There will undoubtedly be some readers who question why the Suzuki DR650SE, which has remained relatively unchanged since its introduction in 1996, warrants a review in 2024. While the Jack-of-All-Trades Suzuki has been frozen in time for the better part of two decades, the majority of the industry has moved forward at an ever-increasing pace as advancements in technology have become a driving force in the development of new motorcycles.
Thanks to ride-by-wire throttles, internal measurement units and impossible to believe processing speeds, items such as selectable ride modes, lean-sensitive ABS and traction control – not long ago were limited to the most exclusive machines – are now commonplace on all levels of both street and off-road motorcycles. While there is no doubt that these advancements keep riders safer, there is also the thought that they take away from the development of basic rider skills that existed back when traction control resided with in the rider’s right wrist.
There is also something to be said for simplicity. As someone who grew up riding long before electronically controlled injection was a widely accepted method of fuel delivery, Suzuki’s offer for an extended test ride on a DR650SE was a trip back in time to a world when the use of carburetors and other basic components that one can actually fix on the side of the road offered a level of comfort when heading off the beaten path. As an added benefit, the availability of the test bike here in Calgary offered the opportunity to explore a few of Alberta’s world class back roads.
With a promising weather forecast and multiple routes planned through foothills and into the nearby Rockies, I was looking forward to the upcoming week as I picked up the brand new 2024 DR650SE with less than 10 km on the odometer from Barnes Blackfoot Motosports.
Standing back and taking in the DR650 in Solid Special White No. 2 – Suzuki speak for white – the bike’s off-road pedigree is notable with 21-inch front and 17-inch rear wire-spoked wheels, both shod with tube-type tires. A high mounted front fender, standard-equipped hand guards, steel footpegs and generous 265 mm (10.4 in) ground clearance also confirm that this motorcycle is designed with off-road excursions in mind.
If only because of a shared displacement and engine configuration, Kawasaki’s KLR650 is the logical assumption when considering direct competitors for the DR650. Having previously toured on Kawasaki’s mid-size dual sport machine, a number of noticeable differences emerged as I familiarized myself with the DR650. First off, the Suzuki’s light 166 kg (366 lb) wet weight (90 lb less than the KLR) is obvious from the moment that you go to lift it off the side stand. Despite an intimidating-on-paper seat height of 885 mm (34.8 in), which sits a half-inch above the Kawasaki, the DR650’s narrow seat and fuel tank bring the ground into range even for my limited 30-inch inseam, allowing me to simultaneously reach the ground on both sides of the bike – albeit connection was limited to toes – or put a single foot solidly down with just a minor shuffle to that side. For those who prefer the ground in closer proximity, Suzuki offers a lowered suspension option which reduces the seat height to 845 mm (33 in), however there is a corresponding decrease in ground clearance.
While working through stop and go city traffic may not have been a priority focus when the DR650 was created, the tall upright riding position allows for the rider to see and be seen even in the midst of the large SUVs and trucks that dominate today’s roadways. The 644 cc air-cooled single-cylinder engine had no issues propelling the DR650 along at freeway speed with ample power and torque on tap to accelerate and pass slower vehicles while remaining in the top gear of the bike’s five-speed transmission. Even when reaching the higher rpm range, vibration was evident but not overwhelming thanks to the inclusion of a balancer shaft within the engine. As an added benefit, the lightweight machine is easy to manoeuvre through parking lots, even facilitating hops over curbs if required.
As impressive as the DR650’s urban capacity turned out to be, the intended focus of this review was the bike’s ability to travel the variety of surfaces required to avoid the masses when travelling. With the 13-litre fuel tank topped off, adventure gear laid out and ready to go, it was time to head for the mountains under anticipated cool but clear skies. Of course, weather forecasts have a way of not always coming true; especially, for some reason, when your planned activities are dependent on the elements.
Waking up to reports of snow in the nearby foothills, the question of “how bad could it really be?” found me travelling along Hwy 66 past Bragg Creek and heading into the Kananaskis Provincial Park. With an increasing amount of snow residing on the sides of the road and slush starting to accumulate on the road surface, it was quickly becoming apparent that my intended route along the Powderface Trail into the heart of K-Country would need to wait for another day; however, taking advantage of the scenery at the end of the paved stretch of the highway yielded some spectacular shots of the bike against a snow covered mountain backdrop.
With temperatures in the mountains forecast to remain cool for a couple more days, I decided to take advantage of climates to the west of the city and headed for Drumheller, AB. I knew that I wanted to approach the city from the south and take in the sand hoodoo structures along the East Coulee route, but with no set schedule it was also an opportunity to get lost on the seemingly never-ending pattern of grid roads. Working with the theory that alternating the direction of travel between north and east would eventually lead to Hwy 564, the DR650 and I travelled along in solitude, coming across only one other vehicle on this stretch of our ride.
This part of our travels also introduced a new surface in the form of the deep gravel that covered the recently cared for country roads. Having ridden on these types of roads before, I must confess that I am not a fan of the wandering sensation as the front-end swims through the loose material. Fortunately, as I rode along standing on the pegs, the DR650 was quite stable and felt much more like a dirt bike compared to other dual sport machines I have ridden before. Yes, deep gravel will always provide a sensation of reduced stability, but the Suzuki was one of the more stable dual sport machines I have ridden in this type of environment.
Successfully arriving in the East Coulee region provided the opportunity to head off the road and into the hoodoos that surround the road. Luckily the sandy surface was dry, as wet conditions can be treacherous for someone with my limited off-road capabilities. The ride over large sand mounds and through deep crevices highlighted both the bike’s useful amount of ground clearance as well as the capable suspension setup that kept the front-end stable without diving and the rear offering a solid, if slightly stiff experience. At 160 lb, my weight is in line with standard mass that most Japanese and European manufacturers consider when building stock suspension setup. While the DR650’s link-type rear suspension is adjustable for preload and compression damping to accommodate different loads, the non-adjustable front may be a limiting factor for heavier riders or those wanting to ride on more aggressive terrain.
After spending time exploring the nearby abandoned mining town of Wayne, a look at the odometer, which indicated 200 km since the last fill up, suggested that heading into Drumheller for fuel would be a prudent decision. Sure enough, about five km later the engine started to sputter and quickly stalled. Of course, in the old-school world that the DR650 resides, solving this issue is as simple as switching the petcock valve from the main to reserve position, which easily carried the bike for the remaining 20 km to a gas station where I filled up with just over 9 litres of fuel, suggesting that I could have carried on for quite some time before exhausting the complete 13 L capacity of the tank.
With the gas tank full, a look at the time served a reminder of a commitment back in Calgary which required a quick trip back with no side roads or distractions. While this wasn’t the most exciting way to travel aboard the DR650, it did allow time to see what the bike would be like on longer stretches of highway.
Surprisingly the seat proved to reasonably comfortable for at least the first 90 minutes of the two-hour ride. The other notable item was the wind protection, or more specifically the complete lack of any wind protection. As most fans of naked bikes will attest, one benefit of having no protection from the wind is that the pressure is steady and consistent as opposed the buffeting that can occur on motorcycles with various types of windscreens.
Two days later, with sunny skies and warmer temperatures having arrived, I returned to the end of Hwy 66; however, this time as the pavement ended the DR650 and I continued straight on along the Powerface Trail which would carry us into the far less travelled reaches of the park. While the weather had definitely improved, the previous days of snow and cold had left sections of slippery wet conditions along the mostly hard-packed clay surface. Avoiding the front brake for fear of accidently washing out the front end in a corner, the 240 mm rear disc brake and its two-piston caliper provided smooth, firm and controlled braking in these situations. When appropriate, the front brake (290 mm single disc with two-piston caliper) proved to be equally solid combining with the front suspension to keep the bike under control even under harder braking.
The Powderface Trail includes dramatic elevation changes, sharp corners and a variety of surfaces – along with some of the most spectacular scenery on the planet. Thanks to the stock jetting of the 40 mm Mikuni carburetor, the engine responds quickly but smoothly to throttle input making it possible to accommodate every element of this road.
With the Powderface trail done and a quick ride down Hwy 40 completed, the start of the Smith Dorrien Trail, also known as Hwy 742, represented the start of a 70 km stretch of gravel road that winds along spectacular mountain vistas en route to Canmore. Having travelled this road in a pickup truck just two weeks prior I knew that the rutted surface was enough to shake fillings loose and leave you heading for the garage in need of an alignment. With this in mind, I was more than pleasantly surprised as the stock setup of the DR650 handled the road with confidence, easily handling deep washboard surfaces, heavy uneven gravel and potholes, needing only to slow down when encountering extremely deep potholes in the middle of the switchbacks on the descent into Canmore.
A desire to experience the DR650 on some single-track trails brought me back to the Powderface Trail a couple of days later. Having already logged more than 1,000 km on this bike, my confidence in the Suzuki was evident as I rode along, and I found myself daydreaming as I mentally rearranged my garage to make room for this bike on a permanent basis. Yes, I truly enjoyed the experience that much.
I get that are many more advanced options available for those looking to experience dual sport riding and that the Suzuki DR650SE’s basic components and limited capacity may be limiting factors for long haul adventure riders, but if you are in search of a solid, capable and easy to ride dual sport machine without all the bells and whistles along with a $7,699 MSRP to match, this could be the bike you are looking for.
2024 Suzuki DR650SE
Pros:
+ True dual sport capabilities
+ Affordability
Cons:
– Not practical for long haul rides
– Non-adjustable front suspension
Suggested Retail: $7,699
Colours: Solid Black and Iron Gray, Solid Special White No. 2
Engine: Air-cooled, single-cylinder
Displacement: 644 cc
Bore & Stroke: 100 x 82 mm
Compression Ratio: 9.5:1
Fuel Delivery: 40 mm Mikuni carburetor
Final Drive: Chain
Weight: 166 kg (366 lb) wet
Transmission: Five speed
Frame: Lightweight rigid semi-double cradle
Wheelbase: 1,490 mm (58.7 in)
Seat Height: 885 mm (34.8 in)
Suspension (front): Telescopic fork
Suspension (rear): Link type single shock
Tire (front): 90/90-21
Tire (rear): 120/90-17
Brakes (front): 290 mm disc with dual-piston caliper
Brakes (rear): 240 mm with dual-piston caliper
Fuel Capacity: 13 L
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