~80% of components are new<\/strong>.<\/p>\nUpgrades include a redesigned cylinder head with optimized intake ports, titanium intake valves, hollow sodium-filled exhaust valves, and a new piston\/crankcase to reduce mechanical loss.<\/p>\n
Crucially, the DR-Z4SM gains electronic fuel injection and 42mm ride-by-wire throttle (10-hole injector)<\/strong>. The result is smoother throttle response, better low-end torque, and cleaner emissions.<\/p>\nWe can even pick between three engine maps using Suzuki\u2019s Drive Mode Selector to make the throttle feel sharper or more mellow, depending on how we want to ride. All of this makes the DR-Z4SM really smooth and controllable from low revs up to the top.<\/p>\n
The new engine \u201cboosts low-down torque,\u201d which makes city riding way more relaxed. Peak power isn\u2019t much higher than before, so it\u2019s not a rocket on the highway, but the low-to-mid range is much more usable<\/strong>.<\/p>\nThe exhaust is short and compact, keeping weight and heat centralized, and the bike starts up instantly thanks to a large electric starter and Suzuki Easy Start. Downshifts are also nice and smooth with the slipper clutch and Suzuki Clutch Assist System.<\/p>\n
That said, don\u2019t expect it to shine on long freeway runs. With only five gears and tall ratios<\/strong>, it starts to feel buzzy above 60 mph<\/strong>.<\/p>\nHonestly, a sixth gear would make highway riding a lot nicer, but Suzuki stuck with just five to keep the weight down. Even so, the throttle feels really smooth and easy to control\u2014it\u2019s soft and gentle, which is perfect if you\u2019re a newer rider.<\/p>\n
If you\u2019re more experienced, you might notice the top-end punch is a bit limited, but the revised fueling and cam setup make it way easier to ride at low speeds compared to the old model.<\/p>\n
\n
Key Engine Specs and Features<\/strong><\/p>\n\n\n\n| Specification<\/th>\n | Details<\/th>\n<\/tr>\n<\/thead>\n |
\n\n| Engine<\/td>\n | 398 cc, liquid-cooled, DOHC 4-valve single (dual spark)<\/td>\n<\/tr>\n |
\n| Fuel System<\/td>\n | EFI with 42 mm ride-by-wire throttle body (10-hole injector)<\/td>\n<\/tr>\n |
\n| Power<\/td>\n | Claimed 37.5 hp @ 8000 rpm, 27.9 lb\u00b7ft @ 6500 rpm<\/td>\n<\/tr>\n |
\n| Transmission<\/td>\n | 5-speed, final drive chain (same as DR-Z400 series)<\/td>\n<\/tr>\n |
\n| Clutch<\/td>\n | Slipper & assist clutch (SCAS) for light lever pull<\/td>\n<\/tr>\n |
\n| Lubrication<\/td>\n | Dry-sump system (for compactness and low CG)<\/td>\n<\/tr>\n |
\n| Fuel Tank<\/td>\n | 2.3 gal (8.7 L)<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/span>Chassis, Suspension and Handling<\/span><\/h3>\n![\"suzuki](\"https:\/\/www.fodsports.com\/blog\/wp-content\/uploads\/suzuki-dr-z4sm-review.jpg\") Suzuki DR-Z4SM review<\/p><\/div>\n The DR-Z4SM\u2019s chassis is all-new. Gone is the old single-cradle frame; in its place is a twin-spar steel frame with an aluminum subframe. Suzuki claims this frame is about 9.3%<\/strong> more torsionally rigid than before.<\/p>\nThe engine is now a stressed part of the frame, improving balance and making the bike feel compact. The rear swingarm is also new: it\u2019s aluminum (up from steel) and features a progressive linkage.<\/p>\n Overall, the DR-Z4SM weighs around 154\u202fkg (340\u202flbs) curb<\/strong>, which is roughly 16 lbs<\/strong> heavier than the outgoing DR-Z400SM due mostly to added electronics and a sturdier build.<\/p>\nFront suspension is a 46\u202fmm KYB inverted fork with 10.2 inches (260\u202fmm) travel. It\u2019s fully adjustable for compression and rebound.<\/p>\n The rear shock is also KYB, fully adjustable for preload, compression, and rebound, with 10.9 inches (277\u202fmm) travel<\/strong>.<\/p>\nCompared to the old DR-Z400SM\u2019s parts, which felt softer and weren\u2019t adjustable, I noticed the new KYB suspension has more travel and adjustability. Right out of the factory, it feels really soft, though, so I\u2019d suggest stiffening the spring preload if you want a more spirited ride.<\/p>\n With stock settings the bike is very forgiving on bumps, but it responds well when firmed up, indicating high-quality suspension that can handle track use.<\/p>\n The DR-Z4SM\u2019s wheelbase is relatively short (1,465\u202fmm), and rake\/trail are tuned for quick steering, giving the bike a flickable, mini-bike feel.<\/p>\n Braking and tires are upgraded to match the sporty intent. Up front is a 310\u202fmm floating disc<\/strong> gripped by a two-piston Nissin caliper; the rear has a 240\u202fmm disc<\/strong> with a single-piston caliper. Both are linked to a Bosch ABS system (with switchable rear-wheel-only mode for track use).<\/p>\nWe find the brakes strong and confidence-inspiring, with plenty of bite and good feel.<\/p>\n Notably, Suzuki fits Dunlop Sportmax Q5A 17-inch tires<\/strong> front and rear (sizes 120\/70-17 front, 140\/70-17 rear<\/strong>). These sportbike-style tires provide superb grip on asphalt, greatly improving cornering traction.<\/p>\nThe Dunlops provide good grip while remaining progressive, offering clear feedback and allowing the rider to use the lean angle with confidence.<\/p>\n \n Key Chassis \/ Suspension Specifications<\/strong><\/p>\n\n\n\n| Specification<\/th>\n | Details<\/th>\n<\/tr>\n<\/thead>\n | \n\n| Frame<\/td>\n | Twin-spar steel frame, aluminum subframe<\/td>\n<\/tr>\n | \n| Front Suspension<\/td>\n | 46 mm KYB inverted fork; 10.2\u2033 travel, adjustable compression\/rebound<\/td>\n<\/tr>\n | \n| Rear Suspension<\/td>\n | KYB rear shock; 10.9\u2033 travel, adjustable preload\/compression\/rebound<\/td>\n<\/tr>\n | \n| Brakes<\/td>\n | 310 mm front disc (2-piston), 240 mm rear disc (1-piston), Bosch ABS (rear can be switched off)<\/td>\n<\/tr>\n | \n| Tires \/ Wheels<\/td>\n | 17\u00d73.0\u2033 wheels with Dunlop Sportmax Q5A tires (120\/70-17 & 140\/70-17)<\/td>\n<\/tr>\n | \n| Seat Height \/ Ground Clearance<\/td>\n | 35.0\u2033 (890 mm); ground clearance 260 mm<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n | |