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The Kawasaki and the Suzuki are the same bike, I believe. I know that the 400 is the same bike whether badged as Suzi or Kawi.

They are both considered a bit more bulletproof than the Honda, although it has its fans as well.

dougie wrote:Curious as to why the Suzuki, as opposed to the Honda Or Kawasaki.

The KLR is water cooled, shim valve adjustment, and is considerably heavier. Also doesn't have a "J" as the first letter on its vin.

I don't like Honda engineering. They always seem to have some weak spot in their designs. I've know a few guys with the XRs that have had some kind major engine failure. The XR only carries 10 liters of fuel . Also the DR is just a better fit for me, even though the DR has a built in lowering kit, I can get my feet on the ground without it, the Honda is a lot taller. The Honda is more of a dirt bike, but I ride long distances on road to get to off road riding areas. The DR is a better road bike with better road feel and handling.

I've done a lot of reading about the DR650, and they seem to be as reliable as you can get. Problems are well documented and easily prevented. For an example the upper rear chain roller, in rare instances, can get ripped off the frame when the suspension is in full extension, the fix is to remove it, as it isn't needed.

As always, it's a compromise. I had a look at the BMW Serato but it is just way to heavy and complicated for what I'm looking for. I would have liked the accessory options through BMW and the fantastic alternator output.

Last year I test rode a DR and a second hand BMW Cross Country on the same day, one after another at the same shop. I'd take the BMW in a flash and should have but was feelng dubious about owning 2 bikes at the same time.

The CrossCountry wouldn't suit you though ZM, it has fuel injection but that aside it was a beauty, the finish and feel made the DR feel positively agricultural by comparison..... but it has an excellent reputation for durability and reliability . Well done.

Zombie Master wrote:

dougie wrote:Curious as to why the Suzuki, as opposed to the Honda Or Kawasaki.

The KLR is water cooled, shim valve adjustment, and is considerably heavier. Also doesn't have a "J" as the first letter on its vin.

I don't like Honda engineering. They always seem to have some weak spot in their designs. I've know a few guys with the XRs that have had some kind major engine failure. The XR only carries 10 liters of fuel . Also the DR is just a better fit for me, even though the DR has a built in lowering kit, I can get my feet on the ground without it, the Honda is a lot taller. The Honda is more of a dirt bike, but I ride long distances on road to get to off road riding areas. The DR is a better road bike with better road feel and handling.

I've done a lot of reading about the DR650, and they seem to be as reliable as you can get. Problems are well documented and easily prevented. For an example the upper rear chain roller, in rare instances, can get ripped off the frame when the suspension is in full extension, the fix is to remove it, as it isn't needed.

As always, it's a compromise. I had a look at the BMW Serato but it is just way to heavy and complicated for what I'm looking for. I would have liked the accessory options through BMW and the fantastic alternator output.

There is something great about being able to do anything required to your bike. That's one of the charms of airheads, and bikes that have only one of everything. I like carbs. They are not as exact as FI, bit I can deal with them my self. Computer chips - not so much.

dougie wrote:
There is something great about being able to do anything required to your bike. That's one of the charms of airheads, and bikes that have only one of everything. I like carbs. They are not as exact as FI, bit I can deal with them my self. Computer chips - not so much.

I've fixed carbs with silicone, epoxy, fishing line, drill bits, electrical wire, pliers, cardboard, duct tape, compressed air, and condoms. Never have gotten any of those to fix F.I.

'Course, I've hardly ever had it fail either....

ZM, did you consider the DR400? I know it's more expensive, but the savings from annual registration would repay that after a few years. (Where ZM and I live, basic motorcycle insurance is based on engine size, so staying under 401cc saves you a couple of hundred bucks a year.)

The 400 is another 35 lbs lighter and has been around a while and has a pretty good rep. I don't know how the valves are adjusted though. Shim/buckets should not be feared, they are usually not that hard to do and the service intervals are a lot longer than jam nuts . That being said, jam nut valves where a big feature to me when I bought my Honda Civic NC700.

Garnet wrote:ZM, did you consider the DR400? I know it's more expensive, but the savings from annual registration would repay that after a few years. (Where ZM and I live, basic motorcycle insurance is based on engine size, so staying under 401cc saves you a couple of hundred bucks a year.)

The 400 is another 35 lbs lighter and has been around a while and has a pretty good rep. I don't know how the valves are adjusted though. Shim/buckets should not be feared, they are usually not that hard to do and the service intervals are a lot longer than jam nuts . That being said, jam nut valves where a big feature to me when I bought my Honda Civic NC700.

I looked at the DR400Z. It is a dirt bike with lights. Nice machine, but on longer rides the 650 would have a much more mellow cadence and be comfortable. Weight is the same, water is heavy, and requires a pump and rad. And again removing cams to do a valve adjustment is a pain in the ass. I can do a major service to my Yamaha in under two hours, the Suzuki is much the same, except it requires valve inspection half as often. Another nice feature is the oil level inspection window. All bikes should have this feature IMO.

The insurance discount would be nice, but the lower cost of the bike will pay for years in insurance costs based on covering the difference in rate categories based on British Columbia engine dispacement. The bigger engine is more enjoyable to use. I live in a place where there are no straight roads, rough pavement and logging roads. A bike like the DR650 is ideal for these roads, paved and unpaved.

When it comes to city riding, a dual sport is simply superior IMO. I just read an article in one of the major US motorcycle mags on affordable bikes, and it mentioned one of the pros for the DR650 as being a better adventure bike than so called "actual adventure bikes." The one negative for the DR is the lack of grease fittings like my old Yamaha had....NFG

Best bike I ever owned:

I have a DR400, and ZM is right: it's a dirt bike with lights. The 650 is a lightweight adventure bike. They're very different. The water-cooling does not make it as heavy as the 650 though, but then I have a DR Z400E - the one originally designed to be dirt only. Even with lights installed, it's much lighter.

Zombie Master wrote:Another nice feature is the oil level inspection window. All bikes should have this feature IMO.

I have always thought so too; then the sight-glass in my Oilhead popped out. It gave me a new perspective - especially on bikes intended to be used out in the middle of nowhere.

You may be able to install some grease fittings when you do your first service. I just had the suspension linkage off the back of my Honda for lubing and inspection. It would be very easy to install three fittings and I will be ready to do it next time.

Major Softie wrote:RE: F.I.

'Course, I've hardly ever had it fail either....

Me neither - well never actually. Are we talking F.I. or E. I. In either case - I can't fix it, but I would rather have it then not.