It's remarkable to think the DR-Z400 has been knocking around since the era when everyone was convinced their computers were going to implode at midnight. While the rest of the industry moved on - ditching carburettors, piling on electronics and reinventing itself every few years - Suzuki's old DR-Z just kept on keeping on, unchanged, and along the way gained a legion of fans who adored its easy‑going nature, supreme reliability and affordability.

But even the most stubborn old warhorses eventually need to be decommissioned. Tightening regulations, shifting expectations and the simple passage of time finally caught up with the DR-Z400, forcing Suzuki's hand after more than two decades of polite neglect. The DR-Z4S is the result - an all-new machine designed to meet Euro 5+ and modern safety requirements. Almost nothing carries over and, for the most part, Suzuki appears to have listened to what riders were saying, delivering a bike that ticks almost all the boxes.

If you're coming from the outgoing DR-Z400, the first thing you notice isn't speed. It's civility. The new bike fires instantly, idles properly, and doesn't need a choke ritual that feels like summoning a spirit animal on cold mornings. EFI and ride-by-wire have taken the rough edges off the engine without sanding away its character. It still feels like a DR-Z-torquey and willing-but the delivery is cleaner and more predictable, especially in really low-speed, tight stuff where the old bike could get a little cranky or even flame out.

Peak power is similar to the old 400, maybe even slightly softer up top, but the midrange is stronger and the throttle response is worlds better. On tight trails and loose surfaces, that matters more than dyno charts. It's easier to meter traction, easier to ride smoothly, and less fatiguing over a long day when you're tired and your style gets sloppy.

The chassis and suspension are where the DR-Z4S really separates itself from the old model. The previous bike always felt competent (if you were light or not particularly fast) but dated, especially once speeds crept up or terrain got choppy. The new KYB suspension is firmer, better controlled and far more composed when you're pressing on. It's still sprung and valved for real-world riders rather than motocross heroes, but there's a very noticeable improvement, especially when the speed comes up and the terrain gets nasty.

There are ride modes, traction control and ABS, all bundled under Suzuki's Intelligent Ride System. There are four modes to choose from: A, B, C and Gravel. Mode A delivers the sharpest throttle response and the most direct connection between your right wrist and the rear tyre. Mode B retains full power but softens the initial throttle response. Mode C further dulls the response, while Gravel mode is designed for banging in the dirt, smoothing throttle inputs to help maintain drive, with the traction control allowing for some controlled slide.

Traction control offers three levels plus off. ABS is now standard and can be fully disabled on the DR-Z4S, and it resets whenever you switch the bike off, so you'll need to turn it back off again if required. To its credit, the ABS works well and remains largely unintrusive until the terrain starts to get properly challenging.

Now, the upshot of all this added fruit is an increase in weight - modern hardware adds grams. At a claimed 151kg wet, the new machine is a not insignificant 11 kilograms heavier. On paper, that's ammunition for the internet outrage machine. On the trail, it's less dramatic. The weight is carried low, the balance is good, and once you're moving it doesn't feel any heavier than the old DR-Z. At low speeds you may notice it, or if you have to pick the sucker up a million times but in general I didn't find the extra weight a hinderance.

So, in summary, the DR-Z4S is better in almost every way than the old model and in some areas at the very least just as good - it is still the dependable go anywhere do just about anything rig we've all come to know. However, there are two elephants in the room, and they are the two things hogging the limelight and taking away from what is a fantastically improved bike. And those are the lack of a sixth speed box and the price which has increased quite a bit. I won't waffle on about the price, in my opinion, if you want something bad enough, you'll find a way to afford it and if the DR-Z4S blows your hair back enough the same is true. So, I will quickly cover the lack of a six-speed box. Does it need a sixth gear? If you're fanging around in the bush, no. Would it make the DR-Z4S a more civilised adventure rig when you're on the blacktop - most definitely. People calling for an extra cog on the DR-Z is not a new thing and it seems odd that Suzuki chose not to make it so. Sure, it might have made the cases a bit wider, but most harder-edged enduro machines have a six-speed box these days so it can be done without building a behemoth.

The DR-Z4S isn't chasing the extreme enduro crowd, and it's not pretending to be a lightweight adventure bike. What it is, is a properly modernised DR-Z: more refined, more capable, and easier to live with, without losing the durability and simplicity that made the original such a cult classic. If you loved the old bike but wished it started better, handled sharper and felt less like a time capsule, this is the DR-Z you were waiting for. If you wanted a full-blown performance leap, or a ready-to-ride lightweight adventure bike you were always shopping in the wrong aisle.