2026 Suzuki DR-Z4SM First Ride
The Suzuki DR-Z400SM, is, to many, the iconic factory Supermoto. It has also been relatively affordable, especially on the used market, as DR models have been relatively unchanged for the last 25 years, and the SM for the last 20. That consistency also made it easy on the aftermarket, so getting parts hasn’t been an issue. Now Suzuki has updated both the dual sport DR-Z4S and the Supermoto DR-Z4SM models.
Both get the new frame and a completely redesigned engine thtat now features fuel injection to help meet updated emissions standards. With a bike that has such a large cult following, it’s always a fine line between changing too much and not updating enough. So, let’s get into how these changes affect the bike, how it performs, and how it compares overall to the outgoing model.
Redesigned Engine
The 398 cc single-cylinder DOHC engine has been redesigned to maximize combustion efficiency, improve performance, and help reduce overall emissions. The cylinder head has been redesigned with a new combustion chamber, new intake port, and intake valve boundary. New titanium intake valves and hollow sodium-gilled exhaust valves help with combustion and emissions, as well as overall engine performance. Suzuki says that the combination of the new piston and the crankcase design reduces overall mechanical loss by up to 20 per cent.
So what does it mean? While the new and updated engine isn’t more powerful than the outgoing unit, fueling and power delivery have both been improved, making things like wheelies and exiting turns at high speeds easier and more controlled.
Better Suspension and Brakes
Suspension on the SM is manufactured by KYB and fully-adjustable front and rear. Inverted forks up front see 10.2 in of travel, while the monoshock in the rear sees 10.9 in. Initially, when sitting on the bike, the suspension felt soft, too soft. I worried it would lose composure when pushed, but boy was I wrong. That initial lay-in and plushness helps eat up smaller bumps and any uncomfortable road surfaces, but once you start pushing the bike and getting a bit deeper into the stroke, it firms right up.
Suzuki nailed the balance of comfort and performance here, with plenty of travel and ground clearance for whatever you want to get into. Perfectly comfortable around town, but taut and composed when you need it to be.
Nissin brakes come front and rear, with a dual-piston caliper grabbing a 310mm rotor up front, and a single-piston caliper fit to a 240mm rotor in the rear. Feel at both the lever and the pedal are direct and progressive, building confidence and helping with precise application at any and every point in the ride. Brake power is more than adequate. Like the suspension, this is an area that Suzuki improved very well, which helps so much when it comes to pushing this bike and riding it hard.
New Electronics
The DR-Z4SM works in three rides modes, each offering full power output, but with different delivery and levels of traction control. Traction control is also independently adjustable through four levels: One, Two, G, and Off. Bosch ABS comes standard, with rear ABS easily switched off at the push of a button. Ride modes A, B, and C get progressively less aggressive, letting newer riders build of from C to A if they so desire. Like previous models I’ve tested, Suzuki did a great job at differentiating these modes and changing up the aggressive nature of the bike. Personally, after experimenting with the ride modes and TC settings, I put it in A mode, turned traction control to the lowest still-on setting, and pretty much stayed there for the rest of my time testing the bike. As ABS is so easily switchable and resets with each restart of the bike, I would only switch it off when I was heading into some particularly aggressive stretch of road.
The gauge system is a tough one. It’s perfectly adequate for a dualsport model, but feels dated and out of place on a new street bike in 2026. It does relay relevant information quickly and effectively, but it doesn’t look particularly nice or flashy. It does say “GO! GO!” to me everytime I start up the bike, though…which I really enjoy.
Sill a Five-Speed Transmission
The one consistent complaint we’ve hear about this bike is that Suzuki has not added a sixth gear to the transmission. This bike is lightweight, punchy, incredibly nimble and fun. Yes, it can do highway miles just fine, it just feels like you’re asking a lot of that little engine. At 65 mph on the highway, you do start to get some vibration in the seat and the handlebars. If you go faster than that, as Southern California traffic often does, it gets even more buzzy.
The DR-Z4SM is so capable and so versatile, but I’ve found myself limiting how far I will take it because I really don’t like extended stretches holding the revs near the limiter. While some riders have pointed out that this may not be as big of a deal on the dualsport model, I disagree. You’re still likely going to need to do some highway miles to get out to the trails. I can’t imagine any setting when I would not appreciate that additional gear.
Final Thoughts
The new DR-Z4SM has less power and weighs more than the outgoing model, but is a better bike in nearly every way. Improved suspension and braking components pay massive dividends and improve rider confidence. Inputs are direct and it’s so easy to feel connected to the bike and the road. The new EFI improves fueling and throttle feel, further reinforcing that direct connection between bike and rider. It’s available in the Sky Gray colorway of our tester and Solid White, with the option of adding a graphics kit.
At $8,999, it is significantly more expensive than some of the competition, but offers a level of refinement that may not be available at those lower price tags. For an extra $300, you can opt for the DR-Z4SM+ which adds hand guards, axle sliders, and a rear cargo carrier.
If you’re not sure which one is for you, go test out the competition and throw a leg over the SM—you’re likely to find, as we often do, that you get what you pay for.
Marketplace Inventory
Morgan Gales
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