Suzuki DR-Z4SM Review: Specs, Road Tests and South African Price
For twenty years the DR-Z400SM was the default supermoto in South Africa: a simple 398cc single on 17 inch wheels, carburetted, kickstart-free and very hard to break. Emissions rules ended it. The DR-Z4SM is the replacement, and while it looks the same from ten paces, Suzuki says four fifths of the engine and all of the chassis are new. It has fuel injection, a stiffer frame, adjustable KYB suspension and a set of electronics the old bike never dreamed of.
Suzuki South Africa lists it at R159,950. This is what has changed, what the first road tests found on the street and the kart track, and whether the price makes sense here.
This is a research based review. Scooter125 has not ridden the DR-Z4SM and the bike was not supplied by Suzuki or a dealer. Specifications come from Suzuki South Africa and Suzuki’s global model page. Riding impressions come from tests by Rider Magazine, Cycle News and Motorcyclist in California and by Lexham’s BikeMatters in Britain. The running cost sums are our own, at the October 2026 fuel price.
What you need to know first
The DR-Z4SM is a 398cc liquid-cooled single-cylinder supermoto. Suzuki quotes about 28 kW (38 hp) at 8,000 rpm and 37 Nm at 6,500 rpm. It weighs 154 kg fully fuelled, has an 890 mm seat, an 8.7 litre tank and 17 inch spoked wheels on Dunlop Sportmax Q5A road tyres. Claimed consumption is 3.4 litres per 100 km.
Suzuki South Africa lists it at R159,950 in Sky Gray or Solid Special White, the same price as the DR-Z4S, the trail version on 21 and 18 inch wheels. It has five gears, three throttle modes, traction control with a gravel setting, and ABS that can be switched off at the rear wheel.
The tests divide on national lines. The three American testers enjoyed it enormously and said so. The British tester found it dated, uncomfortable and dear. They agree on the facts: superb on a twisty road or a kart track, out of its depth above 110 km/h, and hard on the backside after an hour.
What changed from the DR-Z400SM
- Fuel injection, with a 42 mm ride-by-wire throttle body in place of a 36 mm carburettor.
- Engine internals: new head, camshaft, piston, titanium inlet valves, sodium-filled exhaust valves and twin iridium plugs. Suzuki claims 20 percent less mechanical loss at 8,000 rpm.
- Frame: a twin-spar steel frame replaces the single backbone, with the engine oil carried in the frame, an aluminium subframe and a stronger aluminium swingarm. Torsional stiffness is up about 9 percent.
- Suspension: a 46 mm KYB upside-down fork adjustable for compression and rebound, and a fully adjustable KYB shock, each with roughly 20 mm more travel than before.
- Electronics: three throttle modes, traction control with a gravel mode, switchable rear ABS and a slipper clutch. The old bike had none of these.
- LED lighting with a projector headlight, and an LCD dash.
The brakes and wheels carry over, and peak power is about where it was. Cycle News noted that low-down torque is better and the engine now meets Euro 5+, which is the point of the exercise.
Suzuki’s launch film is below.
The 398cc single
The engine is a 398cc liquid-cooled single with a 90 mm bore and a 62.6 mm stroke, 11.1:1 compression and a dry sump. Suzuki quotes about 28 kW at 8,000 rpm and 37 Nm at 6,500 rpm. The supermoto is geared taller than the trail bike, with a 41-tooth rear sprocket against 43, so it turns fewer revs at speed.
In town and on a tight road the testers were happy. Cycle News found the extra low-down torque made stop-start riding more relaxed. Motorcyclist said the throttle response is crisper than the old bike’s and that the ride-by-wire set-up feels like a carburettor that has been set up perfectly. Rider lifted the front over a speed bump on a first-gear blip and found the fuelling smooth and the slipper clutch tidy on downshifts.
On the highway the five-speed gearbox shows. Cycle News found the engine buzzy and strained above about 100 km/h. Lexham said anything over that was hard work. Motorcyclist put the cruising band at 130 to 150 km/h with the engine high in its range and no wind protection, and said plainly that this is not a touring bike. Rider was kinder: buzzy, but better than expected.
Every tester noted two omissions: there is no rev counter, and no quickshifter is offered, not even as an accessory.
At Highveld altitude a naturally aspirated engine loses roughly 15 percent of its power, so in Gauteng this is about a 24 kW bike. On 154 kg that is still lively in town. On the N1 it will feel the hills.
Chassis, suspension and brakes
The twin-spar steel frame carries an aluminium subframe and swingarm. Rake is 26.5 degrees, trail 95 mm and the wheelbase 1,465 mm. Ground clearance is 260 mm, more than any adventure bike at the price.
The suspension is the biggest upgrade. The KYB 46 mm fork has 260 mm of travel and adjusts for compression and rebound. The KYB shock has 277 mm of travel and adjusts for preload, compression and rebound. Rider found the standard settings composed under hard braking and quick changes of direction without touching a clicker. Cycle News thought the baseline soft, added rear preload and stiffened the fork, and found the bike responded well to small changes. Motorcyclist called it plush in town and supportive when cornering hard.
Brakes are a 310 mm front disc with a Nissin two-piston caliper and a 240 mm rear, with Bosch ABS. Rider found the front strong and fade-free across a day on the kart track. The rear ABS switches off at a button; the front cannot be switched off on the SM, which it can on the DR-Z4S.
The wheels are 17 inch spoked aluminium, 3.5 inch front and 4.5 inch rear, with tubes, on Dunlop Sportmax Q5A tyres in 120/70 and 140/70. Rider found they gripped well on track and let go only when asked to. Cycle News praised their feedback.
How it rides
Rider rode it on the canyon roads around Temecula and at a kart circuit, Motorcyclist on the street and at a kart track, Cycle News on the road, and Lexham on the lanes of Buckinghamshire.
The verdict on a tight road is unanimous. Rider found it very easy to flick about and rode most of the canyons on engine braking alone. Motorcyclist called it a nimble tool in tight spaces that turns into a proper corner-carving machine on a track, with quick steering, a narrow chassis and punchy low-end torque. Lexham, the harshest of the four, still called the handling light and flickable on quiet twisty roads. Cycle News called it an excellent canyon and inner-city bike.
On the kart track Rider got the measure of the bike in a few sessions: sliding the rear, braking hard and lifting the front out of corners, and said it brought back the feeling that got him into motorcycling. Cycle News said the engine runs out of steam too early on a race track, which is the other side of 28 kW.
Open roads are where it stops being fun. No wind protection, a five-speed box and a narrow seat make the highway a chore, and every tester said so in one way or another.
Electronics and equipment
The DR-Z4SM gets Suzuki’s Intelligent Ride System, which on this bike means:
- three throttle modes, A, B and C, from sharp to soft
- traction control with two road settings, a gravel mode that allows some slip, and off
- Bosch ABS with a rear-off mode; the front stays on
- a slipper and assist clutch with a light cable pull
- a ride-by-wire throttle with adjustable free play
- push-button start with no need to pull the clutch in neutral
- full LED lighting with a projector headlight
- an LCD dash with the mode switches on the left bar
Cycle News thought the throttle modes unnecessary on a bike this size but found the traction control and switchable ABS useful. Lexham felt the modes make little real difference and called the dash and switchgear basic and dated. A USB socket is an accessory, not standard. There is no rev counter and no quickshifter.
Seat height and comfort
The seat is 890 mm high and narrow. Rider, at 1.88 m, was comfortable and found the seat wider towards the back than it looks. Motorcyclist warned that shorter riders will struggle to get both feet down. Lexham found the height intimidating before setting off.
The seat itself is the bike’s weakest point. Cycle News called it very uncomfortable after about an hour. Lexham found it painful within a few kilometres. Rider called it firm and vibration-prone but acceptable. For a bike built for short, intense rides that may not matter; for a daily commute it will.
A few riders at the American launch noticed heat from the right side of the engine on track. The riding position is upright and neutral, with good visibility in traffic.
Price and availability in South Africa
Suzuki South Africa lists the DR-Z4SM at R159,950 in Sky Gray or Solid Special White, with the DR-Z4S trail version at the same price. The listing is live on Suzuki’s site, so the bike is in the country or on order; ask a Suzuki dealer about stock.
That price is the sticking point in every market. In Britain it costs £7,999 and in America $8,999, and Cycle News thought it about $1,000 too much for what it offers. At today’s exchange rates the South African price is below both, and it sits R20,000 under a GSX-8S and about the same as a V-Strom 650XT. Against a KTM 390 SMC R it is expensive; against a KTM 690 SMC R it is cheap.
Suzuki’s warranty terms are not on the model page. Suzuki South Africa generally covers its bikes for two years, but confirm the warranty and service interval with the dealer. The British service interval is 6,000 km or annually, which is short.
There are no DR-Z4SMs on Scooter125 yet. See the Suzuki motorbikes for sale and the enduro and dual-purpose bikes for sale to compare.
What it costs to run
Petrol is at a record. The October 2026 adjustment, effective 7 October, took inland 95 unleaded to about R30 a litre.
Suzuki claims 3.4 litres per 100 km. Motorcyclist recorded about 5.9 when riding hard and under 4.7 when riding gently. We have used 4.5 as a planning figure.
- A full 8.7 litre tank costs about R260.
- Range is roughly 190 km, and less than 150 km ridden hard. The tank is the smallest of any bike we have reviewed.
- Fuel costs about R1.35 a kilometre.
- A 40 km round-trip commute costs about R54 a day, or roughly R1,190 over 22 working days.
A single-cylinder bike is cheap to service, and the DR-Z engine has a long record of durability. Sticky 17 inch road tyres wear faster than dual-sport rubber, and the front 120/70 and rear 140/70 are common sizes. Budget for tubes, since the spoked wheels are not tubeless.
Licence requirements in South Africa
South Africa has two motorcycle licence codes. Code A1 covers bikes up to 125cc from age 16. Code A covers everything else from age 18. The DR-Z4SM needs a full Code A, and a car licence does not cover it.
With 28 kW, 154 kg and a light clutch it is one of the friendlier big bikes for a newer rider, and the throttle modes and traction control help. The tall seat is the one thing to check in the showroom. Our guide to what a motorbike licence costs in South Africa covers the fees and the tests.
DR-Z4SM versus the alternatives
There are few road-legal supermotos on sale in South Africa, and prices for the rivals below should be confirmed with their importers.
KTM 390 SMC R
The bike every tester compared it with. A 399cc single with about 33 kW, six gears, a TFT dash with navigation, a USB socket and WP suspension, for considerably less in Britain and America. Check current KTM South Africa pricing; the gap here may be smaller than overseas.
Kawasaki KLX300SM
A 292cc single with about 20 kW, smaller, lighter and much cheaper, listed by South African dealers from under R100,000. It is the budget route into supermoto; the Suzuki is the better bike in every measurable way.
KTM 690 SMC R and Husqvarna 701 Supermoto
The next step up: 690cc singles with about 55 kW and prices well above R200,000. They are the serious supermotos. The Suzuki offers most of the fun for a lot less money and a lot less maintenance.
Suzuki DR-Z4S
The same bike on 21 and 18 inch wheels with knobbly tyres, at the same R159,950. If any of your riding is on dirt, buy this one. The SM is the one for tar and the kart track.
Full specifications
| Engine | 398cc single, liquid-cooled, DOHC, four valves, dry sump |
| Bore and stroke | 90 mm x 62.6 mm |
| Compression ratio | 11.1:1 |
| Fuelling | Fuel injection, 42 mm ride-by-wire throttle body, twin iridium plugs |
| Power | About 28 kW (38 hp) at 8,000 rpm |
| Torque | About 37 Nm at 6,500 rpm |
| Gearbox | Five-speed |
| Clutch | Wet multi-plate, slipper and assist, cable |
| Frame | Twin-spar steel, aluminium subframe and swingarm |
| Front suspension | KYB 46 mm upside-down fork, 260 mm travel, compression and rebound adjustable |
| Rear suspension | KYB link-type monoshock, 277 mm travel, fully adjustable |
| Front brake | 310 mm disc, Nissin two-piston caliper |
| Rear brake | 240 mm disc, single-piston caliper |
| ABS | Bosch, rear switchable |
| Wheels and tyres | Spoked 17 inch, tube type; Dunlop Sportmax Q5A 120/70 and 140/70 |
| Rake and trail | 26.5 degrees, 95 mm |
| Wheelbase | 1,465 mm |
| Seat height | 890 mm |
| Ground clearance | 260 mm |
| Kerb weight | 154 kg |
| Fuel tank | 8.7 litres |
| Fuel consumption | 3.4 l/100 km (claimed) |
| Riding modes | A, B, C; traction control 1, 2, G and off |
| Instruments | LCD |
| Colours | Sky Gray, Solid Special White |
| South African price | R159,950 (Suzuki South Africa) |
| United Kingdom price | £7,999 |
| United States price | $8,999 |
Frequently asked questions
How much is the Suzuki DR-Z4SM in South Africa?
Suzuki South Africa lists it at R159,950, the same as the DR-Z4S trail version.
How much power does the DR-Z4SM have?
About 28 kW, which is 38 hp, at 8,000 rpm and about 37 Nm at 6,500 rpm, roughly the same peak as the old DR-Z400SM with more torque low down.
What is the difference between the DR-Z4SM and the DR-Z4S?
The SM has 17 inch wheels with road tyres, slightly shorter suspension, taller gearing and a front ABS that stays on. The S has 21 and 18 inch wheels with knobbly tyres and lets you switch the front ABS off. Same engine, same price.
Is the DR-Z4SM good for a beginner?
For a rider with a Code A licence moving up from a small bike, yes: it is light, the power is modest and the electronics help. The 890 mm seat is the obstacle for shorter riders.
Can you ride the DR-Z4SM on the highway?
Yes, but it is not built for it. With five gears, no wind protection and a small tank it is buzzy above 110 km/h and needs fuel every 150 to 190 km.
Does the DR-Z4SM have a quickshifter?
No, and Suzuki does not offer one as an accessory.
What is the seat height of the DR-Z4SM?
890 mm. The seat is narrow, which helps, but it is a tall bike.
How far will the DR-Z4SM go on a tank?
About 190 km from the 8.7 litre tank at a realistic 4.5 litres per 100 km, and under 150 km ridden hard.
The verdict
The DR-Z4SM does what the old bike did, better, and adds the fuel injection, suspension and electronics the old bike should have had a decade ago. On a tight road or a kart track three experienced testers found it as much fun as anything they had ridden, and that is the whole point of a supermoto.
Its limits are the same as the old bike’s: five gears, a small tank, a hard seat and no interest in the highway. The new price is the complaint that stuck. In South Africa R159,950 looks better than it does overseas, but a KTM 390 SMC R will still undercut it with more equipment.
Buy it if you want a bike for town, mountain passes and the odd track day, and you value a Suzuki single’s reputation for going on for ever. Ride the KTM first if a sixth gear and a TFT matter more than that. Then compare both with the Suzuki motorbikes for sale on Scooter125.
Sources referenced
- Suzuki South Africa, DR-Z4SM and DR-Z4S model pages: prices, colours and specification
- Suzuki Global, 2025 DR-Z4SM product page: specification and S.I.R.S. detail
- Rider Magazine, Quinn Redeker, “2025 Suzuki DR-Z4SM Review”, 5 August 2025
- Cycle News, Rennie Scaysbrook, “2025 Suzuki DR-Z4SM Review”, 14 September 2025
- Motorcyclist, Adam Waheed, “2025 Suzuki DR-Z4SM Review”, 19 August 2025
- Lexham Insurance BikeMatters, Phil West, “Suzuki DR-Z4SM review”
- Suzuki Global, “DR-Z4SM Official Promotional Video”
- Department of Mineral and Petroleum Resources, October 2026 fuel price adjustment
