2011 SUZUKI DR650SE TEST The 2011 model Suzuki DR650SE, in one form or another, has been marauding over the planet for a long time now. In the years since DR’650’s first rolled off the line they’ve likely clicked over more kilometres than the vast majority of bikes out there. Given that it’s a bike sometimes amiably described as “agricultural”, why does this 90’s design motorcycle sell so well in 2011? Let’s start with a few specs.  The engine is a 644cc 4-stroke, single overhead cam, air-cooled unit with no factory figure for power output. It would seem though, that 37hp at the rear wheel might be near the money. Add a five-speed transmission, 21” front wheel, 17” rear wheel, disc brakes all round, a modest analogue speedo, 13 litres of unleaded, and you’re sitting on a claimed 166 kilograms at the kerb. What, I hear you ask?  No ESA, no ABS, no EFI?  Is there nothing electronic on this bike? How then could it possibly have appeal in today’s competitive marketplace? Well, to answer that we’ll need to take it for a ride.  The very first thing you notice as you approach a DR650 is that its configuration is that of a trail bike. High guards, narrow seat, wide bars, no fairing, and definitely no bling.  In fact, it’s the only Japanese dual sport bike that fits this description. There’s a lot to be said in favour of this, because when that forest road turns muddy, steep, rocky or just plain nasty, the narrow seat/tank, dirt- bike running gear and stand-up ergonomics all start to pay dividends. And whilst it’s no enduro bike in the weight-for-age stakes, the relatively light weight does inspire confidence in the rider when confronting the really ugly stuff.  And let’s not forget that its power characteristics and gearing allow it to cruise the far horizons of the Outback comfortably all day long, and at 120 kph if so desired (on private property of course!).  Why, it’s even air cooled.  That surely harks back to a bygone era, but once again there’s a positive at play.  The DR foregoes the power-boosting closer tolerances afforded by liquid cooling in favour of the reliability of no radiators or water galleries.  A trade-off that eliminates the possibility of cooling-system failures in faraway places.  And what about those sexy TLA electronics, or lack of them?  Simple really... there’s a slice of the buying public wanting fuss-free and reliable management systems on their bike. Some might argue that the more complex the electronics on a bike, the higher the risk that roadside repairs will come to an unsolvable, and consequently unhappy, conclusion. Out in the great outdoors, the DR performs well at legal speeds.  On the bitumen commute, or in the mountain bends, it handles the traffic and corners with surprising aplomb.  Sure-footed, easy to turn in, and reasonably flickable despite the highish centre of gravity, the bike offers an upright and comfortable riding position with excellent visibility. On the weekend dirt it behaves well, with predictable manners in all but the rougher going.  The exhaust is quiet for a single cylinder bike and the motor, despite not being an arm-wrencher, does pull quite ably.  Plenty of torque, and a superb transmission delivering it to the rear wheel.  The suspension, front and rear, operates with reasonable damping at both ends, long travel, and a plush ride indeed. Here we have a minimalist bike, carrying little in the way of excess pork, and easily capable of tackling freeways as well as single track. You might as well make a cup of tea about now and find a comfy seat, because it’s not all a ‘Bed of Banksias’.  There’s an aspect or two of the bike that might balance the ledger somewhat.  Ergo...once all 644 cc’s are sucking, squeezing, banging and blowing, and the scenery is passing by at more significant speeds the suspension will be asked to hold up its end of the bargain.  As mentioned, on bitumen and smoother dirt the front end delivers plush and predictable results, as does the rear.  But with higher speeds, and/or ugly terrain, the front starts to complain a little, the rear less so.  And the brakes add to the mix.  The single front disc works as intended, with one-finger ease and very effective deceleration indeed. But now the soft suspension makes its contribution, with the front end diving under heavier braking and quickening and unsettling the steering in the process.  Out the back the brakes are excellent. But overall the brakes in concert with the suspension ensure that relaxed adventures are most assuredly the preferred choice, at least in standard trim. What can we conclude from all of this?  Simply this.  Here is a bike unlike most others in its simplicity and reliability.  Its proven robust design is very attractive to adventure riders.  As well, it’s slim and uncluttered, resulting in a sort of adventure/dirt hybrid, capable of everything from leisurely interstate highway cruising to snotty single track in the wilds, and backing up on Monday for the daily commute. It’s a bike that can truly be ridden absolutely anywhere a reasonable person would take a motorcycle loaded with camping gear and a few days rations. And the price? You’ll possibly be riding out of the showroom for a squeak more than $8000. When considering this motorcycle, it’s best to concentrate on what it does do, rather than what it doesn’t do. It delivers go anywhere capability, more so than most road-capable dirt bikes, and it does this easily, reliably, and at a ridiculously low price. So, who can deny that, despite significant advances in technological gadgetry from the world’s manufacturers, there really isn’t another motorcycle that comes close to the design brief of the venerable DR650SE? Would I own one? In fact I have a mutant one in the shed as we speak (see footnote for details). Does it sell in big numbers for sound logical reasons?  No question about it. Thanks to Suzuki Australia for providing the test bike featured here. John Baker FOOTNOTE Owning and Modifying a DR650SE As mentioned in the feature article, there’s a host of reasons to own a DR650SE, not least of which being the price and the trail-bike configuration.  Trouble is, out of the crate they’re designed for softer adventures, while Down Under, we have more challenging terrain. I have a DR650 in the shed, as do many of the members of the Adventure Riders SIG.  Most of their bikes have been significantly modified to cope with our local conditions and riding style.  Luckily the price of the new bike is so attractive that there’s plenty of room left on most credit cards for a little after-market tweaking.  Here’s a list of the main modifications I’ve made to mine. Fuel range:  The standard tank is too small for the distances between fuel stops in the Outback.  A range of 500 k’s is needed for worry-free adventuring, and a 30-litre aftermarket tank is the solution here. Suspension: My DR has a stronger spring on the rear shock, as well as improved valving.  The fork has been switched for a DRZ400 unit. Both ends now work in harmony when the bike is loaded down with gear, and deliver good spring and damping rates at highway speeds on the dirt. Cockpit: I’ve added alloy bars, bar risers, heated grips, a windscreen, an electronic trip computer, Barkbusters, wider foot pegs, and highway pegs for comfort on the long haul. Luggage: I’ve fitted pannier racks as well as soft panniers.  These, combined with a dry-bag straddling the rear of the seat, provide enough storage for a week’s camping. Engine: The bike has an aftermarket stainless steel header and muffler fitted, as well as re-jetted carby to suit. Tyres: Clearly, for mainly dirt riding, the more aggressive knobby style tyres are the first choice. All these modifications, costing somewhat less than $3000, transform the standard DR into a true cross- continent adventure bike, more than willing and capable of tackling everything from the tightest single trail to the open plains of the Tanami, and confidently absorbing the big hits at highway speeds.  It’s a combination of the excellent basic bike as delivered by Suzuki, together with mods such as these, which make the DR650SE such a successful and popular bike around the world today.