As the dual-sport entry in our Newbie Bike Shootout, the DR200 was a familiar favorite for our testers who had some dirt-riding experience. "I liked the Suzuki DR because I was used to dirtbikes before," explained Laura, "so it felt more comfortable."
Suzuki's dual-sport DR200SE represented the most versatile option of our four newbie contenders. Based off of a dirt-oriented platform, the DR felt like a dirtbike masquerading as a street machine. Not quite street enough to be a real crossover for everyone, but a definite favorite for those in our group with a dirt-riding bias. The DR could be a good fit for those who approach street riding from a dirt background or those who want to get out in the dirt, but not all the way. All of our testers with dirt experience found the DR to be like a familiar friend, although many of them dumped the machine for one of the others once they got an opportunity.
The Suzuki is powered by an air-cooled single-cylinder engine. With a 66mm bore and 58.2mm stroke, the DR's four-stroke powerplant adds up to 199cc of displacement and produces an ample low-end power comparable and perhaps even a bit more responsive than the Virago. A 31mm Mikuni carb delivers the air/fuel mixture. Thumbing the electric start, the Suzuki's choke was the laziest of the group, with it taking some time for the machine to run without it. Once warmed up, the buzzy Single's dirt origins account for its generous low-end pull. A five-speed transmission divvies out the power to the chain-driven rear wheel.
Throwing a leg over the DR, its ergos, like the other three machines, are a definite change. The dual-sport machine's 31.9-inch seat height was the loftiest of our group by an inch, a potential impediment for shorter riders but a nice fit for the taller newbies out there. While the height of the DR wasn't a colossal difference, it felt slimmer and more top heavy than the others. Owing to its dirtbike roots, the street-legal controls feel like add-ons, which they are. The control panel competes with the Virago for least informative, yet it still provides all you really need with an analog speedo sitting to the left of indicators for neutral, headlight, and turnsignals.
The dirt-oriented Suzuki was quick to steer in tight corners but felt less stable than its street-only competitors.
Although the clutch and transmission are easy to operate, the five-speed DR could've used a bit more power to make it freeway capable. I got the DR on the freeway twice, the second time after I had sworn not to repeat the feat the first time around. The DR can get up to 65 mph with 70 mph the peak, but the inadequacies of this came to the forefront of my mind as I tried to pass a gravel truck and trailer. While pinned in top gear, instead of being able to pass the big rig, which I could have done on the Virago and with ease on the Ninja, I got right into the perfect debris field so that I could experience the stinging sensation of being pelted by tiny flecks of sand and rock. It was delightful.
It's not fair to bag on the DR for being a pig on the freeway, however, since it is a dirtbike at heart. Taking to the hills on the little machine, it was a real treat to get a taste of some off-road riding. There is something to be said about riding past a dirtroad and going, "Hmm. I wonder what lies over yonder hill?" and then being able to go find out. I had a blast riding around on the logging roads surrounding my home, and before I knew it I was up on top of the mountains which surround our Medford HQ and the Rogue Valley here in Oregon. The fun factor on this versatile machine makes up for its street deficiencies. The fun factor also helped alleviate the pain and dishonor I experienced from a front-tire washout, which occurred while on a twisting gravel road descent.
The DR sported the highest seat of our four test bikes, forcing the 5'1" Rachel to reach with her toes. Tight for lightest of the group at 254 lbs, it was easy to handle for taller newbs.
The torquey bottom-end make the DR a complimentary fit for in-the-city commuter type situations. Once the DR gets over the 45 mph mark, its power and handling wane, which shouldn't be too big of a surprise since it is derived from a dirtbike platform. The DR also suffers from the least amount of wind protection and, combined with the high center of gravity, the buffeting can affect stability. The crosswinds on one particular ride led to some sketchy moments at high speeds, leading me to let off the throttle a bit on a backroad highway.
I'd be fibbing if my confidence in the front wheel didn't crumble a little from my harsh treatment by the gravel during my off-road excursion. The testing time at the kart track just three days later helped rebuild my conviction of its turning capabilities, but because of its dirtbike riding position, the sensation of solid stability is lesser than that experienced on the other three street-only machines.
Due to its dirt-capable design, it turns sharper and its ground clearance was the highest of any in our group. A telescopic fork and preload-adjustable rear shock provided 8 inches of wheel travel, and the suspension does an admirable job sucking up bumps on the road. The DR excels at low-speed maneuvering, with its 55.3-inch wheelbase aided by dirt-oriented responsive handling. The Suzuki cut easily through the cones of our obstacle course, and next to the scooter, it was the most popular choice of our testers to take to the DMV riding test.
The single hydraulic front disc brake left room for improvement. Teamed up with a rear drum, the two binders were among the weakest of the group, although on the emergency stop of our obstacle course the DR was able to come to a complete stop in a reasonable amount of time.
What the DR lacked in power and speed is balanced by its ability to keep on riding when the pavement ends.
Registering a tank-empty weight of 254 lbs, the DR was tied with the Fly 150 for lightest amongst our group of testers. Compared to its competitors, the DR felt a little top heavy but the higher center of gravity made it easier to lean from side-to-side. Gripped between the leaning rider's legs, a 3.8-gallon fuel tank offers up an impressive range of around 200 miles with its 50-mpg-plus efficiency. Our parking lot/stop-and-go test riding skewed a lot of our fuel-efficiency readings, but our final fill-up on the DR tallied a respectable 63-mpg reading from about 80 miles of backroad riding and city commuting.
The DR or a comparable dual-sport would be a solid fit for a lot of riders looking to get into the two-wheeled scene. The spunky DR, with its responsive low-end power would make a capable in-town commuter. For between-city commuting, however, pick a leisurely backroad. Or better yet, look for the ones on your map with the dotted lines, because that versatility is what makes the DR shine. At $3949 the DR was the most expensive option in our group, almost a full grand more than the shootout-winning Ninja, but it would be a fine machine for the right kind of rider.
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