
Western Arunachal Pradesh isn’t the easiest place to test a motorcycle. The winding single-lane roads carved into the sides of mossy hills, the thick morning fog, and the surprise slush after every turn, it’s a place that shows no mercy. But it’s perfect for a machine that promises rugged versatility. That’s why I brought Suzuki’s new DR-Z4S here. A bike that marks a return after 17 years deserves a stage as wild as its spirit. It’s been a long wait. The old DR-Z 400, last seen in 2008, had developed a cult following. And then it disappeared. What Suzuki now brings back in 2025 isn’t just a rebirth, it’s a deliberate upgrade to the DNA that made the original so beloved.
Comeback as Enduro and Supermoto
The DR-Z4S and its sibling, the DR-Z4SM, are Suzuki’s modern answers to their long-absent single-cylinder legend. While both stay true to the 398 cc displacement, everything else has evolved. Fuel injection replaces the old carburetor, there are now two spark plugs, and inside the engine lies a reworked cam profile, redesigned combustion chamber, and sodium-filled exhaust valve stems. Titanium intake valves and a revamped airbox mean it breathes better, revs cleaner, and delivers power where it counts. Even before the engine fired up, I could feel the promise. The narrow waist of the bike, the generous ground clearance, and that raw, functional look made it clear, this wasn’t built for show. It’s a workhorse that plays hard.
38 hp at only 151 kg weight
The numbers seem modest on paper, 38 hp at 8,000 rpm and 37 Nm at 6,500 rpm. But out in the hills, the DR-Z4S feels more alive than most higher-spec bikes. Credit the low 151 kg weight. Throw it into a muddy switchback, and the rear end dances but never panics. Climb up a steep gravel slope, and that torquey single thumps confidently. The engine doesn’t overwhelm; it engages. It makes you want to stay on the pegs, weight on the rear, throttle feathered, trusting it to claw its way up the mountain. The KYB suspension deserves its own praise. Fully adjustable and long-legged, 280 mm at the front and 296 mm at the rear, it swallowed ruts, rocky steps, and surprise drainage ditches with ease. I could feel the fork working hard, yet it never bottomed out or flinched. It felt like it was made for this terrain. Seat height is tall at 920 mm, but the bike’s narrow profile helps. At 5’10”, I was on the balls of my feet but never felt awkward. The weight is carried low, and once moving, it feels light as a feather.
ABS can be switched off
If there’s one thing that instantly made me smile, it was the option to switch off the ABS completely. It’s rare these days, and it’s so valuable off-road. I tested this riding through a dried-out riverbed covered in fine pebbles. With ABS off, I could lock the rear wheel, slide into corners, and modulate the descent on steep slopes without interference. The three-stage traction control can also be deactivated, and that’s equally useful. I wanted full control, especially when threading through a rocky trail where calculated wheelspin was the difference between traction and stalling. The five-speed gearbox shifts crisply, and the slipper clutch made aggressive downshifts before hairpins smooth and drama-free. I noticed how predictable the throttle response was, thanks to the 42 mm electronically controlled throttle. Power delivery felt linear and friendly, especially in the low and mid-range.
Supermoto with more manageable chassis geometry

Though I spent most of my time on the enduro setup, I briefly switched to the DR-Z4SM to test its road manners on the winding blacktop leading into Tawang. With a steeper steering head angle of 63.5 degrees and a shorter wheelbase by 30 mm, the supermoto felt sharper and quicker to turn. The 17-inch wheels with sticky road tires gave confidence even on wet corners. Suspension travel is slightly reduced to 260 mm at the front and 277 mm at the rear, but it still soaks up road imperfections effortlessly. The brakes on the SM version are beefier too, radial-mounted four-piston Nissin calipers grabbing a large 310 mm disc. They bite hard and feel very progressive. The supermoto’s 890 mm seat height is more manageable for shorter riders. It feels like a streetfighter with off-road roots. Flickable, responsive, and eager to be thrown into corners.
Available from dealers from summer 2025
Both variants will hit showrooms starting summer 2025. Suzuki will offer the DR-Z4S in yellow or gray, and the DR-Z4SM in yellow or white with blue rims. No price announcements yet, but I suspect Suzuki will aim for aggressive pricing. If they can land this under the expected mark, they’ll have a hot-seller on their hands. This isn’t a bike for everyone. It’s tall, it’s raw, and it doesn’t pamper. But for those who want that old-school connection with a modern twist, it’s a rare gem.
Conclusion
Riding the DR-Z4S in Western Arunachal wasn’t just about evaluating a motorcycle. It was about rediscovering the joy of simple, capable engineering that doesn’t get in the way. Suzuki has managed to bottle that magic again, making the DR-Z4S feel like a motorcycle with a soul. In a time when bikes are becoming too heavy, too digital, and too safe, this one reminds you what freedom feels like. If you crave lightness, response, and raw fun, this machine deserves a place in your garage and your story.