2026 Suzuki DR-Z4SM Review: 13 Supermoto Fast Facts

Don Williams

April 22, 2026

2026 Suzuki DR-Z4SM Review: 13 Supermoto Fast Facts

When Suzuki pulled the plug on the DR-Z400SM in 2024 after a non-contiguous run beginning in 2005, fans of the affordable supermoto bike eagerly anticipated a higher-tech replacement. The new DR-Z4SM is just that, though its arrival has not been without controversy. The lack of 6th gear, an 18-pound weight gain, and an $1100 price jump resulted in the arching of brows and gnashing of teeth, even as many of the updates proved popular.

Now that the dust has settled, we’re testing the 2026 Suzuki DR-Z4SM as a street bike. That’s where almost everyone will be riding it, even though a supermoto track is probably the best place to hone your hooligan skills. We’re already there, so we headed for the canyons and downtown Los Angeles, and all the roads between, to twist the throttle and have some fun.

The 398cc DOHC motor is tuned perfectly for the job. If you had the DR-Z400SM, you undoubtedly had a hate-hate relationship with the carburetor. Enthusiasts lobbied hard for EFI, and the DR-Z4SM has it. Suzuki engineers basically duplicated the powerband of the old 400 and gave it to the new 4, while meeting much stricter emission standards. That’s harder than it sounds. To get there, the DR-Z4SM motor has an all-new top end, including higher-tech valves and new valve timing.

If you liked the old motor, you’ll love the perfect fueling of the new powerplant. The new DR-Z4 motor pulls more cleanly off the bottom than the 400, though not quite as aggressively. However, by 6000 rpm, the new powerplant takes over with more torque and horsepower all the way to the 10k redline. That’s a nice spread on a 400cc single, and you’ll be satisfied with the power production from 5k on up, which is its broad sweet spot. The efforts to meet standards without neutering the thumper were successful, and the flawless EFI is a highly valued bonus result.

When the motor revs willingly, you’ll know it. The vibration you expect from a thumper is there as you spin it up. It’s not excessive, though it does limit how long you want to be on a freeway or open highway at sustained high speeds. If you’re in heavy traffic, you won’t notice it, since you’re constantly changing engine speed. The only time it will bother you is when you’re droning at a consistent rpm. Rest assured, the DR-Z4SM has plenty of power to do battle on urban freeways where acceleration is at a premium to stay out of trouble. After 80 mph or so, you’ll feel the power tail off, as there’s 2000 rpm of overrev to work with after the horsepower peaks.

We didn’t get the wanted 6th gear, and that matters more on the SM than the dual-sport S DR-Z4 variant. For trail riding and working the back roads, it’s easier to overlook the lack of a six-speed transmission. However, if you’re an urban rider who spends time on the freeway, you’ll feel constrained by the transmission. Accelerating to run with the big dogs, you’ll hit 5th gear before you know it, and mounting vibration gets more of your attention than how quickly you’re spooling up competitive freeway speeds. At 55 mph or higher, you’ll constantly be looking down at the LCD dash and have that “5” gear indicator looking back at you, dashing any hopes of shifting up one more time to relax the ride. It was a cost-saving move by Suzuki, as the $8999 MSRP is already high for the 400 class.

The ergonomics on the 2026 Suzuki DR-Z4SM are outstanding. It helps if you’re used to riding dirt bikes, as the layout will feel highly familiar. Suzuki opened up the rider triangle a bit for the DR-Z4SM compared to the DR-Z400SM, which larger riders will prefer. Five-foot-six Associate Editor Kelly Callan was fine with the 35-inch seat height, though she is an experienced dirt bike rider. My 31-inch inseam allows me to have both toes firmly touching the pavement at stops, though I’m nowhere near flat-footed. That’s not an issue, as the bike weighs just 340 pounds and the wide handlebar allows plenty of leverage at a stop. While the tall seat height might intimidate new riders, the suspension has enough squish to accommodate a wide audience. If shorter riders give it a chance, they’ll be rewarded with a fun way to learn the ropes of street riding.

Speaking of beginners, there are three power modes. An experienced rider will want to be in Mode A unless the road conditions are treacherous. You get the snap you want and a direct connection to the throttle. If you decide on Mode B, rest assured you’ll still get the same peak power, though the throttle response is toned down in the lower half of the powerband. Mode C is for the poorest conditions, softening throttle response considerably while still providing peak output. Certainly, if you’re new to a bike of this size and power output, Mode C is a good way to get started. For the rest of us, Mode A it is.

Traction control also provides a safety net for riding, while adjusting for various skill levels. Levels 1 and 2 aren’t dramatically different unless you’re riding extremely hard. I left the DR-Z4SM in Level 1 most of the time, as I wasn’t supermoto racing on the street. Having said that, the G (gravel) mode, a carryover from the dual-sport bike, is intriguing. With its excellent pure-pavement Dunlop Sportmax Q5A tires, you don’t want to ride the SM on anything other than the most groomed of dirt roads. However, that amount of slip the G allows can make for some enjoyable hooliganism on the pavement without going fully monty with traction control completely dismissed.

ABS options are limited, and there is no Stoppie Mode. Front ABS is on all the time, and you have three rear-wheel options. There’s a standard street mode that works well for both wheels, whether you’re riding aggressively around town or not. You can back off ABS intrusion by going with G Mode for ABS, but that’s more of a legacy from the dual-sport electronics than something for supermotoing. Hooliganism can be achieved by shutting the rear ABS off and backing the DR-Z4SM in to your heart’s content. The chassis and suspension provide the confidence you need to land yourself a ticket for locking up the rear wheel, as we’re about to get into.

When it comes to agility, it’s difficult to beat a 340-pound street bike. The DR-Z4SM is all about changing direction. The leverage you get from the dirt bike ergonomics to work on the high center of gravity is unbeatable. Thanks to the SM’s light overall weight and torquey motor, you can recover quickly from a turn-in, making switchbacks and esses effortless. The 17-inch Dunlop Q5A tires offer incredible traction for the power and weight they account for. They’re perfect for learning the art of backing it in. You feel like you can do anything, and that confidence translates to better riding. The modest horsepower helps keep you out of trouble while the torque keeps everything interesting. You also don’t get worn out, as you’re not fighting bountiful horsepower and heft.

Nissin braking is a huge part of the supermoto experience, and the two-piston front caliper threads a tricky needle. While serious supermotoists would want a stronger front brake, that’s not what the DR-Z4SM is about. This is a street-going motorcycle that will attract new riders, so an aggressive front brake is not what you want. Suzuki outfitted the spoked front wheel with a 310mm disc with a soft initial bite for ease of use. Applying a strong grip ramps up stopping power robust enough to invoke ABS. Given that front-wheel ABS is not adjustable or defeatable, it makes sense not to over-brake the SM. Instead, you’ll be giving the rear single-piston caliper a workout. Fortunately, the rear brake works in concert with the 150mm-wide Dunlop, with ABS invoked or not.

When hard on the front brake, you’ll be reminded that the suspension is tuned for comfort. There are over 10 inches of fork travel and nearly 11 inches of rear wheel travel on the DR-Z4SM. Suzuki set the bike up to constantly keep the tires pressed into the pavement, and it has the travel to support that philosophy. Again, this is a street bike, not a competition supermoto, so you get plenty of daily comfort at the expense of ultra-precise feel. The soft suspension also helps the SM handle unexpected irregularities you’ll encounter on public roads. We love testing a motorcycle like this on the most exciting road within Los Angeles city limits: Mulholland Drive. It’s a mix of smooth, cracked, and irregular pavement, and, yes, wheelie-producing speed bumps. The DR-Z4SM makes short work of the lesser pavement and takes advantage of the new asphalt.

Riders with limited freeway exposure seeking a commuter bike will find themselves closely examining the DR-Z4SM. As long as you aren’t intimidated by the 35-inch seat height, this motorcycle goes out of its way to put a smile on your face — one that will stick with you while toiling at a desk. Along the way, it sucks up any sort of dips and bumps you will find on city streets, and it’s not a fatiguing ride. Hey, if you need to jump a curb or two to get where you’re going, I’m not going to stop you, and the SM encourages time-saving strategies like that. Long-distance commuters won’t be thrilled with the dirt bike-style seat, missing 6th gear, or lack of wind protection on the freeway, even as the suspension is soaking up whoops-like concrete expansion bumps at any speed.

The 2026 Suzuki DR-Z4SM is an expensive motorcycle for its class. The elephant in the room is the $6049 KTM 390 SMC R. To justify its price, the DR-Z4SM boasts Japanese reliability, fit, and finish, as well as plush suspension, upgraded rubber, 15 fewer pounds, and a more refined motor with additional electronic rider aids for $8999 MSRP. The 2026 Suzuki DR-Z4SM strikes us as a supermoto for a rider who appreciates the finer things in life, and doesn’t mind paying considerably more to get them.

Photography by Don Williams

RIDING STYLE

Helmet: Shoei X-Fifteen Diggia 2 TC-1
Jacket: Alpinestars Faster V3
Gloves: Alpinestars GP Pro R4
Pants: Alpinestars Copper V3
Shoes: Alpinestars Superfaster

2026 Suzuki DR-Z4SM Specifications

ENGINE

Type: Single
Displacement: 398cc
Bore x stroke: 90.0 x 62.6 mm
Maximum power: 38 horsepower @ 8000 rpm
Maximum torque: 28 lb-ft @ 6500 rpm
Compression ratio: 11.1:1
Valvetrain: DOHC; 4 valves
Fueling: EFI w/ 42mm throttle body and 10-hole fuel injector
Cooling: Liquid
Lubrication: Dry sump
Transmission: 5-speed
Clutch: Wet multiplate w/ assist and slipper functions
Final drive: O-ring chain

CHASSIS

Frame: Steet twin-spar w/ aluminum subframe
Handlebar: Tapered aluminum
Front suspension; travel: Fully damping-adjustable KYB inverted fork; 10.2 inches
Rear suspension: Linkage-assisted, fully adjustable KYB shock; 10.9 inches
Wheels: Wire spoke w/ tube-type aluminum rims
Front wheel: 17 x 3.5
Rear wheel: 17 x 4.5
Tires: Dunlop Sportmax Q5A
Front tire: 120/70-17
Rear tire 140/70-17
Front brake: 310mm disc w/ Nissin two-piston caliper
Rear brake: 240mm disc w/ single-piston caliper
ABS: Bosch (rear-wheel defeatable)