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gotdurt
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Now that I've owned both and have put a significant amount of miles on each...
I was recently asked on an old thread that I started back (when I purchased my DR650SE) why I said that if I had to do it all over again, I'd go back to the XR650L... Keep in mind that the big DR isn't a bad bike; I do like it and as I mentioned in the thread, I don't plan to change bikes until the DR quits for good... by then maybe there will be an entirely different option.
The thread:
http://www.twtex.com/forums/showthread.php?t=4320
I though it might be helpful to many if I posted my response here:
There are several reasons:
1) The XR is just a better dirt bike (and better all-around bike if you have the inseam).
2) The XR suspension, while not flawless itself, blows the DR away, and is more adjustable too. The DR is way under damped in both compression and rebound and can be quite a handfull when terrain gets active, and you can forget about whoops - slow down! The XR is also more controlled on the street. There's also MUCH more available to make the XR's supension better; very limited options for the DR.
3) The belly of the DR is looow... that coupled with a waaay so soft supension, means the skid plate contacts everything in it's path; a rare occurrence on the 4" higher and much firmer XR. I could also take drops as much as 6' on the XR, barely blowing through the stroke or the upseting the chassis; I can't hop a large curb on the DR without bottoming out and things getting squirelly. Granted, I do have a few more pounds on me now...
4) The DR has a noisey motor compared to the XR. Not a big deal, but it does concern me some times.
5) No matter what the "numbers" say, the XR has much more usable power, feels faster, and the motor torques off the bottom much easier (with same gearing compared). I could ride the XR at low rpms in any terrain, and always had control. I find myself frantically downshifting on the DR searching for higher rpms, which usually means it's too late. I like to have really low end torque at low rpm for technical trails. I still have the NX, which has the same motor as the XRL, and even with the exhaust and jetting on the DR, the NX will walk away from it in a drag race.
6) One word: AFTERMARKET! It was never difficult to find anything I wanted for the XR, and with countless options, and nearly always in stock. This is especially true for performance goodies.
7) The DR has things like cush drive and rubber mounted pegs; not things I want on the trail, or even on the street for that matter (call me weird).
8) The XR has an 18" rear wheel! Sheesh, why do the others bother with 17"? It's really hard to get the tires I want in the sizes it want. Not to mention, my favorite all-around 50/50 tire, the IRC GP110, has a different section shape than the 18", slightly hurting it's street performance.
9) (added) The XR had convenient features such as an air box that could be opened with the twist of 2 clips on the side pannel (especially nice on the long trail trips), where as the DR requires removal of the side panel screws, then the airbox screws. The XR valves are easier to adjust, jets can be changed without removing the carb, and when the carb needs to be removed, it's not a difficult task, unlike the **** DR carb.
10) (added) Speaking of carbs... the DR is finicky and hard to get right (still haven't), doesn't work as well, and if you lay it over, you'd better plan on hanging out for a while, they are know for this too. While the XR still has a CV carb, at least it's easy to dial-in, and I never had any problems, eaven after laying it down, or on steep hills.
11) (added) Resale... DR's can be had cheap - but you won't get much for it when you sell it, and from what I've seen, you won't get your money back out of the mod's either. The opposite with the XRL; You might pay more for it, but you'll get the most out of it when it's time to sell. I bought my XRL in new condition with 700 miles on it for $3200 in '00. I rode it HARD in the AZ desert for 3 years, 12K miles, 95% off-road. It looked tired when I sold it (but still running GREAT); There wasn't a smooth piece of plastic on it, had a bent subframe that had been welded twice and gusseted, dempled and wavey supertrap exhaust, bent rear wheel (front rim/spokes were new
), the rear fender was stitched together with coat hanger wire, etc, worn and torn seat cover... I sold it to the first caller for $2100. That's $1100 for 12k miles of FUN.
Now, here's the thing; most of that doesn't matter to me anymore. I used the XR for a hard-core long distance desert bike, and rarely as a commuting bike - except for a 2 mile jaunt to the office.
Nowadays, I ride only occasionally off-road, and 75% of my riding is on my 40 mile round trip metro commute to work, 20% county roads, and about 5% playing elswhere. The DR is fine for most of that, especially the commuting thanks to the low seat height, although the XR will do the county road stuff just as well, if not better. Then there's that 5% where when I do it, I'd really like to have fun... and I could always lower the XR if needed...
The Cycle Trader photo of the XRL before I sold it:
The DR in a state similar to current:
I was recently asked on an old thread that I started back (when I purchased my DR650SE) why I said that if I had to do it all over again, I'd go back to the XR650L... Keep in mind that the big DR isn't a bad bike; I do like it and as I mentioned in the thread, I don't plan to change bikes until the DR quits for good... by then maybe there will be an entirely different option.
The thread:
http://www.twtex.com/forums/showthread.php?t=4320
I though it might be helpful to many if I posted my response here:
Nice looking setup
You mentioned you'd have preferred the XR650L if you had to do it over again, why's that?
There are several reasons:
1) The XR is just a better dirt bike (and better all-around bike if you have the inseam).
2) The XR suspension, while not flawless itself, blows the DR away, and is more adjustable too. The DR is way under damped in both compression and rebound and can be quite a handfull when terrain gets active, and you can forget about whoops - slow down! The XR is also more controlled on the street. There's also MUCH more available to make the XR's supension better; very limited options for the DR.
3) The belly of the DR is looow... that coupled with a waaay so soft supension, means the skid plate contacts everything in it's path; a rare occurrence on the 4" higher and much firmer XR. I could also take drops as much as 6' on the XR, barely blowing through the stroke or the upseting the chassis; I can't hop a large curb on the DR without bottoming out and things getting squirelly. Granted, I do have a few more pounds on me now...
4) The DR has a noisey motor compared to the XR. Not a big deal, but it does concern me some times.
5) No matter what the "numbers" say, the XR has much more usable power, feels faster, and the motor torques off the bottom much easier (with same gearing compared). I could ride the XR at low rpms in any terrain, and always had control. I find myself frantically downshifting on the DR searching for higher rpms, which usually means it's too late. I like to have really low end torque at low rpm for technical trails. I still have the NX, which has the same motor as the XRL, and even with the exhaust and jetting on the DR, the NX will walk away from it in a drag race.
6) One word: AFTERMARKET! It was never difficult to find anything I wanted for the XR, and with countless options, and nearly always in stock. This is especially true for performance goodies.
7) The DR has things like cush drive and rubber mounted pegs; not things I want on the trail, or even on the street for that matter (call me weird).
8) The XR has an 18" rear wheel! Sheesh, why do the others bother with 17"? It's really hard to get the tires I want in the sizes it want. Not to mention, my favorite all-around 50/50 tire, the IRC GP110, has a different section shape than the 18", slightly hurting it's street performance.
9) (added) The XR had convenient features such as an air box that could be opened with the twist of 2 clips on the side pannel (especially nice on the long trail trips), where as the DR requires removal of the side panel screws, then the airbox screws. The XR valves are easier to adjust, jets can be changed without removing the carb, and when the carb needs to be removed, it's not a difficult task, unlike the **** DR carb.
10) (added) Speaking of carbs... the DR is finicky and hard to get right (still haven't), doesn't work as well, and if you lay it over, you'd better plan on hanging out for a while, they are know for this too. While the XR still has a CV carb, at least it's easy to dial-in, and I never had any problems, eaven after laying it down, or on steep hills.
11) (added) Resale... DR's can be had cheap - but you won't get much for it when you sell it, and from what I've seen, you won't get your money back out of the mod's either. The opposite with the XRL; You might pay more for it, but you'll get the most out of it when it's time to sell. I bought my XRL in new condition with 700 miles on it for $3200 in '00. I rode it HARD in the AZ desert for 3 years, 12K miles, 95% off-road. It looked tired when I sold it (but still running GREAT); There wasn't a smooth piece of plastic on it, had a bent subframe that had been welded twice and gusseted, dempled and wavey supertrap exhaust, bent rear wheel (front rim/spokes were new
), the rear fender was stitched together with coat hanger wire, etc, worn and torn seat cover... I sold it to the first caller for $2100. That's $1100 for 12k miles of FUN.Now, here's the thing; most of that doesn't matter to me anymore. I used the XR for a hard-core long distance desert bike, and rarely as a commuting bike - except for a 2 mile jaunt to the office.
Nowadays, I ride only occasionally off-road, and 75% of my riding is on my 40 mile round trip metro commute to work, 20% county roads, and about 5% playing elswhere. The DR is fine for most of that, especially the commuting thanks to the low seat height, although the XR will do the county road stuff just as well, if not better. Then there's that 5% where when I do it, I'd really like to have fun... and I could always lower the XR if needed...
The Cycle Trader photo of the XRL before I sold it:
The DR in a state similar to current:
Last edited:
Also depends on what you call 'keeping the mileage down'... don't expect to feel 'fresh' after 500 miles 
(I've done it 
). And, while the bike is capable of cruising well over the freeway speed limit, things can get tiring after extended periods of speeds over 65, especially on windy days... Riding an XR on the highway can be like riding a kite. It's no V-Strom on the Tarmac, but I, personally, would still rather ride the XRL.
