Buying a used Suzuki DR650SE

Suzuki’s DR650SE has often been likened to the two-wheel equivalent of a 40 Series Toyota Land Cruiser – with good reason. Like the four-wheeler, it’s tough, can be repaired by anyone with reasonable mechanical knowledge, and will go almost anywhere there’s a halfway-useable track.

The series history harks back to the DR500 air-cooled trail bike from 1981 – regarded as the marque’s first big-bore four-stroke single. That evolved into the DR600 of 1985, which adopted a monoshock rear instead of the previous twin units.

In 1991, we were presented with the first DR650. Despite the march of technology and changing customer tastes, and a significant jump in engine capacity, the big single was still kick-start only. Worse, it had a reputation for being finicky to get going – particularly if the engine was hot – and was perfectly capable of kicking back at the hapless rider.

For fans of the obscure, Suzuki very briefly (in 1991) made available two additional variants: the kickstart-only DR650RS and the electric-start DR650ES. Both featured frame-mounted half fairings, similar in style to those offered on the competing Honda NX650 Dominator. Neither was officially imported into Australia by Suzuki, though the odd grey import may be floating around.

Move on to 1996, and we were finally presented with a new electric-start version: the DR650SE. Sales climbed substantially, and the bike gained favour as a light adventure tourer. This was helped by the fact it was also learner-legal in several states as the Learner Approved Motorcycle Scheme (LAMS) was adopted around the country.

Sadly, the model was discontinued in Australia in late 2021, as there was no ABS variant available. It remains on sale in other parts of the world.

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The move from the DR650 to the SE version involved far more than just the addition of an electric start. Suzuki took the opportunity to rework the frame, suspension, and engine.

In the case of the latter, compression dropped slightly from 9.7:1 to 9.5:1, and capacity rose marginally from 640cc to 644cc. Maximum power remained unchanged at 32kW at 6400rpm (previously 6700rpm), while claimed maximum torque was 54Nm at 4600rpm (previously 5000rpm).

The basic architecture of the powerplant is an air-cooled SOHC four-valve single, backed by a wet multi-plate clutch and five-speed transmission. Final drive is, of course, by chain.

Clearly, the factory was aiming for a machine that pulled earlier and more easily, rather than chasing top-end performance.

Suspension spec was fairly basic: conventional forks with no adjustment up front, plus a rear monoshock with preload and compression damping adjustment.

Related: Iconic Suzuki DR650SE to be killed off as mandatory ABS rules ramp-up

Braking was by a single 280mm disc on the front, plus a 230mm item on the rear, with both running two-piston calipers.

Wheel sizes were chosen with some dirt work in mind – namely a 21-inch front hoop running a 90/90 dual-purpose tyre, and a 17-inch rim out back with 120/90 rubber.

You got a 13-litre fuel tank as standard – a just-adequate size that made large touring tanks a popular accessory for adventure riders. Standard seat height was listed at a tallish 885mm, though Suzuki offered a kit that dropped it by 30mm.

For DR fans, the ultimate ‘get’ would be the Tanami Edition, introduced in 2019 for the 2020 model year. It featured desirable additions such as an Acerbis 20-litre fuel tank, aluminium bash plate, Barkbuster hand guards, and Pirelli MT21 tyres. Claiming $1200 worth of dealer-fitted upgrades, it was sold for what seemed like a bargain ride-away price of $9490.

What you see with the DR650SE is very much what you get. It’s a bare-bones motorcycle with, for example, just one instrument – a speedo. The fact that it’s powered by an ‘old-school’ air-cooled engine tuned for low and mid-range torque means it’s no rocket ship.

You get a reasonable amount of engine noise, though the muffler is quiet, and there’s a little vibration at certain rev/throttle combinations. That said, it’s not unpleasant – just not as refined as a later liquid-cooled engine.

It will handle proper highway speeds all day, every day, without stress, and gets about quickly enough to keep the rider engaged. Throttle response is good, thanks to the Mikuni BST40 carburettor. Meanwhile, the clutch feel is light and easily modulated, and the brakes perform adequately.

The suspension, when new, tended to be a little stiff, softening as the bike aged. Overall, handling and steering are predictable and benign in almost any environment. There is enough range in the rear suspension adjustment to noticeably affect the bike’s behaviour.

In any case, you have substantial travel at both ends, which means you may need to get used to a slightly ‘floaty’ ride and deep front-end dive under brakes.

A let-down is the stock seat, which can feel narrow and hard if you're contemplating long distances. There are aftermarket options available – often at considerable expense – but a simple sheepskin, Airhawk, or similar will suffice for most. Alternatively, a motor trimmer could rework the padding.

It has a lot going for it as a solo adventure tourer. Reliable, mechanically simple, and cheap to run, it’s also far lighter than the giant twins at the glamour end of the market. Plus, a spill is very unlikely to cost you a fortune in repairs.

This is one of those bikes that is truly owner-serviceable, given some basic mechanical knowledge – or a willingness to learn.

The essentials include fresh engine oil every 6000km, and a new oil filter every 12,000km. You can lower those numbers if you want to play it safe.

Valve clearances are due every 12,000km after the initial run-in and are adjusted via screw and locknut.

Overall, these things are bulletproof and easy to live with. One thing that sometimes vexes owners is a mysterious rattle from underneath when riding in certain conditions. This is often misdiagnosed as a camchain issue or something more serious. Most often, it’s simply the drive chain rollers or guides rattling as they wear. Check those before assuming the worst.

Suzuki DR650SEs are in plentiful supply, and one of your first decisions may be whether you want a stock example or something with many of the common modifications already done.

Popular upgrades include large fuel tanks (such as Safari’s 30-litre unit), hand guards, sump guards, and various racks for soft luggage.

With the exception of the Tanami Edition, the DR remained largely unchanged over its 1996–2022 model life in Australia. Around $4000 will get you something workable, while $10k will score an excellent example.

Condition, rather than year model, should be your main focus with a DR650SE if you’re planning to use it regularly. Note that the SE designation is important, as earlier DR650s are a very different animal.

Any modifications should be quality brand-name gear and suited to your intended use.

If there’s an aftermarket exhaust, ask for the stock unit as well. Increasingly tough noise enforcement may become an issue – particularly when it comes to getting a roadworthy certificate.

Check the condition of the chain, sprockets, and tyres – these can add up quickly. You’re also looking for suspension that compresses without complaint, and has no leaks.

Finally, ask for evidence that the bike has been serviced.

These are about as close as you’ll get to bulletproof – so long as you get a healthy example. Good luck with the search!