2009 Suzuki DR650SE Review

Introduction

Suzuki seems to have got it all right with the biggest DR as the model hasn’t been the subject of major modifications in these past years, but does manage to stand out each and every time, allowing riders considerations. Modern and reliable, the Suzuki DR650SE features up to date chassis and suspensions. The light weight materials and ingenious thin-wall/large-diameter tubing used both at the frame and front forks increase rigidity and reduce weight while the aluminum swingarm works closely together with a link-type rear suspension featuring piggyback-style shock absorber to keep the rear end stable during corners either you take them on and off the road.

A dealer will easily lower the seat for you with a significant 40mm, but the reason you’ll be buying the DR is most likely the bulletproof air-cooled 644cc four-stroke, OHC engine. It won’t help at doing burnouts, but it is fuel efficient, especially in the low and mid-range where the best of power is being delivered. Much to do with the engine tuning has the “Slingshot” Mikuni 40mm carburetor and the five-speed tranny is indeed the proper unit to mate it with.

With shiny new paint schemes and painted stainless-steel exhaust, the Suzuki DR650SE looks new for 2009, just the way every model year up until this time did.

History

1986 Suzuki DR600

Derived from the previous DR600 model, the 1990s DR650 saw two approaches towards a highly competitive market, the “Djebel/Dakar” model and the “RS”. The first was more of a desert racer while the second was tempting for street use, but both bikes were versatile and could make an impression in the other’s domain as they shared the same features. Starting with the kick-started air-cooled 640cc single-cylinder four-stroke, OHC engine developing 46 hp at 6800 rpm, but, more important, 56.6 Nm at 5000 rpm, and finishing with the 172 kg, the machines were heavy into business.

The Djebel and RS carried on to 1991, but Suzuki added the electrically started DR650RSE. The new starting system required an automatic decompression system, a 12 Ah battery and a 200 W alternator, adding a total of 15 kg at the overall weight. But that wasn’t to make a negative difference as the 5mm shortened trail and wheelbase makes up for the extra weight.

Suzuki continued refining the DR650 and in 1992, the now “R” and “RSE” claimed an 8 kg lower dry mass as a result of a smaller aluminum rear carrier and gas tank. A new exhaust system retuned the engine for better torque in the low and mid rpm range and the rear suspension was now upgraded.

1996 Suzuki DR650SE

The 1996 revision saw the DR650SE single in the lineup, but more able to deal with the off-road. Now weighing only 147 kg, featuring a narrower seat and yet again revised engine, the bike looked pretty much like it does these days, but developed less power and torque: 43 hp at 6.400 rpm and 54 Nm at 4,600 rpm.

The year 1997 brought the XF650 Freewind based on the DR650SE technical features in an attempt to revive the two-models, same specs lineup enlarging method, but in 1998 Suzuki was back at the DR650SE.

Color scheme changes followed, but this model hasn’t undergone any notable upgrades for the next decade. The 2009 model year is the first to receive a total White coloring after the combinations of Black, Yellow and Blue that succeeded during the years.

Competition

2009 Honda XR650L

Honda remains faithful to the way that old-school dual-sport bikes were built decades ago and manages to have the XR650L successful as 2009 model year. But that only applies in the design department as the air-cooled 644cc dry-sump single-cylinder four-stroke, SOHC, RFVC (Radial Four-Valve Combustion Chamber) engine is more potent than ever before. The smoothly-operating powerplant, also tuned for low and mid-range grunt is among the few you’ll find featuring that much background (around 30 years) and having the guts to go against the Suzuki DR650SE. Manufacturer’s retail price is $5,999

While Yamaha isn’t in for one piece of this cake, the Kawasaki KLR650 is more of a V-Strom competitor rather than a DR one as it features a half fairing for great wind protection and comfy seat for city commuting. The engine is indeed a competitive liquid-cooled 651cc four-stroke, DOHC, four-valve single-cylinder unit with much to prove against more advanced bikes rather than the one reviewed today. Still, the MSRP is $5,599.

2009 BMW F 650 GS

But if you’re willing to pay some serious bucks ($8,255, to be precise), the 2009 BMW F 650 GS is here to supply European style and a powerful liquid-cooled, parallel Twin, DOHC, four-valves per cylinder engine. While other bikes only feature five-speed gearboxes, the Beemer has a six-speed unit, setting it closer to activities such as commuting and mountain road weekend riding rather than off-road exploring. The F 650 GS is worth being mentioned as most Japanese bike owners consider it a fancy alternative to their bulletproof bikes and they are not wrong a bit (just look at those rims).

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