0:25 Dual sport or adventure? 1:34 Death of the Aussie DR650 2:19 Will the DR650 become a classic? 3:09 What's great? What sucks? 3:54 Engine mods needed 5:01 Suspension mods? 5:54 What's your longest trip? 6:50 Luggage preferences 7:36 Enough power for the road? 8:31 What should Suzuki change?
Good video. I think that 690 kit is not so good for the DR reliability. But 55 hp sounds great. I would like to have more feedback on the husqvarna 701 and the ktm 690, in terms of reliability. Seem for my style the perfect bikes, my only concern is reliability.
We list some of the issues of the 690 in one of our vids, Matt. It's quite a few years old, but we have an updated list in the pinned first comment for more recent models.
@@crosstrainingadventure thank you, i know but since you got friends that ride the 701 and the 690, the idea was to do a new video, because i think somethings are better. And maybe ask them why they keep ride them, and how they think about it, and how they fix the issues.
Your channel is the major reason I bought a DR when I got back into the sport after a 35 year absence. No regrets! I've done most upgrades, except for the engine and exhaust, and am content to leave as is for now. But...I bought a much lighter bike (FE 350) a couple years back and find I am riding the DR less each year. Still, I don't think I will ever sell it.
Second multipurpose bike, (Himalayan was first) and while I loved it, my DR650 is the first bike that I’ve back flipped and crashed, got back up, limped home, and road the next day. It’s the first bike that’s really got me off the pavement. I love it for exactly what it is. A cheap, capable, extremely modifiable bike that doesn’t way the weight of a modern adv. its streetable to be comfortable enough for street use, has classic 90s style, and good off-road. As I always say, my DR650 pound for pound can always outride my ability. And that’s more than enough for me.
Yes, that's why most of us love it if we like the old school nature of the DR... as long as we do the suspension mods etc if we plan on any faster riding!
Great video Barry! Everything you mentioned is spot on. The DR is a great all round bike and with a few modifications, it will do what you want it to anywhere. Modding it is half the fun of owning one. Cheers!
Love your videos and as a DRZ owner I can relate to some of the similarities with the old school ‘technology’, hard seats and soft suspension. I’m 50 yrs old but the child in me loves the fart sequence at the end!!! 👌
Weight is always interesting point, a 690 weighs basically the same, a KLR 650 is a lot heavier, the RE Himalayan is a lot heavier, Yamaha XT 660 is a lot heavier, so in reality for what the DR is it is not that heavy, the original XR 650 was lighter but it was only kick start, so saving lots of kilos. Also take into account a CRF 300 rally is 153 Kg wet, the DR is 166 Kg wet, 13 Kg difference, so reckoning is the CRF is heavy for its capacity, but is preferred by many riders as a lighter option. I shipped my 2014 DR 650 over to the UK from OZ and clocked up 13000 klms riding across Europe to Romania and the bike is currently in Croatia, where I plan to go back and ride back to the UK before shipping the bike home, it had 320,000 Kay’s on when I sent it over and had no mechanical issues at all. The DR is perfect for me at the age of 63 as I have the fast riding days behind me, I ride for the enjoyment of riding and exploring new places and most importantly enjoying the views. Sure they are not cutting edge but that is what is so good about the bike, they just do what they do.
Could you say more? I’m kinda in the before stages of that. I’m at a point in my life that I finally have enough money to afford a 690, but not enough to just toss it around. What do you like and what do you not like? I have an 890 that doesn’t get ridden as much as I’d hoped since I’m doing mostly dual sport and 1-3 day off road trips closer to home in the Sierras. I avoid long highway stretches which is the only time I’d rather have the 890. I like the power, weight for what it is and rider aids, just wish it was smaller and lighter so I thought 690. But people who have DRs love them, and I definitely know how to fix everything on it with tools I can fit in my pocket should it break down, though it probably won’t. Can’t say the same for KTM…
As a 690 owner I’ll chime in, in the meantime, if I may. Firstly, my (2013) 690 is solid and reliable. But it seems not all of them are, whereas the DR is always solid as a rock from bike to bike. Secondly…is it hot where you live? Here in South Australia I struggle to keep my 690 cool enough. I’ve never overheated it but despite some mods and careful maintenance, it always runs hotter than I’d like, especially in tight stuff. Finally, do you cover big distances? Because if you do, you’ll need an accessory fuel tank. The standard 690 fuel tank is simply too small.
@@kymcopyriot9776 I’m in California. It gets hot enough. I’d likely be looking for a used 690 of the current model and I know there are some pretty simple and affordable auxiliary tanks out there. What to do… We should all have such problems. Life is good.
See if you can get a decent test ride. I owned a 690, hated it, and sold it three months later. But of course many love them to bits. The guy I ride with has the 701 and loves swapping with me as he finds the DR650 so relaxing... Here's some food for thought: ua-cam.com/video/z_MdmqNQslw/v-deo.html
Great video! I once had a 2001 DR650 that I kept bone stock during the six years that I had it. I mistakingly gave it to my brother in 2008. If I was to purchase a new (or new to me) DR, I definitely would not do any mods to the exhaust or fueling. My only mods would be larger fuel tank (maybe), beefing up the suspension springs to handle a bit of luggage (definitely), and a new seat (most definitely.) I would probably do a few petty mods like replacing the mirrors with Double Takes, etc. I never have, and I never would ride the DR like a full-blown enduro bike. I wouldn't mind having an XR650L, but I have no experience with that bike to make and comments. Both bikes are still available here in the U.S., but their days are numbered. I am truly surprised that they are both still available here. On the flip side, last March I purchased a new Kawasaki KLR650 non ABS. I have done some small mods like the skid plate, Thermobob, winshield bracket, luggage rack, and clutch switch by-pass, but that is as far as I'm going. The bike runs great stock, and the suspension is more than adequate.
bought myself a 2009 dr650 about 6 weeks ago. finally had the chance to take it on some rough fire trails and single track and holy it out performed my wr250 by 1000% i definitely thought the weight would make it limiting off road but i was so wrong. glides over everything and realistically isnt that hard to throw around. just takes some experience riding enduro. couldnt be more happy with it
Great video as always. It always makes me smile to watch you guys lofting big, effortless wheelies on your Bush Pigs…the kind of wheelies I struggle to manage on my 690 with nearly twice the power! Did somebody say ‘It’s not the bike, it’s the rider?’ 😂 Always worth watching.
What I find interesting is how hard it was to wheelie the 690 in the few months I owned one! It comes up easily of course, but hard to manage after that...
I got a 2021 over the summer. I'm still getting to know the bike. I like the old school simplicity. Seat is really bad... 100 miles and my rear hurts. planning to do seat concepts upgrade -expensive Front headlight is really bad but I don't want to do much night riding. I am a big guy a little over 19 stones and the stock suspension seems fine to me. Stock foot pegs are weird with the rubbery feel Starter bearing has the "rooster sound" which is not good, I hope to upgrade that bearing. As far as affordability, I wish people would stop saying "this is cheap" whether it's a candy bar, car or motorcycle....that will only encourage manufacturers to increase prices.. Thanks for this video, good content!
A shame about the lack of a bearing in the starter motor. When mine makes the sound I think I'll do the hole and self tapping screw so I can just squirt some WD40 down there annually.
Watched your channels for years mate, absolutely love your content and the way its delivered. Although i own a XR650 R and absolutely love it.. I rekon one test ride would convert the lot of you DR people 😉
Great video with valid points Barry. I think one could argue that Adeventure Bike Australia would be the Oz equivalent of Procycle here. Regarding the suspension, I took the forks and rear shock out and shipped them off to Teknik in Sydney and told them what I used the bike for and they came back perfect. Apart from what you have already mentiond, l think a cheap option for Suzuki could be a taller 5th gear for hwy slab riding and a 250W alternator output.
I have done many small improvements to my 2012 dr 650. Aftermarket muffler,dynojet kit on stock carb,opened the top on airbox and k&n filter. Also 12 tooth front and 45 tooth rear sprockets, still cruises well on highway, but now has great power and torque even in high gear at lower engine rpm. Much more trail friendly, and still very streetable. Stock jetting was horrible. Had to downshift for any power,but it's a totally different bike now. Fuel mileage did drop a bit, but not terribly.
Fun video! I like the old school Japanese enduro bikes. Way back when (late 80s) I had an '83 XL600 with similar vintage XR500 suspension under it. That bike was simply awesome. It did 5 gear wheelies and was good enough to ride off road. Was young back then of course and rode the XL everywhere. It was the right bike at the right time in life. I put 40K trouble free miles on my XL. The XR650L somehow lost the plot in comparison - the older XL engine was just plain better - it had more power and revved quicker. I suppose that is due to emissions and can be fixed. I recall modding the"touch lever" on the XL's 2nd carb to open it much sooner, that increased it's brappability quite a bit! Naturally it had a Supertrapp on it with a pile of discs... Currently on a PC6 with Rottweiler's map Yosh can equipped '23 Husky 701 Enduro. Ya, it cost a lot of money, but I'm having my late mid life crisis right on schedule, and that engine is amazing. Strong off the bottom, midrange is stout and it revs to the moon. The 690 platform is truly amazing once fueled properly and allowed to breathe, it just makes a load of power everywhere. My old XL and the DR with their smooth easy power both have an endearing "just ride the shit out of me, it will be fine" quality to them. In contrast, the tuned 701 is just flat out thrilling power wise and if the rider doesn't respect it and instead "rides the shit out of it" while off road, especially with the traction control nanny turned off, it will most definitely not be fine 😆 I actually geared it up +1 / -1 (16/45) as the stock gearing felt too revvy and short after the fueling and exhaust mods, especially on the highway. The engine wants to pull a load, it reminds me of my 500cc two stroke desert bike, which also responded well to taller gearing. The somewhat ironic thing is per the Gearing Commander site, the taller gearing's 1st and 6th closely matches my old XL600's stock 1st and 5th. The XL always was good on the highway up to 75 or so. There is a part of me that wants to build up a Bush Pig DR just for the Hell of it, as I like modding bikes, but my wife would kill me if I bought another MC.
Im getting close to 22,000 miles on my dr650 and it is showing no signs of being anywhere near tired. Still rides like a new one. It amazes me that most people are absolutely comfortable driving a car with 100,000 miles but somehow a motorcycle driveline with 10,000 miles is supposed to be wore out. Just because most people that get them dont ride them that much doesnt mean the bike isnt capable of it. Just my .02
With modern bikes becoming more powerful, revvyer, heavier, expensive, more specialized and less fixable the DR has shown how great simplicity, torque and light weight still works.
Folks might want to try lowering the DR. Makes it less of a tall pig, more of a fun dual sport. Don't love what this does to the front suspension, and does feel weirdly low; but it's less demanding and more fun in the tight stuff. Would rank it higher than a tall DRZ in tight technical riding. Also feels better on pavement when low. You can preview low pretty easily: change shock bolt position, and slide forks up. (Forks can go higher than safe height if you're just taking it easy; but note that factory lowering front seems to affect the shock performance, so preview won't be fully accurate -- might even want to skip factory lowering the front if the street handling doesn't bother you. Bothered me, really like it on street now.) I use it mostly for dirt.
After 7 seasons on a quite moded DR650, I'd say the weight isn't so bad when compared with the present choice - new KLR, 690 and others. With a titanium muffler and a lithium battery it feels very nimble on pavement and easy unpaved roads, which I like the most. Secondary gearing 14/43 makes for a good acceleration. I bought the bike from a pro rider, who had installed the TM40, WP Extreme forks and an Ohlins rear unit. I biggest qualm is the fuel consumption, but I've managed to adapt to it with careful planning of routes. Just love my bike, and I'm worried what to ride next, if the gearbox blows up.
I love the old school nature of the DR650 but wouldn't mind if they added fuel injection. It would be way less thirsty and also it would probably meet emission standards and be allowed back here for sale (it would also need ABS to mee the rules).
Great video, Barry! I've long considered the Bush Pig and may still end up with one for a cross country trip I want to do across part of the US, rather than shipping my T7 down there ($2,000) from Alaska! Always appreciate your rider-perspective input! Cheers!
Yeah, it's mostly off-highway but you do have to use the tarmac a bit to connect the pieces! Thanks for your input, and ride safe!@@crosstrainingadventure
I've had most of the big Japanese singles, and the BMW 650 Dakar too. I had me a DR650 that I modded a bit. Some of the mods were expensive and to me useless - the pumper carb. Suspension mods - fork brace and stiffer springs were the best mods. In the end the bike was just too heavy for my desert dualsport - I'd dump it at least 2 times in every ride. I got a WRR which did the highway OK and was far easier to ride offroad. The stock 35 HP DR engine is merely OK for mountain highway pleasure riding. A jerk in a Miata can easily block you from (safely) passing, whereas on my Duke 690 I probably wouldn't even be aware he was trying to block. I do think about street tracking a DR650 - I've a friend that is a good suspension guy. Then maybe a intermediate big bore kit looking for another 10HP and beefing up the bottom of the range a bit. I envision a bit more dirt traction than a Supermoto, and a lower but still plush controlled twisty road ride, with maybe enough pop to dispatch most cars I come up on. BTW, the Duke was a good bike, but it was dismal on even smooth dirt roads.
Great and accurate summary of the DR650. I had a 2017 which I added all sorts of bling to it was a great bike which I really liked I only sold it because I changed jobs and wanted a bike to commute into the city (Perth) along the freeway and park in public car parks I was worried that because it looked like a trail bike it would get stolen. I bought a Vstrom 650. I have now sold that and bought a CRF 300 Rally to replace the DR I bought it instead of another DR only because of the weight I am 64 and not very confident off road and if I am by myself struggled a bit picking up the DR. The main thing that I didn’t like about the DR was riding it for long distances on main roads at 110kmh the bike did it no problem but I found it quite tiring. The CRF300 has less power but I s a smoother engine and seems to have similar top speed with stock gearing I still don’t enjoy that side of riding but it’s all a compromise. I would highly recommend the DR650 to anyone as well as the CRF300 Rally they both need suspension upgrades and seats and possibly an exhaust to reduce weight a bit. The advantage of the CRF is a lighter bike better fuel economy so you don’t have to carry as much fuel which is more weight, longer service intervals and smoother engine and a six speed gearbox. Disadvantages are fuel injection which is harder to fix in the middle of nowhere and more to go wrong although being a Honda hopefully won’t be a problem.
I have a 2017 Ktm 690 and it’s been a fantastic bike for me. Great fun both on and off-road and very reliable with routine maintenance. After years of owning this bike I still get a grin every time I throw a leg over it.
I'd have to say the only thing that could be an improvement would be just one more gear, but I have a feeling if they did that the transmission would wind up being weaker or have problems. Lots of people keep trying to say fuel injection but that's such a horrible idea in my opinion. You make farts about that all you want, but as long as you keep up on maintenance your carb will get just as good of mileage as a fuel injection system without the issues of having to have sensors all over the place!
Submitted by a university lecturer, or from my end: _ADV or Dual Sport: call it anything you want. It's an arbitrary model with a label to differentiate from everything else. Both of them came from their Scrambler fore father, and each was purposely built for either hauling (coughcoughObsesecough) or lightweight handling. DR650 a dual sport due to legalities (light, horn and license plate), and ADV if you want to haul. Suzuki still calls their DR650 a dual sport, so I stick with that. _Death of Aussie DR: nonsense. Biased is to limit our view in one geographically related area. DR is all over the world, and there's always a community catering its holiness. Ask the 4 Samurai for their carbureted lineups in any country (saved for EU and Aussie, and...for now), and you can still buy them today, until they've decided to kill their carbies for good. _Will the DR be a classic? Not really. It's been long exempted, especially among the Big 4 like XR650L or TW200, to monetize on them in other countries where EPA doesn't exist, or at least where they can still pass emission test, usually EUR3 or 4. To wherever EURO5 is implemented, coughcoughEUcough, don't bother. Our generation can still get them old or new, or - again - until them biggies change their minds. Live long enough to see, don't make your damn hypothesis and stick with it! _Hots and Sucks? Hots: it's an easy bike to wrench, do maintenance and customize to your liking. Cons: wrenching. _Engine (tune kit?) and suspension? The latter is up to you. Bigger body = more mass. Better suspension can help with fitting if anything else, and to a major degree when going off road. Tune up is quite popular, and again easy to do so for a carb. I recommend Dyno stg1 Jet kit and mod the airbox (door, don't drill the damn box!), then aftermarket exhaust. I prefer my DR stock. I'm also putting an extra: big bore kit, but it's a bit hard to recommend. If you really want to go that far, the last of DR BIG (775cc, I recalled) was literally Suzuki played God by offering their OEM "big bore" over the 750, and it's just more maintenance to keep it working. The payback is worth it, until electric power train ones up that game for almost the same price of a new DR650. Make your choice. _Longest trip and Luggage preferences: who cares. OG KX lived for almost 120,000km of its life. Do maintenance and you will see more millage around. Adding luggage is up to you. We ain't steering "close" to an ADV, it's just adding some commodities on two wheels. Make the best of it. _Enough power for the road? STFU. _What would Suzuki change? Check the 3rd answer again.
Damn... I need that tank at min. 7:30 for my XR 650 R. I only have the 24l acerbis like some normie... I have seen (less exaggerated) pictures, of this rally tank that goes all the way down like on a Dakar bike, before but could find information on the manufacturer or anything at all...
Great video, a bike that is simple seems to get some discrimination! Though when you're fellow riders experience issues with there fuel pumps, blocked injector, filter or electrical problems you learn to respect the simplicity of these bikes! Just get rid of that CV carb and replace with a pumper carburetor and throw on decent suspension and all is good!
@@gramcameron4469 I have done 91,000kms on my stock CV Carburetor on my klx300 then fitted up a tm33 carburetor that has done a further 16,000kms, I spent some time dialling in the pumper carburetor and from my observation it only burns more fuel when being aggressive on the throttle but the power curve and responsiveness outways the downside to that from my experience! There is a lot of variables to take into consideration when fitting up an aftermarket carburetor and if it's not properly tuned or the same size diameter/intake volume you can not really measure it correctly to the stock carburetor, the motive here is to obtain a better power curve/responsiveness not add more power by running richer or even in some cases altering the ignition timing!
@@danielryle5596 was referring to the dr650se bt40 stocky... those bt40 majic carb mods outlined by Barry & co in "Xtrain dr650 videos" are really good , dialed mine in easy, that idle mix screw is vital to get idle n low end ( not flame out) I tried bigger idle jet, NOPE, too big! wouldn't idle, didn't need choke, SO std #42 perfect... i think even with 50mm hole extra in airbox mod & twinair filter a #147 mainjet is probably optimum, my #150 is a tad rich.. optimize diaphragm pressure by correct size bypass holes in slide & slide spring length(correct preload) to ensure proper reponse speed off idle.. even with std pipe for civility popping is minimal with ground std needle length , the procycle kit one is shorter and they pop like crazy, the std needs to be ground to a thinner taper to the tip, from about 45mm from tip, hope that helps , mine runs like a dream, starts 1st touch when warm , 30 secs choke from cold, chuggs from low idle & no duuh's upon full throttle hit from idle, clean response, doesn't flood like pumpers either.. cheers👍
Good tips! I've always encouraged riders to try the 'BST magic' mods first as it's pretty hard to mess it up. But if you do, just get the jetting kit instead. And try this before spending big cash on pumper carbs... I've had a DR650 with one of these and seriously I couldn't really pick that much difference other than a bit more response due to fuel being pumped in.
Ove been scrawny my whole life kick with both feet when i was a kid 13 yo had a xt660 and kdx250 and yz250 currently have klr650 klx650 built up a bit and have had several fzr600s turnt dirtbike I love heavy durable tanks un less I'm for sure going sky ward thats what i have yz250s and ttr250 for
Ill say this, at one point and time i had up to 7 motorcycles. I was addicted. Fast forward some years, and every bike is gone except my dr650. I dont see myself ever getting rid of it, its just way to useful for everything i do. Whether its riding single track, taking a lady for a spin, grabbing a sandwich from the local pub, or using it to ferry my kayak. Its essentially the equivalent in the motorcycle world, as a hilux is to the 4x4 community. The absolute only complaint ive ever heard anyone day about the dr is its wieght. Thats ok though, skinny girls are fun, but big girls throw down😊.
I'm selling my crf250l and going to a DR650 for one main reason, more mechanical. I think fuel injection would ruin a bike like this. Less electronics is what I've been striving for in all vehicles to keep longevity and reliability.
@@mjfalcon007 I did make the switch, i got a 2014 dr650 with about 9200kms on the odo. Expect the noticeable drop in mpg but its still in the 50mpg area. The suspension being softer does make it feel much heavier then the 40lbs increase in weight as it feels more sluggish when making tight turns, etc but i did adjust the rear stock shock which helped a bit, unsure what ill do about the front tho (dont have the budget to spend atm). The horsepower is so much better and doing highway speeds is much easier to do (i did feel a small speed wobble begin on one trip but im also running a knobby desert tire on the front). The thing starts better than my fuel injected 250L and if anything goes wrong i can fix the carb myself. Also has no emissions crap on it being a 2014 canadian model. Expect a down grade in the suspension between the models, but man i do enjoy this thing. With my experience now im glad i made the change, but if you plan to stick around 80kmh and off highways id stay on the 250L.
@@crosstrainingadventure I already have, but I just watched it again. You didn't give your verdict? Between the extra weight and terrible front suspension I cant see why the 650 would be a better choice. Maybe highway riding? But at that point would I be better going a 690 ktm/husky?
I have a bored out 350. Has plenty of power. Also it being a 6 speed is a nice feature that the 650, 200, or the 400 dont have. Gives alot more options for gearing making it more versatile.
If the world went into financial crisis & could only make 2 motorcycles: 1 is the PW50, the other is the DR650. You can adv, single track, tour, commute, motard, road track, custom, big bore. It does nothing great but can do everything okay.
If you had to pick one bike for the world it's hard to go past the TVS125 or Chinese equivalent. Cheap, all-terrain, carries a family of four plus a bag of rice, and when the mud gets too deep you can carry it.
Cool video. For solo on and off road as a 55 yo rider, I’m pretty happy with my 2018 DR650 after an IMS tank, Renthal 0809 High bars, Barrett and B&B racks, Pro-cycle Seat, Heidenau K60 Scout tyres and LED spot light were installed. The rest stock. I find the DR a satisfactory compromise. However, being 5’9”, the DR is slightly heavy and geared too high for tight tracks and buzzy at high speeds. A sixth gear would be an improvement. I use a fake AirHawk air cushion over the seat for distance with better vibration dampening. But what matters most is that she’s reliable, low cost, simple to maintain and gets me home!
I agree the suspension is soft and I’ve bottomed the rear a few times.. Most riding these days is on fire trails, dirt and bitumen roads as part of longer distance adventure riding, exploring and camping. Going solo, Im taking it easier so I don’t become a 4WD hood ornament and remain intact to enjoy and ride another day. As you mentioned, I’ve learnt to adapt to the bike and modified to better suit myself and the riding I’ve chosen to do. The suspension stock is adequate for my chosen purposes. Thanks for all the fun and informative videos. I’ve followed a lot of your advice for a better and more enjoyable DR650 which I’ll keep forever!
Not a cheap bike in the states. By the time you put on a larger tank, better seat, improved suspension, wind protection, etc. You could have bought a T7. Poor fuel economy too.
the 100ish lbs less weight and ability to drop it over and over with no damage make it a much much better offroad bike than the T7 for most riders. The T7 is far too heavy and fragile unless you add even more weight in protection. 52+ MPG consistently with a TM40 while eating through back tires is not what I would call "poor fuel economy".
@@tarjas , no one I know gets better than the low 40s for mileage. That is the one major disappointment and reason most replace the fuel tank. I will not argue the dropping part. I was just looking at value. If I were doing single track I would take the DRZ400 over the DR650. Plus, is it really 100 lbs less once you make all the mods and carry the extra fuel?
I get 23km/L outa my dr650 w/ modded std b40 carb, 150jet, idle jet adjuster, & slide mods w/ ground needle..+ a delkevic pipe..stock std tune gave me 20-22km/L , mods give monstrous boost in torque but not much more power, car by idle jet mod fixes start issues n a low idle spd..
I think DR's fall into the "really great all-rounder category", until you ride something a bit more modern....On a ride a little while ago now, I'm on my WR250R, mate is on his DR. He manages to ride through a 4WD wheel rut, and badly twisted his ankle. After a few painkillers, we end up swapping bikes as I thought the going was a bit tough and it might be easier for him on my bike. When we get back to camp, he's raving about how light and easy the WR was to ride, I'm thinking his DR was bloody dreadful, like a tractor or something. I have an EXC500 now as well, and it's obviously a whole different bike again to the WR. I can see why people like DR's, but the weight and all round clunkiness aren't for me. Great dirt road bike, that's about all.
Weight definitely makes a difference in the snotty stuff, David. I've been tossing around the idea of adventurising a 500EXCF. But I know I won't enjoy the long stretches of road getting out to where the dirt roads and tracks start. It's always that compromise, hey?
Just bought our 2nd '98 DR650 in south africa used with 50 000 km ... had full service on purchase, put about 5000km on her and bike died offroad spontaneously... 3rd gear disintegrated and took out everything in its path ...will cost more to repair than purchase price ... very disappointed after doing all the research to choose her ... apparently 1 of only 3 in our country thats completely destroyed itself😢
A real shame, Gareth. It does happen in a very small number of cases. The only good news is you can recoup a lot of your money parting it out.... assuming the DR is popular in South Africa?
I want to know where all the weight difference is, and why, between the DR650 and the euro 500's. I can understand a need for some of it, but 100+ lbs seems ridiculous.
Much bigger oil capacity, steel subframe, much beefier engine/gearbox to last way longer, cush drive hub, pillion pegs, less alloy used which keeps the cost down, the list goes on. Remember even a KTM 690 is only a few kg lighter than a DR650 for similar reasons.
With these sorts of bikes I think it's important to understand the bike you rode off the lot is the bike it'll always be. Some excellent improvements can be made to suspension valving, and aftermarket tripleclamps and footpeg mounting brackets can improve ergonomics. On the other hand, a lot of the bolt on accessories and power mods that DR riders tend to obsess over just make the bike heavier and less reliable. You can't turn it into a KTM EXC or a Tenere no matter how much you fire the parts cannon.
Would it be wise to install a Makuni tu42 carb because I just had mine arrive in the mail from Queensland. I feel this will increase power however lower reliability in the long term... please respond. I'm not big on maintenance. I just want mine as a boring commuter bike.
I have a love/hate relationship with my DR. Cheap, simple, and with mods, close to my unicorn adv. But... I jumped ship after being stranded outback the second time in three trips. 🤷🏼♂️ One owner, fully serviced. That said, I recognise that most DRs are reliable, and I was unlucky. Cons? They don't have much power, have poor fuel economy when loaded, brakes are meh, they're very agricultural, suspension is rubbish, seat is crap, headlight sucks. Could be lighter. I can't wheelie them (yeah, definitely the bike) 😂 Owner groups can be disturbingly cultish. DRs are good, potentially really good, but so are other bikes and brands. 🤷🏼♂️ Pros? Cheap. Simple. So many accessories, go anywhere, most issues can be fixed with $$, potentially one of the best all round adv bikes, probably are the Hilux of bikes, a good one is fantastic, usually reliable. Not too heavy. Can be fixed in the field. Will go all day at 110km/h across most surfaces. Not as likely to get speeding tickets (but still quite possible).
Why does everybody consider fuel injection an improvement? It's not an improvement, it's a point of failure. It's fine for a street bike where a tow truck can easily get to you if some part of the system fails, but on a bike you intend to get remote with it's absolutely not something you want at all.
I'm all for carbs too. But FI has advantages, mainly to do with better economy and/or performance depending on the tuning, and adjusting for altitude changes. Important for some riders I guess.
@@crosstrainingadventure I don't doubt that, but when we are talking remote motorcycle use you will be more interested in simplicity and repairability than economy and performance.
Fuel injected motorcycles SUCK. I own both, and the EFI bike is my worst nightmare. My old bikes always crank, and always start (sometimes after a bunch of cranking). The best part is that I don't have to spend $500 on a fuel pump every 10k miles.
Not sure who the best mob would be now... FFRC has a completely new crew who have experience with road suspension but are trying to learn the offroad suspension game quickly.
I'm not a real fan of that button, Sorin. It feels like it could be taking advantage of impulsive spenders? So I just have a supporters link on the website where incredibly wealthy UA-cam viewers can throw bucketloads of cash at me. 😗 And get a pile of supporter vids (althogh they are enduro vids, no adventure riding).
@@crosstrainingadventure I bought it used with most of the basic mods don't. The air box was way over cut, but it came with the lower sergeant seat tusk rack and bash guard, weird round mirrors, center stand, and case protectors. I put on one inch risers, new bars, lowered peg mounts, the cyclops headlight you recommended on one of your vids, DRZ front fender and tail light, and new tusk off-road tires, then removed the luggage rack and center stand. Also tried out the cyclops signals, ripped two of them off bonzing through desert brush and switched to some mini blinkers that are protected by the passenger grab bars and tusk bash guards with blinkers. Next on the list will be tinkering with the suspension, that squishy soft suspension is hard to get any lift trying to jump where my son's dirt bike let's me launch.
@@crosstrainingadventure it was a rare find IMO. A 2020 with 500 reported miles on it, I'm pretty sure the first owner dumped it somehow and I lucked out!
My purple anodized cam chain tensioner lightened the weight by 0.6 mg so a 0.001 hp gain and the chromoly grease nipples are galvanically corrosion resistant stop #blinghate
I’ve owned 3 of them, including a 790 conversion which provides the sort of power you need for the open road. As for a Suzuki successor, it won’t happen. For that matter, forget about Japan and look to China. The DR had the worst suspension of any modern dirt bike. Life threatening at speed even with moderate bumps.
0:25 Dual sport or adventure?
1:34 Death of the Aussie DR650
2:19 Will the DR650 become a classic?
3:09 What's great? What sucks?
3:54 Engine mods needed
5:01 Suspension mods?
5:54 What's your longest trip?
6:50 Luggage preferences
7:36 Enough power for the road?
8:31 What should Suzuki change?
Good video. I think that 690 kit is not so good for the DR reliability. But 55 hp sounds great.
I would like to have more feedback on the husqvarna 701 and the ktm 690, in terms of reliability. Seem for my style the perfect bikes, my only concern is reliability.
We list some of the issues of the 690 in one of our vids, Matt. It's quite a few years old, but we have an updated list in the pinned first comment for more recent models.
@@crosstrainingadventure thank you, i know but since you got friends that ride the 701 and the 690, the idea was to do a new video,
because i think somethings are better. And maybe ask them why they keep ride them,
and how they think about it, and how they fix the issues.
I found the last few seconds of this video to be the most deeply insightful and informative video I may have ever witnessed
😂
Your channel is the major reason I bought a DR when I got back into the sport after a 35 year absence. No regrets! I've done most upgrades, except for the engine and exhaust, and am content to leave as is for now. But...I bought a much lighter bike (FE 350) a couple years back and find I am riding the DR less each year. Still, I don't think I will ever sell it.
Great to hear, Jim!
Second multipurpose bike, (Himalayan was first) and while I loved it, my DR650 is the first bike that I’ve back flipped and crashed, got back up, limped home, and road the next day. It’s the first bike that’s really got me off the pavement. I love it for exactly what it is. A cheap, capable, extremely modifiable bike that doesn’t way the weight of a modern adv. its streetable to be comfortable enough for street use, has classic 90s style, and good off-road.
As I always say, my DR650 pound for pound can always outride my ability. And that’s more than enough for me.
Yes, that's why most of us love it if we like the old school nature of the DR... as long as we do the suspension mods etc if we plan on any faster riding!
DR650 is the magic unicorn albeit a slightly aged and overweight one but it will definitely go down in history as a legendary bike.
😎👍
Great video Barry! Everything you mentioned is spot on. The DR is a great all round bike and with a few modifications, it will do what you want it to anywhere. Modding it is half the fun of owning one.
Cheers!
THE MIGHTY DOC 650 !!!!
Love your videos and as a DRZ owner I can relate to some of the similarities with the old school ‘technology’, hard seats and soft suspension. I’m 50 yrs old but the child in me loves the fart sequence at the end!!! 👌
Braaping at both ends 😎
Weight is always interesting point, a 690 weighs basically the same, a KLR 650 is a lot heavier, the RE Himalayan is a lot heavier, Yamaha XT 660 is a lot heavier, so in reality for what the DR is it is not that heavy, the original XR 650 was lighter but it was only kick start, so saving lots of kilos.
Also take into account a CRF 300 rally is 153 Kg wet, the DR is 166 Kg wet, 13 Kg difference, so reckoning is the CRF is heavy for its capacity, but is preferred by many riders as a lighter option.
I shipped my 2014 DR 650 over to the UK from OZ and clocked up 13000 klms riding across Europe to Romania and the bike is currently in Croatia, where I plan to go back and ride back to the UK before shipping the bike home, it had 320,000 Kay’s on when I sent it over and had no mechanical issues at all.
The DR is perfect for me at the age of 63 as I have the fast riding days behind me, I ride for the enjoyment of riding and exploring new places and most importantly enjoying the views.
Sure they are not cutting edge but that is what is so good about the bike, they just do what they do.
Good summary of what the DR is about... not cutting edge but that is what is so good about the bike, they just do what they do.
320,000km !!!????? Another 65,000 and you could have ridden it to the moon.....
Never met anyone who regretted buying a DR. I love my 690. I also hate my 690. Wish I had bought a DR
Could you say more? I’m kinda in the before stages of that. I’m at a point in my life that I finally have enough money to afford a 690, but not enough to just toss it around. What do you like and what do you not like? I have an 890 that doesn’t get ridden as much as I’d hoped since I’m doing mostly dual sport and 1-3 day off road trips closer to home in the Sierras. I avoid long highway stretches which is the only time I’d rather have the 890. I like the power, weight for what it is and rider aids, just wish it was smaller and lighter so I thought 690. But people who have DRs love them, and I definitely know how to fix everything on it with tools I can fit in my pocket should it break down, though it probably won’t. Can’t say the same for KTM…
As a 690 owner I’ll chime in, in the meantime, if I may. Firstly, my (2013) 690 is solid and reliable. But it seems not all of them are, whereas the DR is always solid as a rock from bike to bike. Secondly…is it hot where you live? Here in South Australia I struggle to keep my 690 cool enough. I’ve never overheated it but despite some mods and careful maintenance, it always runs hotter than I’d like, especially in tight stuff. Finally, do you cover big distances? Because if you do, you’ll need an accessory fuel tank. The standard 690 fuel tank is simply too small.
@@kymcopyriot9776 I’m in California. It gets hot enough. I’d likely be looking for a used 690 of the current model and I know there are some pretty simple and affordable auxiliary tanks out there. What to do…
We should all have such problems. Life is good.
See if you can get a decent test ride. I owned a 690, hated it, and sold it three months later. But of course many love them to bits. The guy I ride with has the 701 and loves swapping with me as he finds the DR650 so relaxing... Here's some food for thought: ua-cam.com/video/z_MdmqNQslw/v-deo.html
This was both insightful and hilarious to read, made my day!!😂
Definitely great, simple, reliable machines. Cheers for the upload 😎👍
Our pleasure!
Great video! I once had a 2001 DR650 that I kept bone stock during the six years that I had it. I mistakingly gave it to my brother in 2008. If I was to purchase a new (or new to me) DR, I definitely would not do any mods to the exhaust or fueling. My only mods would be larger fuel tank (maybe), beefing up the suspension springs to handle a bit of luggage (definitely), and a new seat (most definitely.) I would probably do a few petty mods like replacing the mirrors with Double Takes, etc. I never have, and I never would ride the DR like a full-blown enduro bike. I wouldn't mind having an XR650L, but I have no experience with that bike to make and comments. Both bikes are still available here in the U.S., but their days are numbered. I am truly surprised that they are both still available here.
On the flip side, last March I purchased a new Kawasaki KLR650 non ABS. I have done some small mods like the skid plate, Thermobob, winshield bracket, luggage rack, and clutch switch by-pass, but that is as far as I'm going. The bike runs great stock, and the suspension is more than adequate.
bought myself a 2009 dr650 about 6 weeks ago. finally had the chance to take it on some rough fire trails and single track and holy it out performed my wr250 by 1000% i definitely thought the weight would make it limiting off road but i was so wrong. glides over everything and realistically isnt that hard to throw around. just takes some experience riding enduro. couldnt be more happy with it
Thanks for the laugh's, glad all the other Elite DR riders were busy.
I like to think I represent the low IQ, lack of personal hygiene, and poor riding skills associated with the typical DR owner, Wyatt.
A very good critique of the pros, cons, and possible add-ons for the DR 650. I subscribed and I liked.
Great video as always. It always makes me smile to watch you guys lofting big, effortless wheelies on your Bush Pigs…the kind of wheelies I struggle to manage on my 690 with nearly twice the power! Did somebody say ‘It’s not the bike, it’s the rider?’ 😂 Always worth watching.
What I find interesting is how hard it was to wheelie the 690 in the few months I owned one! It comes up easily of course, but hard to manage after that...
🇦🇺😎👍Hey mate you inspired me on your first video years ago. Honestly I’ve spent 10 k on my bad boy 🏁 and I’m going to keep going
10K?! I figure there's a 790 kit involved too? 😍
I got a 2021 over the summer. I'm still getting to know the bike. I like the old school simplicity.
Seat is really bad... 100 miles and my rear hurts. planning to do seat concepts upgrade -expensive
Front headlight is really bad but I don't want to do much night riding.
I am a big guy a little over 19 stones and the stock suspension seems fine to me.
Stock foot pegs are weird with the rubbery feel
Starter bearing has the "rooster sound" which is not good, I hope to upgrade that bearing.
As far as affordability, I wish people would stop saying "this is cheap" whether it's a candy bar, car or motorcycle....that will only encourage manufacturers to increase prices..
Thanks for this video, good content!
A shame about the lack of a bearing in the starter motor. When mine makes the sound I think I'll do the hole and self tapping screw so I can just squirt some WD40 down there annually.
A bit of moly grease will fix that mate , just don't grease the stata... 😊
Watched your channels for years mate, absolutely love your content and the way its delivered. Although i own a XR650 R and absolutely love it.. I rekon one test ride would convert the lot of you DR people 😉
For sure. If they still sold the XR650L here I'd drop the DR in a flash too. 😁
Great video with valid points Barry.
I think one could argue that Adeventure Bike Australia would be the Oz equivalent of Procycle here.
Regarding the suspension, I took the forks and rear shock out and shipped them off to Teknik in Sydney and told them what I used the bike for and they came back perfect. Apart from what you have already mentiond, l think a cheap option for Suzuki could be a taller 5th gear for hwy slab riding and a 250W alternator output.
I have done many small improvements to my 2012 dr 650. Aftermarket muffler,dynojet kit on stock carb,opened the top on airbox and k&n filter. Also 12 tooth front and 45 tooth rear sprockets, still cruises well on highway, but now has great power and torque even in high gear at lower engine rpm. Much more trail friendly, and still very streetable. Stock jetting was horrible. Had to downshift for any power,but it's a totally different bike now. Fuel mileage did drop a bit, but not terribly.
Good stuff!
Fun video! I like the old school Japanese enduro bikes. Way back when (late 80s) I had an '83 XL600 with similar vintage XR500 suspension under it. That bike was simply awesome. It did 5 gear wheelies and was good enough to ride off road. Was young back then of course and rode the XL everywhere. It was the right bike at the right time in life. I put 40K trouble free miles on my XL.
The XR650L somehow lost the plot in comparison - the older XL engine was just plain better - it had more power and revved quicker. I suppose that is due to emissions and can be fixed. I recall modding the"touch lever" on the XL's 2nd carb to open it much sooner, that increased it's brappability quite a bit! Naturally it had a Supertrapp on it with a pile of discs...
Currently on a PC6 with Rottweiler's map Yosh can equipped '23 Husky 701 Enduro. Ya, it cost a lot of money, but I'm having my late mid life crisis right on schedule, and that engine is amazing. Strong off the bottom, midrange is stout and it revs to the moon. The 690 platform is truly amazing once fueled properly and allowed to breathe, it just makes a load of power everywhere.
My old XL and the DR with their smooth easy power both have an endearing "just ride the shit out of me, it will be fine" quality to them. In contrast, the tuned 701 is just flat out thrilling power wise and if the rider doesn't respect it and instead "rides the shit out of it" while off road, especially with the traction control nanny turned off, it will most definitely not be fine 😆
I actually geared it up +1 / -1 (16/45) as the stock gearing felt too revvy and short after the fueling and exhaust mods, especially on the highway. The engine wants to pull a load, it reminds me of my 500cc two stroke desert bike, which also responded well to taller gearing. The somewhat ironic thing is per the Gearing Commander site, the taller gearing's 1st and 6th closely matches my old XL600's stock 1st and 5th. The XL always was good on the highway up to 75 or so.
There is a part of me that wants to build up a Bush Pig DR just for the Hell of it, as I like modding bikes, but my wife would kill me if I bought another MC.
Im getting close to 22,000 miles on my dr650 and it is showing no signs of being anywhere near tired. Still rides like a new one. It amazes me that most people are absolutely comfortable driving a car with 100,000 miles but somehow a motorcycle driveline with 10,000 miles is supposed to be wore out. Just because most people that get them dont ride them that much doesnt mean the bike isnt capable of it. Just my .02
With modern bikes becoming more powerful, revvyer, heavier, expensive, more specialized and less fixable the DR has shown how great simplicity, torque and light weight still works.
Folks might want to try lowering the DR. Makes it less of a tall pig, more of a fun dual sport.
Don't love what this does to the front suspension, and does feel weirdly low; but it's less demanding and more fun in the tight stuff. Would rank it higher than a tall DRZ in tight technical riding. Also feels better on pavement when low.
You can preview low pretty easily: change shock bolt position, and slide forks up. (Forks can go higher than safe height if you're just taking it easy; but note that factory lowering front seems to affect the shock performance, so preview won't be fully accurate -- might even want to skip factory lowering the front if the street handling doesn't bother you. Bothered me, really like it on street now.)
I use it mostly for dirt.
After 7 seasons on a quite moded DR650, I'd say the weight isn't so bad when compared with the present choice - new KLR, 690 and others. With a titanium muffler and a lithium battery it feels very nimble on pavement and easy unpaved roads, which I like the most. Secondary gearing 14/43 makes for a good acceleration. I bought the bike from a pro rider, who had installed the TM40, WP Extreme forks and an Ohlins rear unit. I biggest qualm is the fuel consumption, but I've managed to adapt to it with careful planning of routes. Just love my bike, and I'm worried what to ride next, if the gearbox blows up.
I love the old school nature of the DR650 but wouldn't mind if they added fuel injection. It would be way less thirsty and also it would probably meet emission standards and be allowed back here for sale (it would also need ABS to mee the rules).
i miss my old dr650 but i dont miss that weight
Great video, Barry! I've long considered the Bush Pig and may still end up with one for a cross country trip I want to do across part of the US, rather than shipping my T7 down there ($2,000) from Alaska! Always appreciate your rider-perspective input! Cheers!
Tough choice, Allen. The T7 will be way nicer on the highway. But if there's a fair bit of rough terrain...
Yeah, it's mostly off-highway but you do have to use the tarmac a bit to connect the pieces! Thanks for your input, and ride safe!@@crosstrainingadventure
Very nice of Cleveland Brown to take the time to do this video.
No no no noooooooooooooooooooo. 😁
I've had most of the big Japanese singles, and the BMW 650 Dakar too. I had me a DR650 that I modded a bit. Some of the mods were expensive and to me useless - the pumper carb. Suspension mods - fork brace and stiffer springs were the best mods.
In the end the bike was just too heavy for my desert dualsport - I'd dump it at least 2 times in every ride. I got a WRR which did the highway OK and was far easier to ride offroad.
The stock 35 HP DR engine is merely OK for mountain highway pleasure riding. A jerk in a Miata can easily block you from (safely) passing, whereas on my Duke 690 I probably wouldn't even be aware he was trying to block. I do think about street tracking a DR650 - I've a friend that is a good suspension guy. Then maybe a intermediate big bore kit looking for another 10HP and beefing up the bottom of the range a bit. I envision a bit more dirt traction than a Supermoto, and a lower but still plush controlled twisty road ride, with maybe enough pop to dispatch most cars I come up on. BTW, the Duke was a good bike, but it was dismal on even smooth dirt roads.
Great video, well-timed fart, lmao, thanks for the chuckle! Cheers, Ronny
Very interesting questions and answers.
Great and accurate summary of the DR650. I had a 2017 which I added all sorts of bling to it was a great bike which I really liked I only sold it because I changed jobs and wanted a bike to commute into the city (Perth) along the freeway and park in public car parks I was worried that because it looked like a trail bike it would get stolen. I bought a Vstrom 650. I have now sold that and bought a CRF 300 Rally to replace the DR I bought it instead of another DR only because of the weight I am 64 and not very confident off road and if I am by myself struggled a bit picking up the DR. The main thing that I didn’t like about the DR was riding it for long distances on main roads at 110kmh the bike did it no problem but I found it quite tiring. The CRF300 has less power but I s a smoother engine and seems to have similar top speed with stock gearing I still don’t enjoy that side of riding but it’s all a compromise. I would highly recommend the DR650 to anyone as well as the CRF300 Rally they both need suspension upgrades and seats and possibly an exhaust to reduce weight a bit. The advantage of the CRF is a lighter bike better fuel economy so you don’t have to carry as much fuel which is more weight, longer service intervals and smoother engine and a six speed gearbox. Disadvantages are fuel injection which is harder to fix in the middle of nowhere and more to go wrong although being a Honda hopefully won’t be a problem.
I have a 2017 Ktm 690 and it’s been a fantastic bike for me. Great fun both on and off-road and very reliable with routine maintenance. After years of owning this bike I still get a grin every time I throw a leg over it.
I'd have to say the only thing that could be an improvement would be just one more gear, but I have a feeling if they did that the transmission would wind up being weaker or have problems. Lots of people keep trying to say fuel injection but that's such a horrible idea in my opinion. You make farts about that all you want, but as long as you keep up on maintenance your carb will get just as good of mileage as a fuel injection system without the issues of having to have sensors all over the place!
Submitted by a university lecturer, or from my end:
_ADV or Dual Sport: call it anything you want. It's an arbitrary model with a label to differentiate from everything else. Both of them came from their Scrambler fore father, and each was purposely built for either hauling (coughcoughObsesecough) or lightweight handling.
DR650 a dual sport due to legalities (light, horn and license plate), and ADV if you want to haul. Suzuki still calls their DR650 a dual sport, so I stick with that.
_Death of Aussie DR: nonsense. Biased is to limit our view in one geographically related area.
DR is all over the world, and there's always a community catering its holiness. Ask the 4 Samurai for their carbureted lineups in any country (saved for EU and Aussie, and...for now), and you can still buy them today, until they've decided to kill their carbies for good.
_Will the DR be a classic? Not really.
It's been long exempted, especially among the Big 4 like XR650L or TW200, to monetize on them in other countries where EPA doesn't exist, or at least where they can still pass emission test, usually EUR3 or 4. To wherever EURO5 is implemented, coughcoughEUcough, don't bother.
Our generation can still get them old or new, or - again - until them biggies change their minds. Live long enough to see, don't make your damn hypothesis and stick with it!
_Hots and Sucks?
Hots: it's an easy bike to wrench, do maintenance and customize to your liking.
Cons: wrenching.
_Engine (tune kit?) and suspension?
The latter is up to you. Bigger body = more mass. Better suspension can help with fitting if anything else, and to a major degree when going off road.
Tune up is quite popular, and again easy to do so for a carb. I recommend Dyno stg1 Jet kit and mod the airbox (door, don't drill the damn box!), then aftermarket exhaust. I prefer my DR stock.
I'm also putting an extra: big bore kit, but it's a bit hard to recommend. If you really want to go that far, the last of DR BIG (775cc, I recalled) was literally Suzuki played God by offering their OEM "big bore" over the 750, and it's just more maintenance to keep it working. The payback is worth it, until electric power train ones up that game for almost the same price of a new DR650. Make your choice.
_Longest trip and Luggage preferences: who cares. OG KX lived for almost 120,000km of its life. Do maintenance and you will see more millage around.
Adding luggage is up to you. We ain't steering "close" to an ADV, it's just adding some commodities on two wheels. Make the best of it.
_Enough power for the road? STFU.
_What would Suzuki change? Check the 3rd answer again.
Damn... I need that tank at min. 7:30 for my XR 650 R. I only have the 24l acerbis like some normie... I have seen (less exaggerated) pictures, of this rally tank that goes all the way down like on a Dakar bike, before but could find information on the manufacturer or anything at all...
Great video, a bike that is simple seems to get some discrimination! Though when you're fellow riders experience issues with there fuel pumps, blocked injector, filter or electrical problems you learn to respect the simplicity of these bikes!
Just get rid of that CV carb and replace with a pumper carburetor and throw on decent suspension and all is good!
Amen
Yes , But be prepared to lose 15 to 20 mpg (23km/L down to 17-19km/L) those pumpers will wheel but suck economy..
@@gramcameron4469 I have done 91,000kms on my stock CV Carburetor on my klx300 then fitted up a tm33 carburetor that has done a further 16,000kms, I spent some time dialling in the pumper carburetor and from my observation it only burns more fuel when being aggressive on the throttle but the power curve and responsiveness outways the downside to that from my experience!
There is a lot of variables to take into consideration when fitting up an aftermarket carburetor and if it's not properly tuned or the same size diameter/intake volume you can not really measure it correctly to the stock carburetor, the motive here is to obtain a better power curve/responsiveness not add more power by running richer or even in some cases altering the ignition timing!
@@danielryle5596 was referring to the dr650se bt40 stocky... those bt40 majic carb mods outlined by Barry & co in "Xtrain dr650 videos" are really good , dialed mine in easy, that idle mix screw is vital to get idle n low end ( not flame out) I tried bigger idle jet, NOPE, too big! wouldn't idle, didn't need choke, SO std #42 perfect... i think even with 50mm hole extra in airbox mod & twinair filter a #147 mainjet is probably optimum, my #150 is a tad rich.. optimize diaphragm pressure by correct size bypass holes in slide & slide spring length(correct preload) to ensure proper reponse speed off idle.. even with std pipe for civility popping is minimal with ground std needle length , the procycle kit one is shorter and they pop like crazy, the std needs to be ground to a thinner taper to the tip, from about 45mm from tip, hope that helps , mine runs like a dream, starts 1st touch when warm , 30 secs choke from cold, chuggs from low idle & no duuh's upon full throttle hit from idle, clean response, doesn't flood like pumpers either.. cheers👍
Good tips! I've always encouraged riders to try the 'BST magic' mods first as it's pretty hard to mess it up. But if you do, just get the jetting kit instead. And try this before spending big cash on pumper carbs... I've had a DR650 with one of these and seriously I couldn't really pick that much difference other than a bit more response due to fuel being pumped in.
After having some classic carb bikes, never again will I buy a carb bike. Never had any issue with fuel injection
Ove been scrawny my whole life kick with both feet when i was a kid 13 yo had a xt660 and kdx250 and yz250 currently have klr650 klx650 built up a bit and have had several fzr600s turnt dirtbike I love heavy durable tanks un less I'm for sure going sky ward thats what i have yz250s and ttr250 for
The DR 650 just arrive to Argentina Market this year (2023-24)
Still in Canada/US, New Zealand, Saudi Arabia, United Arab Emirates, Lebanon, Bahrain, ...
Unfortunately I think it was canned in New Zealand the same time as Australia. 😢
@@crosstrainingadventure oops, I didn't use Suzuki Global for that one. I'm starting on Africa and ,so far, I see Gabon has it.
... Kenya , Mauritius, Nigeria, Tunisia, Congo, Cote D'ivoire, Democratic Republic of the Congo,
I'm surprised it shows up in Europe - Iceland!
Ireland,
Ill say this, at one point and time i had up to 7 motorcycles. I was addicted.
Fast forward some years, and every bike is gone except my dr650. I dont see myself ever getting rid of it, its just way to useful for everything i do.
Whether its riding single track, taking a lady for a spin, grabbing a sandwich from the local pub, or using it to ferry my kayak.
Its essentially the equivalent in the motorcycle world, as a hilux is to the 4x4 community.
The absolute only complaint ive ever heard anyone day about the dr is its wieght. Thats ok though, skinny girls are fun, but big girls throw down😊.
Good summary 😎👍
I have 7000 miles on my dr and zero complaints,
I'm selling my crf250l and going to a DR650 for one main reason, more mechanical. I think fuel injection would ruin a bike like this. Less electronics is what I've been striving for in all vehicles to keep longevity and reliability.
Interesting to hear, I am in a similar situation. Did you end up making the switch and if so how are you finding the change from your CRF 250L?
@@mjfalcon007 I did make the switch, i got a 2014 dr650 with about 9200kms on the odo.
Expect the noticeable drop in mpg but its still in the 50mpg area. The suspension being softer does make it feel much heavier then the 40lbs increase in weight as it feels more sluggish when making tight turns, etc but i did adjust the rear stock shock which helped a bit, unsure what ill do about the front tho (dont have the budget to spend atm).
The horsepower is so much better and doing highway speeds is much easier to do (i did feel a small speed wobble begin on one trip but im also running a knobby desert tire on the front). The thing starts better than my fuel injected 250L and if anything goes wrong i can fix the carb myself. Also has no emissions crap on it being a 2014 canadian model.
Expect a down grade in the suspension between the models, but man i do enjoy this thing. With my experience now im glad i made the change, but if you plan to stick around 80kmh and off highways id stay on the 250L.
The perfect outro...
Hey mate, Im looking at getting a DRZ400, why do you prefer the 650?
See our DRZ400 v DR650 vid
@@crosstrainingadventure I already have, but I just watched it again. You didn't give your verdict? Between the extra weight and terrible front suspension I cant see why the 650 would be a better choice. Maybe highway riding? But at that point would I be better going a 690 ktm/husky?
I never give a verdict as I never think a certain bike 'wins'... it might just be more suitable for some.
Imagine if Rally RAID embraced the DR like they did the Tenere and the CB500x and what sort of a DR we could have if they did
😍
good bike all round mate
Stumbled on a 350, bought a 200 for my wife, working on the wording to make buying a 650 make sense to others
I have a bored out 350. Has plenty of power. Also it being a 6 speed is a nice feature that the 650, 200, or the 400 dont have. Gives alot more options for gearing making it more versatile.
If the world went into financial crisis & could only make 2 motorcycles: 1 is the PW50, the other is the DR650.
You can adv, single track, tour, commute, motard, road track, custom, big bore. It does nothing great but can do everything okay.
If you had to pick one bike for the world it's hard to go past the TVS125 or Chinese equivalent. Cheap, all-terrain, carries a family of four plus a bag of rice, and when the mud gets too deep you can carry it.
I'd love to come over and do that epic 9 day route. Would you consider hosting the ride? I wouldn't mind paying something for it.
Unfortunately all the legalities and requirements for something like that are crazy nowadays. 😢
DR650 ftw
Cool video. For solo on and off road as a 55 yo rider, I’m pretty happy with my 2018 DR650 after an IMS tank, Renthal 0809 High bars, Barrett and B&B racks, Pro-cycle Seat, Heidenau K60 Scout tyres and LED spot light were installed. The rest stock.
I find the DR a satisfactory compromise. However, being 5’9”, the DR is slightly heavy and geared too high for tight tracks and buzzy at high speeds. A sixth gear would be an improvement.
I use a fake AirHawk air cushion over the seat for distance with better vibration dampening. But what matters most is that she’s reliable, low cost, simple to maintain and gets me home!
Great to hear, Craig. So you don't mind the stock suspension?
I agree the suspension is soft and I’ve bottomed the rear a few times.. Most riding these days is on fire trails, dirt and bitumen roads as part of longer distance adventure riding, exploring and camping. Going solo, Im taking it easier so I don’t become a 4WD hood ornament and remain intact to enjoy and ride another day. As you mentioned, I’ve learnt to adapt to the bike and modified to better suit myself and the riding I’ve chosen to do. The suspension stock is adequate for my chosen purposes. Thanks for all the fun and informative videos. I’ve followed a lot of your advice for a better and more enjoyable DR650 which I’ll keep forever!
Not a cheap bike in the states. By the time you put on a larger tank, better seat, improved suspension, wind protection, etc. You could have bought a T7. Poor fuel economy too.
Yep, very easy to overspend. I always suggest looking at the free tips, used parts, or just buy a DR already kitted out.
the 100ish lbs less weight and ability to drop it over and over with no damage make it a much much better offroad bike than the T7 for most riders. The T7 is far too heavy and fragile unless you add even more weight in protection. 52+ MPG consistently with a TM40 while eating through back tires is not what I would call "poor fuel economy".
@@tarjas , no one I know gets better than the low 40s for mileage. That is the one major disappointment and reason most replace the fuel tank. I will not argue the dropping part. I was just looking at value. If I were doing single track I would take the DRZ400 over the DR650.
Plus, is it really 100 lbs less once you make all the mods and carry the extra fuel?
I get 23km/L outa my dr650 w/ modded std b40 carb, 150jet, idle jet adjuster, & slide mods w/ ground needle..+ a delkevic pipe..stock std tune gave me 20-22km/L , mods give monstrous boost in torque but not much more power, car by idle jet mod fixes start issues n a low idle spd..
I think DR's fall into the "really great all-rounder category", until you ride something a bit more modern....On a ride a little while ago now, I'm on my WR250R, mate is on his DR. He manages to ride through a 4WD wheel rut, and badly twisted his ankle. After a few painkillers, we end up swapping bikes as I thought the going was a bit tough and it might be easier for him on my bike. When we get back to camp, he's raving about how light and easy the WR was to ride, I'm thinking his DR was bloody dreadful, like a tractor or something. I have an EXC500 now as well, and it's obviously a whole different bike again to the WR. I can see why people like DR's, but the weight and all round clunkiness aren't for me. Great dirt road bike, that's about all.
Weight definitely makes a difference in the snotty stuff, David. I've been tossing around the idea of adventurising a 500EXCF. But I know I won't enjoy the long stretches of road getting out to where the dirt roads and tracks start. It's always that compromise, hey?
Just bought our 2nd '98 DR650 in south africa used with 50 000 km ... had full service on purchase, put about 5000km on her and bike died offroad spontaneously... 3rd gear disintegrated and took out everything in its path ...will cost more to repair than purchase price ... very disappointed after doing all the research to choose her ... apparently 1 of only 3 in our country thats completely destroyed itself😢
A real shame, Gareth. It does happen in a very small number of cases. The only good news is you can recoup a lot of your money parting it out.... assuming the DR is popular in South Africa?
Push pigs my dream bike I’m praying they don’t stop sending it to the US
one of the most simple- reliable bikes on the market- change oil evry 5-10tkms- control valves evr. 20tkms and go !! ;-)
Buying a DR as I don’t like the jerky fueling of the fuel injected bikes.
Same here. Although you can soften it a lot with a G2 Throttle Tamer. ua-cam.com/video/2riaHDHMX0Q/v-deo.html
The DR4 the 650 but i still reckon the XR400R ,no rad ,no battery, just carry sprockets
Another great bushpig vid. And yet I still dont know if you run the standard 15-42 gearing. Are you? Have I missed that info in all the vids ?
I've always run stock gearing.
Just goes to show. It's thhe rider not th ebike.@@crosstrainingadventure
I want to know where all the weight difference is, and why, between the DR650 and the euro 500's. I can understand a need for some of it, but 100+ lbs seems ridiculous.
Much bigger oil capacity, steel subframe, much beefier engine/gearbox to last way longer, cush drive hub, pillion pegs, less alloy used which keeps the cost down, the list goes on. Remember even a KTM 690 is only a few kg lighter than a DR650 for similar reasons.
Do you think my 22 yz250x a two stroke woods bike,could make a 18 hour Michigan backcountry ride ? Wanna make the ride but don’t wanna blow my Yz up?
I can't think of any reason why it would blow up
It's a great bike for a big rider. I'm a small bloke so I prefer a lighter, smaller bike.
With these sorts of bikes I think it's important to understand the bike you rode off the lot is the bike it'll always be. Some excellent improvements can be made to suspension valving, and aftermarket tripleclamps and footpeg mounting brackets can improve ergonomics. On the other hand, a lot of the bolt on accessories and power mods that DR riders tend to obsess over just make the bike heavier and less reliable. You can't turn it into a KTM EXC or a Tenere no matter how much you fire the parts cannon.
100%. I think you need to appreciate the old school nature of the bike and you won't get more than 40hp out of it without spending lots of cash.
Would it be wise to install a Makuni tu42 carb because I just had mine arrive in the mail from Queensland. I feel this will increase power however lower reliability in the long term... please respond. I'm not big on maintenance. I just want mine as a boring commuter bike.
i dont recall my 486 farted that well, also its funny combination "mileage of 28000 kilometers"
Can’t buy them in the uk . Most of the old versions have had a hard life .
Get a CCM 644. same engine and way better suspension
what's the fuel range in kilometers for stock, if i was doing 50/50 dirt and road?
A lot of variables but usually around 20km/l for dual sport riding.
I have a love/hate relationship with my DR. Cheap, simple, and with mods, close to my unicorn adv. But... I jumped ship after being stranded outback the second time in three trips. 🤷🏼♂️ One owner, fully serviced. That said, I recognise that most DRs are reliable, and I was unlucky.
Cons? They don't have much power, have poor fuel economy when loaded, brakes are meh, they're very agricultural, suspension is rubbish, seat is crap, headlight sucks. Could be lighter. I can't wheelie them (yeah, definitely the bike) 😂 Owner groups can be disturbingly cultish. DRs are good, potentially really good, but so are other bikes and brands. 🤷🏼♂️
Pros? Cheap. Simple. So many accessories, go anywhere, most issues can be fixed with $$, potentially one of the best all round adv bikes, probably are the Hilux of bikes, a good one is fantastic, usually reliable. Not too heavy. Can be fixed in the field. Will go all day at 110km/h across most surfaces. Not as likely to get speeding tickets (but still quite possible).
Bummer about the three breakdowns. Was the old CV carb playing up?
Why does everybody consider fuel injection an improvement? It's not an improvement, it's a point of failure. It's fine for a street bike where a tow truck can easily get to you if some part of the system fails, but on a bike you intend to get remote with it's absolutely not something you want at all.
I'm all for carbs too. But FI has advantages, mainly to do with better economy and/or performance depending on the tuning, and adjusting for altitude changes. Important for some riders I guess.
@@crosstrainingadventure I don't doubt that, but when we are talking remote motorcycle use you will be more interested in simplicity and repairability than economy and performance.
Who farted first, 44teeth or CrossTrainingAdv?
Fuel injected motorcycles SUCK. I own both, and the EFI bike is my worst nightmare. My old bikes always crank, and always start (sometimes after a bunch of cranking). The best part is that I don't have to spend $500 on a fuel pump every 10k miles.
6:40 any chance you can share that route?
We put them all up on Trans Australia Trails.
@@crosstrainingadventure Cool I will check it out!! Thanks for posting.
Who do DR650 riders use for suspension now James has disappeared...ffrc was the go to
Not sure who the best mob would be now... FFRC has a completely new crew who have experience with road suspension but are trying to learn the offroad suspension game quickly.
It’s more like a versatile dinosaur!
Hey,
Where's the youtube button where one can send money instantly?
Please enable them on your videos. ❤
I'm not a real fan of that button, Sorin. It feels like it could be taking advantage of impulsive spenders? So I just have a supporters link on the website where incredibly wealthy UA-cam viewers can throw bucketloads of cash at me. 😗 And get a pile of supporter vids (althogh they are enduro vids, no adventure riding).
@@crosstrainingadventure yes, yeees I am an impulsive spender! But impulsive spenders know what they are doing. 😅
I've missed your vids. Sorry, I've been spending too much time in my bush pig. It's your fault though. ❤
Great to hear! Doing a pile of mods? Or does it already have them done?
@@crosstrainingadventure I bought it used with most of the basic mods don't. The air box was way over cut, but it came with the lower sergeant seat tusk rack and bash guard, weird round mirrors, center stand, and case protectors. I put on one inch risers, new bars, lowered peg mounts, the cyclops headlight you recommended on one of your vids, DRZ front fender and tail light, and new tusk off-road tires, then removed the luggage rack and center stand. Also tried out the cyclops signals, ripped two of them off bonzing through desert brush and switched to some mini blinkers that are protected by the passenger grab bars and tusk bash guards with blinkers. Next on the list will be tinkering with the suspension, that squishy soft suspension is hard to get any lift trying to jump where my son's dirt bike let's me launch.
@@crosstrainingadventure it was a rare find IMO. A 2020 with 500 reported miles on it, I'm pretty sure the first owner dumped it somehow and I lucked out!
😁👍
I did a well timed fart once while overtaking. Unfortunately, I got far more than I bargained for :P
The older guys I ride with gave me some great advice when I turned 40 last year... Never trust a fart, pass a bathroom, or waste a boner.
😂
it is a cheap heavy dinosaur that give you very few problems and will bring you back when out exploring where you should not have even gone.
farting very funny !😂
My purple anodized cam chain tensioner lightened the weight by 0.6 mg so a 0.001 hp gain and the chromoly grease nipples are galvanically corrosion resistant stop #blinghate
If only it was a twin cylinder... then we could double the performance gains with TWO purple anodized cam chain tensioners. 😎👍
I’ve owned 3 of them, including a 790 conversion which provides the sort of power you need for the open road. As for a Suzuki successor, it won’t happen. For that matter, forget about Japan and look to China. The DR had the worst suspension of any modern dirt bike. Life threatening at speed even with moderate bumps.
Crazy bad suspension stock!
Bonus farts are the best....... and unexpected temporary reprieve from adulthood
😂
Suzuki doesn’t need fuel injection, buy honda if you need it
Why the generic computer voice? We listen to hear your quaint Aussie accent.
Welcome to the channel, it's part of the quirk and charm of the channel.