2026 Suzuki DR-Z4SM Motorcycle Review

Supermotos are a curious breed. Effectively street-converted trail bikes inspired by supermoto racing, they have a huge amount of fun appeal for their lively, nimble, lightweight dynamism but also just as limited appeal for their complete lack of practicality and long-distance or pillion ability.

For those reasons, popular, production supermotos remain entrenched in just two motorcycling categories. As 125cc, A1 class learner bikes, their limited practicality matters little and is outweighed by their nimble manageability and saucy style. At the other extreme, exotic, high-power, large-capacity supermotos such as Ducati’s 696cc single or its new 950 V-twin, not to mention various KTMs and Husqvarnas, have huge playboy appeal as the ultimate two-wheeled toys.

But in between, there’s a newcomer. Suzuki has revived its old DR-Z400 in two forms: as the new DR-Z4S trail bike and, here, its street spin-off sibling, the DR-Z4SM supermoto, both of which rekindle and revive Suzuki’s great single which reigned from 2001 to 2009. We took a half-day ride on the new bike, loaned by Suzuki UK’s press department, around Buckinghamshire to see how well it fits in…

On face value, this is very simple: Suzuki unveiled two revived editions of its old DR-Z400 at Motorcycle Live at the end of 2025. Unfortunately, they took until the summer of 2026 to arrive. The two new bikes are the DR-Z4S trail bike and DR-Z4SM supermoto, as tested here.

Both are based on the old DR-Z400S trail bike which ruled the middleweight trail bike roost between 2001 and 2009 and also spawned its own supermoto sibling, the shorter-lived DR-Z400SM. The newcomers are very similar to their predecessors. Still, they feature a raft of engine changes, largely to meet the latest EU emissions regs, and, linked to that, a new assortment of electronics, including riding modes.     

As before, the DR-Z4S is a conventional trail bike with longer-travel suspension, 21/18inch wire off-road wheels and knobbly tyres to match. The SM gets the street treatment with shorter-travel suspension, wider 17-inch wheels and matching stickier sports tyres.

At launch, both the new DR-Z4SM and DR-Z4S cost £7,999, which sounds pretty steep when you realise its closest rival is KTM’s 390 SMC R, which costs just £5,399 and arguably not only has a more impressive spec, but more power, too.

Of course, there are more expensive supermotos, too. Ducati’s 698 Hypermotard is £11,595, and its V-twin version starts at £13,495, but in truth they’re both far more exclusive, premium machines worthy of being labelled ‘rich boys toys'.

Like all current Suzukis, the new DR-Z4SM is available now from Suzuki’s extensive UK-wide range of dealers, which numbers around 110. You can search for the closest official shop by using the Suzuki UK dealer locator.

One of the reasons the original DR-Z400S was so popular was not just the fact that its liquid-cooled single was then so effective and modern, but it also had no real rivals. That’s no longer the case.

Although outwardly virtually identical to the original 2001 unit, Suzuki says 80% of its components are new, and the more rigorous requirements of the new regulations mean that, despite added electronics and improved efficiencies, performance, with peak power of 38bhp, is unchanged. There are three new riding modes.

What that means on the street is that, although relatively friendly, perky and unintimidating, the DR-Z4SM also quickly feels a little underpowered and overwhelmed on fast A-roads or, lord forbid, M-ways. Although easy and instant enough up to about 40-45 mph, anything over 60mph is a chore, as there are only five (not six gears; you feel like you’re thrashing it, and the three riding modes make little difference.

The DR-Z4SM’s chassis is a little different from its DR-Z400SM predecessor too – although for the most part there’s little wrong with that. The frame is a familiar box-section tubular steel cradle; the suspension is a little different, too, for the most part well set up and has the bonus of being adjustable front and rear as well. The wheels are decent quality and snazzy-looking blue-anodized alloy-rimmed 17-inch wires.

But although that suspension has slightly shorter travel than on the trail ‘S’ version, the seat is still a fairly lofty 890mm high and, because of the whole bike’s attitude, I feel like a hooligan before I even get on board. Then, when I do, I have this urge to swap my Arai for a hoodie and facemask.

The DR-Z4SM is also uncomfortable. The narrow, hard saddle reminds me of the rubberized bricks that used to get thrown into the deep end of swimming pools, and within five miles my bum hurts, and I’m wondering where I can ride to actually have fun.

But with M-ways a definite ‘no-no’, A -roads not much better, and a diversion into Buckingham town centre ending up making me feel like Public Enemy No. 1 as everyone watching me seemed to expect me to grab their phones, I finally found a happy stomping ground for the DR-Z4SM when I turned off the A421 onto the B4032 towards Little Harwood. 

Here, all nitty-gritty, single-lane squirts and hairpins- the little Suzuki came good and finally made sense: nimble and light, punchy and impolite, flickable and fun. Until then, however, it seemed so niche, pointless, and provocative that it was no fun at all.

Supermotos are all about being minimalist, so even though the DR-Z4SM is a mainstream one from a major manufacturer, that’s still the case here.

Yes, the single-cylinder motor now has three riding modes and two-way traction control, while the suspension is adjustable front and rear; that really is pretty much your lot, which is particularly disappointing considering its hefty price.

The LCD digital dash and switchgear look old and are very basic; there’s no quickshifter or sixth gear, and, in white (like our test bike) it also looks like it’s still in primer – you really do need to go for the black or blue alternatives. But it’s also quite nicely done. The blue anodized wire wheels are a nice touch, and it’s solid and comes with Suzuki reassurance. But no, it hasn’t got much by way of equipment to shout about.

Not a lot. As mentioned, there are three colours available.

It also has a standard three-year manufacturer-backed warranty covering all parts and labour from first registration. The recommended service intervals are a fairly low 3750 miles or annually, whichever comes first. And while that sounds fairly low, don’t forget the mileage this kind of bike is likely to do.

After the excitement over the announcement of the return of the DR-Z400SM (and DR-Z400S) in late 2025, the reality of the riding experience isn’t quite so joyous.

That’s basically down to two things: First, at £7,999 (when, most conspicuously, KTM’s rival 390 SM-R is a little over £5K), it’s expensive, especially when you realise how old most of its design is.

And second, and most tellingly, the DR-Z4SM has extremely niche appeal and is a long way from. Perfect. The seat’s a pain, the gearbox is lacking, the spec is basic, and the overall appeal is very limited. Yes, it can be great fun in the right environment and for brief moments, but it’s also very much a ‘one trick pony’ with limited appeal after that.