Bike Review | 2026 Suzuki DR-Z400SM

Supermotos make ordinary roads entertaining and the DR-Z4SM is no exception. We recently took delivery of both the SM and the DR-Z4S enduro version. First up, the tarmac fun machine and we can confirm that for 2026 Suzuki’s dragged the platform into the present…

The Updated Suzuki DR-Z4SM is super fun to ride.

It’s not very often that you can take a product to the other end of its design-brief spectrum and find it works so well, but that’s always been the case when you throw road wheels and tyres onto a dirtbike and hit the blacktop. Strip away the fairings, soften the seriousness and prioritise leverage over speed, and suddenly every commute is a hoot. A good supermoto makes normal roads feel smaller and more entertaining, and it does it without needing big power or big money.

A dual stage catalytic converter is just one of the upgrades for cleaner emissions.

Crankcase has been updated, as have the clutch internals.

That’s where Suzuki’s DR-Z4SM comes in. Since it first appeared more than two decades ago in 2005, it has represented an affordable and durable way to supermoto ownership, even as the rest of the market moved on around it. What’s different for 2026 is that Suzuki has finally given the DR-Z platform a long-awaited and now necessary update in order for it to remain compliant.

“Suzuki has finally given the DR-Z platform a long-awaited and now necessary update in order for it to remain compliant”

The wider DR-Z400 line has been around since 2000, originally replacing the DR350 and building its name on a simple formula: a torque-rich 398cc single, a lightweight chassis and an enormously durable engine. In Australia, the Enduro-spec DR-Z400E became especially popular for exactly those reasons, while the road-legal DR-Z400S broadened the platform’s appeal.

For 2026, the platform moves into a new generation with the DR-Z4S and DR-Z4SM, and for the first time it brings electronic fuel injection and ride-by-wire throttle to the party. There’s also a new twin-spar steel frame and aluminium subframe, plus a much more modern electronics package via Suzuki’s Intelligent Ride System, adding selectable power modes, traction control and switchable ABS. Suzuki has also updated the crankcase, there’s a new airbox and a revised clutch assembly to accommodate Suzuki’s Clutch Assist System.

Enormously versatile thanks to its off-road roots, gravel roads are effortless.

From the first few kilometres it’s clear the DR-Z4SM hasn’t lost the thing that has given the platform such longevity. The 398cc single delivers its performance in a really usable way, with strong response as soon as you crack the throttle and a decent spread of drive that suits everything from traffic to back roads. It’s a motor you can ride lazily if you want to, or work a bit harder when the road opens up, but either way feels eager and light on its feet.

Tall and narrow, the DRZ-4SM makes an excellent commuter.

The small projector-style headlight incorporates high and low beam.

The seat is high at 890mm, but there’s a 30mm lower option.

Aluminium swingarm, subframe and seat rails are matched to a new twin-spar frame.

Suzuki claims 28kW of power at 8000rpm and 37Nm of torque at 6000rpm from the DR-Z4SM’s 398cc, liquid-cooled, DOHC four-valve single, which is interesting when you look back at the carburettor-fed DR-Z400’s figures. The outgoing bike was claimed at 29kW at 8500rpm, so peak power is technically down by 1kW, but it also arrives earlier, so in reality the new bike feels sharper and more responsive than the numbers suggest.

“To get the DR-Z platform over the Euro5+ line, Suzuki has made some significant engine updates”

To get the DR-Z platform over the Euro5+ line, Suzuki has made some significant engine updates. Fuel injection is the standout, but it’s backed by revised cam profiles and lift, updated pistons designed to improve combustion efficiency, and dual spark plugs to help it burn cleaner and more consistently. There are also new titanium intake valves and sodium-filled exhaust valves, plus a redesigned stainless exhaust system incorporating a dual-stage catalytic converter and oxygen sensor. The bike is even fitted with an odd-looking charcoal canister at the rear for evaporative emissions control in markets like Australia, Canada, Europe and California.

Super narrow, the DR-Z4SM would make an epic commuter bike. It’s $67.53 a week through Suzuki finance.

Ride-by-wire is another first for the DR-Z platform, and it brings Suzuki Drive Mode Selector (SDMS) along with it. Riders get three power modes, A, B and C, and while all three deliver the same peak output, they change the way the engine responds to throttle inputs. Mode A feels the sharpest, giving you more response earlier, while Mode B sits in the middle with a more natural, predictable delivery. Mode C softens the initial response the most and feels better suited to low-grip conditions or more relaxed riding, before building more strongly as the throttle opens.

ABS and traction control now join Suzuki’s Drive Mode Selector and Easy Start Assist on the DR-Z4SM.

The charcoal canister is part of the evaporative emissions control system to store fuel vapors and reduce pollutants.

The ABS on the rear can be deactivated and the TC has a dedicated Gravel mode.

That projector light is brighter than it looks and throws a decent spread of light.

Alongside the ride modes, the DR-Z4SM also gets switchable ABS and traction control, which is a big shift for a bike that’s traditionally been all analogue. ABS can be turned off at the rear wheel (with front ABS remaining active), and Suzuki Traction Control System offers two road settings, plus an off option and a dedicated Gravel mode. On the DR-Z4SM, G mode is set up to allow a little more rear-wheel spin before intervening, which makes sense for loose surfaces and dirt-road play, letting you steer the bike with the throttle without having the electronics clamp down too early.

“The traction control system offers two road settings, plus an off option and a dedicated Gravel mode to allow a little more rear-wheel spin before intervening”

If there’s one aspect of the DR-Z4SM that feels out of step with the rest of the 2026 update, it’s the gearing. Suzuki has retained the five-speed transmission from the old bike, and the standard ratios feel short, meaning you spend a fair bit of ride time searching for that elusive sixth gear. It’ll run to a top speed of about 140km/h, and while that’s obviously enough to get you into trouble, the single-cylinder engine feels like it runs out of puff earlier than it should because the gearing asks it to do too much at the top of each gear. It doesn’t ruin the experience, but I reckon does limit the bike’s versatility more than it should, given how much the rest of the platform has moved forward.

As well as Gravel mode on the TC, the ABS can be deactivated at the rear wheel. Front ABS is always on.

On the move, the DR-Z4SM feels tall, narrow and instantly easy to place on the road. It carries its weight low, and despite the full-size stance it feels compact between your knees, which helps when you’re lane filtering or low-speed manoeuvring. The wide, tapered handlebar gives you plenty of leverage, and the riding position encourages you to move around – which is good, because that seat is skinny and on the hard side – no long-distance touring here.

The LCD dash feels dated in 2026.

The electronics are actuated via the left-hand switchblock.

The LED taillight is flanked by the exhaust and the charcoal canister.

The mirrors are large and remain vibration free.

That high riding position is really what makes the SM such an engaging roadbike. With an 890mm seat height you can see above the traffic, and combined with the bike’s narrow profile it gives you a real advantage in heavy traffic. Even at 164cm tall I found it easy enough to get a foot down at stops, which makes the DR-Z4SM feel far less intimidating than that seat-height measurement should. Those 17-inch wheels and sticky Dunlop tyres dictate the way the bike steers, and with a 1495mm wheelbase it has a plenty of stability, and paired with the wide bar it becomes ridiculously easy to navigate around a garbage truck holding up traffic or flick into a turn on your favourite back road stretch.

“The DR-Z4SM feels far less intimidating than the 890mm seat-height measurement should”

Where the DR-Z4SM really surprised me was the suspension. With so much travel and that dirtbike silhouette, I expected it to feel soft and vague on the road, but it doesn’t. The SM gets dedicated tuning and it shows, because on bitumen the bike feels firm, controlled and full of feedback, especially once you start riding it with intent. Up front the DR-Z4SM runs a KYB USD fork with compression and rebound adjustment, offering 260mm of travel, while the rear uses a link-type monoshock that’s fully adjustable with 277mm of travel.

There’s plenty of feedback provided from the front-end through the great forks and wide tapered handlebar.

The DR-Z4SM runs Dunlop Sportmax Q5A rubber in 120/70R-17 front and 140/70R-17 rear sizing, and it suits the bike’s road-focused intent straight away, giving it a confident, planted feel. The SM rolls on spoked 17-inch wheels, so it’s running tubes rather than going tubeless, but in exchange you get that classic supermoto combination of quick steering, heaps of feel and quality rubber.

Braking is a strong point. The DR-Z4SM uses a single 310mm front disc with an axial-mount caliper and ABS, backed by a 240mm rear disc, and even though it sounds like there’s little to be impressed by, the overall feel is strong and predictable, helped no doubt by the bike’s 154kg wet weight.

It’s not extensive, but there is a toolkit hidden behind the left-hand sidecover.

Routing of the brake line and ABS wiring wasn’t very well planned.

Day-to-day practicality needs to align with what you’re using the bike for. The tank is small at 8.7L, so it’s not the sort of bike you buy for long-haul touring range, but that’s consistent with the DR-Z4SM’s purpose, which is short, sharp bursts, where you’re mixing traffic, back streets and twisty roads, rather than clocking endless highway kays.

“I jumped on the DR-Z4SM whenever I could for the simple fact that it’s just so much fun to ride”

One reminder of the platform’s age is the dash. Instead of a modern colour TFT, Suzuki has retained the simple LCD display, and in a world where even inexpensive bikes are getting full-feature screens, it does feel a bit old-school. The upside is that it’s clear and easy to read at a glance, and paired with the new and large-format handlebar switchgear it makes it straightforward to scroll through settings and keep track of what mode you’re in, without over-complicating the cockpit.

The gearing makes highway stretches harder than they need to be, but still absolutely doable.

There’s a basic tool kit tucked behind a removable left-side cover. A rubber flap hides the keyhole, and using the ignition key gets you access to a spark plug tool, plus Phillips and flat head screwdriver bits. There’s a space for something rectangular-shaped, but I can’t think what may be missing – answers in the comments section if you work it out, please!

According to Suzuki, installing the optional DC Outlet takes 12 minutes.

The front axle sliders are from the accessories catalogue.

Both the front and rear slider sets are priced at $73.86.

The plastic hand guards are an option and $107.46.

Given its appointments, at $14,990 ride-away, the DR-Z4SM isn’t a bargain, but it still offers a relatively affordable entry point into a modern, electronics-equipped supermoto-style roadbike. While not supermotos, CFMoto’s 450NK gets a full-colour TFT, ABS and traction control for $8290 ride-away, and while the 2026 KTM 390 Duke is curiously missing from the firm’s Aussie website, it was last priced at $8695 ride-away and comes with a swag of tech-heavy features.

Read our DR-Z4S World Launch report here… and older DR-Z tests here…

Of course there’s Ducati’s $24,100 Hypermotard 698 Mono, but they’re chalk and cheese. My test bike also had a few optional extras fitted that won’t come on a standard DR-Z4SM, including a 12-volt power outlet ($100.73), plastic handguards ($107.46), and front ($73.86) and rear ($73.86) axle sliders, which lifts the as-tested price to over $15,300.

The DR-Z4SM comes in two colours: this Sky Gray option or white, which Suzuki calls Solid Special White No. 2.

That aside, I jumped on the DR-Z4SM whenever I could for the simple fact that it’s just so much fun to ride. The updated platform feels sharper, the electronics add useful flexibility and peace of mind, and the chassis and suspension package makes it an absolute riot on real roads. If it had a sixth gear it’d be a more complete motorcycle, but it still delivers exactly what a supermoto promises.

Suzuki DR-Z4S and Suzuki DR-Z4SM

2026 Suzuki DR-Z4SM specifications

www.suzukimotorcycles.com.au
Price: $14,990 (ride away)
Colours: Not Given
Claimed power: 28kW @ 8000rpm
Claimed torque: 37Nm @ 6500rpm
Wet weight: 154kg
Fuel capacity: 8.7L
Fuel consumption: 3L/100km (measured)

Engine: Liquid-cooled, single-cylinder, DOHC, four-valve, four stroke, 90.0 x 62.6mm bore x stroke, 398cc, 11.1:1 compression, ride-by-wire throttle
Gearbox: 5-speed, constant mesh
Clutch: Wet, multi-plate, slipper-type

Chassis: Twin-spar steel frame, aluminium subframe
Rake: 26.5º Trail: 95mm
Suspension: KYB USD fork, compression and rebound adjustable, 260mm travel (f), Link-type
KYB monoshock, fully adjustable, 277mm travel (r)
Brakes: Single 310mm disc, axial-mount caliper, ABS (f), single 240mm disc, axial-mount caliper, ABS (r)
Wheels & Tyres: Wire-spoked, Dunlop Sportmax Q5A, 120/70R-17 tube type (f), 140/70R-17 tube type (r)

Dimensions:
Wheelbase: 1495mm
Ground clearance: Not Given
Seat height: 890mm
Overall height: Not given
Overall length: 2270mm
Overall width: 835mm

Instruments & Electronics: ABS (rear switchable, front always on), Suzuki Traction Control System (2 modes + off + Gravel mode), Suzuki Drive Mode Selector (A/B/C), LCD display.