition-oriented enduro and more dirt-capable than a conventional street motorcycle. The problem is that it is not especially light, inexpensive, highway-friendly, or enduro-focused.
What Suzuki genuinely improved
Calling the DR-Z4S a cosmetic update would be inaccurate. For 2025, Suzuki introduced an all-new generation with a redesigned 398cc liquid-cooled DOHC single-cylinder engine, electronic fuel injection, a 42mm ride-by-wire throttle body, a twin-spar steel frame, an aluminum subframe, and an aluminum swingarm.
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Those features give the DR-Z4S a level of adjustability the old, famously old-fashioned DR-Z400S never had. A rider can choose a gentler throttle response for slippery pavement, use traction control as an additional safety net, or disable the electronic interventions when conditions and skill level call for it.
The chassis changes are more important than the marketing features. The bike uses KYB suspension with compression and rebound adjustment at the fork, plus spring-preload, compression, and rebound adjustment at the rear shock. Suspension travel is 11.0 inches at the front and 11.6 inches at the rear. A 21-inch front wheel, 18-inch rear wheel, and roughly 11.8 inches of ground clearance give it the basic geometry and clearance needed for legitimate trail work.
Braking also improved. Suzuki specifies a 270mm front rotor and a 240mm rear rotor. Cycle News reported stronger and more consistent braking than the previous model, along with substantially improved suspension and better trail composure. RevZilla rode approximately 115 miles across pavement, gravel, highway, and single-track and described the motorcycle as competent across all of those environments.
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1. The price makes every compromise harder to accept
Suzuki launched the U.S.-market 2025 DR-Z4S at an MSRP of $8,999, before taxes, registration, freight, setup, and dealer fees. That is a major strategic issue because buyers do not evaluate the DR-Z4S in isolation. They compare it with less expensive smaller dual sports, similarly priced middleweight alternatives, and more dirt-focused machines that cost only somewhat more.
Smaller Honda and Kawasaki dual sports have been positioned around the mid-$5,000 range, although they do not offer the same engine size, suspension capability, or electronic package. The KTM 390 Enduro R occupies a similar general price conversation with a different emphasis. A Honda CRF450RL is more dirt-oriented and costs roughly $1,000 more in the comparisons cited by independent coverage.
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None of those motorcycles is a direct one-for-one substitute. The Honda and Kawasaki models give up performance and equipment. The KTM brings a different weight, engine, and ownership proposition. The CRF450RL is closer to a plated enduro than a relaxed all-round dual sport.
Still, the comparisons expose the DR-Z4S’s awkward position. It is expensive compared with lower-powered dual sports, but its 333-pound curb weight and five-speed gearbox make it less obviously premium than the price suggests. Suzuki is asking buyers to pay for modernization while accepting two of the most visible limitations in everyday use.
The price is easiest to justify if the buyer specifically wants a Japanese middleweight dual sport with tractable power, modern rider aids, genuine trail capability, and a broad road-and-dirt mission. It is much harder to justify for someone who primarily wants highway comfort, minimum weight, competition-level off-road performance, or the lowest possible purchase price.
2. The five-speed gearbox is the clearest missed opportunity
The official Suzuki specifications confirm that the 2025 DR-Z4S retains a five-speed constant-mesh transmission. That is the cleanest example of Suzuki creating its own criticism.
RevZilla identified the lack of sixth gear as the motorcycle’s most obvious weakness on pavement. The desire for another upshift becomes apparent at around 60 mph. The bike can use the highway, but the experience is less relaxed than it could have been. Noise, vibration, and the sensation of running out of useful gearing all become more noticeable during sustained high-speed travel.
Suzuki’s explanation is technically reasonable. A company engineer told RevZilla that adding a sixth gear would require approximately two or three additional kilograms—about 4.4 to 6.6 pounds—to the package. A taller overall transmission also could have added cost, complexity, and space constraints inside the engine cases.
But that explanation does not make the decision strategically wise. Suzuki redesigned the engine and chassis at the same time. This was the opportunity to create a transmission suited to a modern dual sport, not merely carry forward the old gearing architecture. A sixth gear could have reduced engine speed during road transfers without requiring a compromise to the lower gears used on trails.
The trade-off is understandable if the DR-Z4S is primarily a trail bike that occasionally touches pavement. It is less defensible when Suzuki markets a 333-pound motorcycle as a versatile road-and-dirt machine at nearly $9,000. The bike does not need to be a touring motorcycle, but it should be comfortable doing the road work required to reach the trailhead.
3. Suzuki added weight instead of removing it
Suzuki lists a claimed curb weight of 333 pounds. RevZilla characterized the new motorcycle as approximately 16 pounds heavier than the outgoing DR-Z400S while producing essentially the same claimed power.
Weight is not automatically a flaw. The DR-Z4S’s extra mass includes equipment that riders may genuinely value: fuel injection, ride-by-wire hardware, traction control, ABS, a stronger modern chassis, larger braking hardware, and other emissions and safety equipment. On flowing trails and ordinary gravel roads, testers found the bike reasonably agile and controllable.
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- Features: Cover the brake fluid storage tank to add a touch of color to your bicycle.
- Features: Prevent the brake fluid from leaking onto the motorcycle body and damaging the body.
- Features: Prevent sunlight (ultraviolet rays) from degrading the brake fluid, resulting in poor braking.
The problem is what happens when the terrain becomes slow, steep, rocky, or inconvenient. Every additional pound matters when a rider has to catch a tip-over, pick up the motorcycle, turn it around on a narrow trail, load it into a truck, or maneuver it through a technical section. A heavier dual sport also requires more physical effort from its suspension, tires, brakes, and rider.
The motorcycle remains tall as well. Its 36.2-inch seat is an improvement over the previous model’s 36.8-inch figure, but it is still a serious reach for shorter riders. Seat height matters most when the bike is stopped or moving slowly, precisely when the DR-Z4S’s mass is most noticeable.
This creates a frustrating compromise. The DR-Z4S is not heavy enough to be a comfortable highway tourer, yet it is heavy enough to lose some of the agility advantage riders expect from a dirt-oriented motorcycle. It is not too heavy to enjoy off-road, but it is heavier than many riders would want once the trail becomes difficult.
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4. The smaller tank reduces its adventure margin
The 2025 DR-Z4S uses a 2.3-gallon fuel tank, down from the previous model’s 2.5 gallons. Suzuki says improved efficiency helps compensate for the reduction.
That may be true in real use, but the available evidence does not establish an independently tested fuel-economy figure or a reliable real-world range. The important point is not that the new bike necessarily travels fewer miles per tank. It is that the rider has less physical fuel capacity and therefore less margin if conditions, terrain, riding style, or fuel availability do not cooperate.
For commuting and ordinary day rides, the difference may be irrelevant. For remote travel, it can affect route planning. A rider who is already carrying tools, water, protective equipment, and perhaps luggage may reasonably have expected a redesigned dual sport to preserve or increase its fuel capacity rather than reduce it.
Again, Suzuki made a defensible engineering trade that feels poorly matched to the motorcycle’s mission. The smaller tank might help packaging or reduce some mass, but it contributes to the impression that the redesign gained hardware while giving up practical range margin.
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5. The stock tires are acceptable, not transformative
Cycle News found the stock tires better than the previous offering but still not ideal for dirt. 1000PS reported limited lateral grip and traction on wet and loose surfaces.
That does not make the original tires unusable. A dual sport sold for mixed pavement and trail riding needs a tire that can behave predictably on asphalt, resist rapid wear, and still provide reasonable bite on gravel. Those goals conflict with the needs of a rider who spends most of the day in mud, sand, loose climbs, or rocky single-track.
The practical criticism is that a trail-focused buyer may need to budget for more aggressive DR-Z4S off-road tires sooner than expected. More dirt-oriented rubber can improve braking, drive, and cornering on loose surfaces, but it also brings trade-offs: more road noise, faster pavement wear, potentially less stable wet-road behavior, and a greater need to choose the correct tire for the motorcycle’s load and speed requirements.
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That is normal dual-sport ownership, but it weakens the value argument when combined with the high MSRP. A buyer may need to spend more immediately on tires, protection, and ergonomics before the motorcycle is configured for the intended mission.
6. The early rear-brake recall deserves a VIN check
The 2025 DR-Z4S also has a documented U.S. safety recall. NHTSA recall 25V873, identified by Suzuki as manufacturer recall 3A09, covers 1,431 motorcycles in the stated production population. The affected motorcycles were built from February 13 through July 17, 2025, and the filing says the recall population includes all 2025 model-year production within that range.
The issue involves insufficient tightening of the screws securing the rear-brake-master-cylinder reservoir cap. The screws could loosen over time, allowing brake fluid to leak. In the worst case, enough fluid could be lost to reduce rear-brake performance and increase stopping distance. The filing says fluid may be visibly identifiable around the cap seal and reservoir.
What a buyer should do
- Record the motorcycle’s VIN, whether you are buying from a dealer or a private seller.
- Check the VIN with NHTSA’s recall system and ask a Suzuki dealer to verify the manufacturer campaign status.
- Confirm that recall 3A09 has been completed before riding a used or remaining 2025 example.
- If you see brake-fluid leakage or notice reduced rear-brake performance, do not treat it as a cosmetic issue. Have the motorcycle inspected.
NHTSA states generally that safety-recall repairs are performed at no charge through the manufacturer’s dealership network. A recall does not prove that every DR-Z4S is unsafe or unreliable, and it does not mean every motorcycle currently has an unresolved defect. The individual VIN and repair status are what matter.
What ownership costs beyond the $8,999 MSRP
Suzuki’s official U.S. accessory catalog shows how quickly the basic price can become a more realistic trail-ready budget. Model-specific options include knuckle covers, a DC power socket, front and rear brake-disc covers, front and rear axle sliders, an aluminum skid plate, a rear carrier, and a low seat for 2025–2026 DR-Z4S and DR-Z4SM applications.
Listed prices in the catalog include $299.95 for the aluminum skid plate, $279.69 for the rear carrier, and $259.95 for the low seat. Prices and availability can change, and those figures do not include installation or other required equipment.
For a rider planning real trail use, the logical first additions are protection and contact points rather than cosmetic accessories. A model-specific 2025 Suzuki DR-Z4S skid plate and handguards can protect the engine area and controls from rocks, branches, and falls. Suzuki calls its hand-protection accessory a knuckle cover, so buyers should verify that any alternative part is actually compatible with the 2025 DR-Z4S rather than assuming an older DR-Z400S component will fit.
Shorter riders should distinguish between the genuine Suzuki replacement and universal foam pads or unrelated DR-Z parts. Suzuki lists a model-specific Suzuki DR-Z4S low seat; the accessory is intended to address the motorcycle’s tall ergonomics, but the exact reduction, availability, and fit should be confirmed for the market and model year before purchase.
A sensible equipment checklist should also include a dual-sport motorcycle helmet and tire-repair kit, along with proper boots, gloves, eye protection, and a way to inflate a repaired tire. These items do not change the motorcycle’s performance, but they matter more than many bolt-on accessories when the route includes remote gravel or trails.
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Where the DR-Z4S still makes sense
The criticism should not obscure the motorcycle’s genuine strengths. The DR-Z4S has a useful middleweight engine size, predictable single-cylinder power, modern fuel delivery, real suspension adjustment, and electronic aids that can be tailored to conditions. It is more approachable than a highly tuned race-derived enduro and more capable off pavement than a conventional road-biased motorcycle.
It is a particularly rational choice for a rider who:
- wants a Japanese-brand dual sport with a broad dealer and parts ecosystem;
- needs to combine pavement, gravel, forest roads, and moderate single-track;
- values tractable power over peak output;
- wants selectable ride modes, traction control, and switchable ABS;
- prefers a motorcycle that is not as specialized as a plated competition enduro; and
- accepts that trail capability, highway ability, low weight, and low price cannot all be maximized at once.
The DR-Z4S is a weaker fit for a rider who:
- spends most of the riding day at sustained highway speeds;
- regularly rides technical single-track where minimum weight is crucial;
- needs maximum fuel range for remote routes;
- is short enough that a 36.2-inch seat creates a serious confidence problem;
- wants a competition-level enduro motorcycle; or
- is shopping primarily for the lowest purchase price.
The fair verdict: a missed opportunity, not a failed motorcycle
Suzuki built most of the important parts of the modern DR-Z4S correctly. The improved suspension, stronger braking, fuel injection, ride-by-wire throttle, traction-control modes, switchable ABS, and new chassis address genuine weaknesses in the old motorcycle. Independent testers found better low-rpm response, improved composure, and competence across a wide range of surfaces.
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Repair common Windows errors and clear accumulated junk for a smoother, more stable PC - no reinstall needed.Free scan · no reinstallYet the redesign stops short of being decisive. At $8,999, the buyer gets a motorcycle that weighs 333 pounds, retains five gears, carries 2.3 gallons of fuel, sits 36.2 inches off the ground, and may need more aggressive tires and protective accessories for serious trail use. The early rear-brake-reservoir recall adds a necessary ownership check, even though it should not be inflated into a broad reliability verdict.
The sharpest criticism is therefore about product strategy. Suzuki appears to have built the DR-Z4S most riders wanted, then stopped before making it the obvious choice. A lower curb weight, sixth gear, larger tank, more dirt-focused stock tires, or a more aggressive price would have addressed the complaints that remain. Suzuki chose not to make those changes, and the resulting compromises are visible every time the motorcycle leaves the pavement—or asks its owner to pay for the upgrades that should have made its mission clearer from the factory.
Source note: U.S. specifications and accessory information in this article come from Suzuki materials. Recall details come from NHTSA recall 25V873 and Suzuki campaign 3A09. Riding impressions are based on the cited RevZilla and Cycle News evaluations, with additional stock-tire observations from 1000PS. This article does not claim independently measured horsepower, torque, fuel economy, long-term reliability, or owner-wide failure rates.
Frequently Asked Questions
Is the 2025 Suzuki DR-Z4S a bad motorcycle?
No. The 2025 DR-Z4S is a capable dual sport with meaningful improvements in suspension, braking, engine response, chassis control, and electronics. The criticism is that Suzuki preserved several costly compromises rather than making the redesigned motorcycle clearly dominant.
Does the 2025 DR-Z4S have a sixth gear?
No. The U.S.-market 2025 DR-Z4S retains a five-speed constant-mesh transmission. RevZilla found the lack of sixth gear most noticeable around 60 mph, where a taller cruising gear could have reduced noise, vibration, and engine speed.
How heavy and tall is the 2025 DR-Z4S?
Suzuki lists a claimed curb weight of 333 pounds, a 36.2-inch seat height, a 2.3-gallon fuel tank, and approximately 11.8 inches of ground clearance. The seat is lower than the outgoing DR-Z400S, but the motorcycle remains tall and heavy for technical off-road riding.
Does the 2025 DR-Z4S have a recall?
Yes. NHTSA recall 25V873, corresponding to Suzuki campaign 3A09, concerns insufficiently tightened rear-brake-master-cylinder reservoir-cap screws. Affected owners should check the VIN and confirm that the recall repair has been completed before riding. Recall repairs are generally performed free through the manufacturer’s dealer network.
Who should buy the 2025 Suzuki DR-Z4S?
It is best suited to riders who want one Japanese motorcycle for pavement, gravel, forest roads, and moderate trails, and who value manageable power and modern rider aids. It is less suitable for riders focused mainly on sustained highway travel, technical single-track, maximum range, or competition-level enduro performance.
The Bottom Line
Bottom line: The 2025 Suzuki DR-Z4S is a much better motorcycle than the old DR-Z400S, but Suzuki priced and equipped it like a class leader while leaving it with class-defining compromises: 333 pounds, five gears, a smaller tank, a tall seat, and stock tires that are only adequate for serious dirt. Buy it if you want a versatile Japanese trail-and-road compromise. Look elsewhere if your priority is highway refinement, minimum weight, maximum range, or competition-level off-road performance.
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