1991-92年Suzuki DR 350S

Suzuki DR 350S

Cycle World roadtest

Yamaha's i96x DT-1 ihai-pirposi hiki was responsible for introducing a loi of people lo motorcycling. With the 25Qcc DT-1. a rider could experience the exciting worlds of on- and off-road riding with a single motorcycle. The DT-1 sold so well that by the early 1970s, every manufacturer had a scries of dual-purpose bikes, and the category was the best-selling one in America. No one, including the motorcycle manufacturers, are quite sure why the D-P cra/e ended, but a lol of people would like to sec it return.

Su/uki ts doing its pan with the DR350S. In efforts to rekindle the spark that created the glorious DT-1 days, motorcycle makers have recently tried everything from big, hca\y street Twins with enduro-look clothing to barely street-legal trials bikes. All of them bombed on the sales floor. Then Su/uki went back to basics with ihe DRS line of dual-purpose bikes.

Like the DT-1. the DR250S and DR350S are simple single-cylinder motorcycles designed primarily for off-road use. secondarily for highway riding. Bui. unlike the two-stroke-powered DT-1, the DR S Su/ukis use single-cylinder four-stroke motors. The DR350S's 349cc. sohc. four-valve, dry-sump engine provides a nice blend of power and hght weight. Cruising down the freeway at 65 mph in sixth gear is relatively pleasant, the Single's throbbing piston pulses smoothed by a crankshaft counterbalances Serrated, folding, rubbcr-mounied footpegs provide good boot traction and soak up engine buzz before it reaches the rider. Off-road, the DR has enough power, and low enough gearing, to claw its way to the top of fairly steep hills, and to travel at a good pace on sandy tuo-track roads.

Knduro-tuncd suspension, with a generous 11 inches of ira\ ? el at each wheel, absorbs washboard surfaces, rocks, gullies and rain ruts during casual off-road stints. Suspension bottoming becomes a problem when the 350 is pushed to racing speeds, but a few clicks stiffer on the shock- and fork-coin-pression-damping screws reduce the seventy and frequency of ihe boitoming. Only heavy riders or serious racers will need a change to stiffer springs.

With its moderately soil damping and spring rates, long-iravcl suspension and wide, thick seal, the DR is a revelalion on rough asphalt. Its rider doesn't have to be concerned with dodging potholes: He just rides straight through them and marvels at how well the motorcycle absorbs the impacts and isolates him from any sharp jolts. Pavement joints and other minor road irregularities fell on slreetbikcs are seldom noticed aboard the DR350S.
Disc brakes-the froni with a double-piston caliper, the rear a single-piston unit—require minimal effort to bring the DR to a slop from freeway speeds. Off-road, brake control is also excellent, with smooth, progressive engagement. A one-finger pull on the front-brake lever is normally all the leverage that's required to slow the DR in ihc dirt. The rear brake is equally effective off-road. Light foot pressure is all that's needed, and even too hard a jab on the pedal doesn't cause the wheel lo chatter.

Though it's heavily biased towards off-road riding, the 350 doesn't lack creature comforts. A 55-watt halogen headlight throws a wide, bright patch of light. The tachometer and speedometer arc lighted and easy to read. Should you have a need to carry a passenger, the DR/S is equipped with rear footpegs and its seat is long enough to accommodate a small adult on a short street ride. Riding two-up off-road should be avoided, however, as the 350's suspension is simply too soft for that.
The difficulties in juggling a dual-purpose bike's street and dirt duties are most apparent in its tires. The Suzuki's Dunlop K560s stick well on pavement, but aren't knobbed enough for serious dirt slinging. A good compromise. though, as limited traction off-road is preferable to sliding a more-knobbed tire on the pavement.

Paying attention to tire pressures can help. While 12-14 psi is about right for improved traction in dirt, 25-30 psi is more appropriate for the street. Savvy dual-purpose riders drop the pressure when heading off-road, then reinflatc the tires at the earliest opportunity after returning to the pavement.

Surprisingly, the 350's tool box-located on the left side of the bike, just behind the side numberplate-doesn'i contain an air gauge. Nor docs it have a spoke wrench. Spokes take a beating off-road and they should be checked for tightness after an outing in the boonies. The tool kit consists of a couple of open-ended wrenches in 10, 12, 14 and 17mm sizes, an 8mm box wrench, a sparkplug wrench, a combination screwdriver set. a pair of pliers and a box-end rear-axle wrench, all of the usual poor quality. Anyone who plans on using the DR350S in the outback should supplement these tools with a decent tool set and add an air gauge, spoke wrench, extra sparkplug, tire-patch kit and a means to air a tire should he have a flat.

With the exception of the tool kit, the DR350S is well-equipped. It has plastic handguards. an O-ring chain, a quick-release rear wheel, a resctiablc odometer (total reset, not in tenths), grease fittings on the swingarm and shock-linkage pivots, and folding-tip shift lever and rcar-brakc pedal.

Our biggest complaint about the DR350S is its sometimes-maddening reluctance to start. When cold, use full choke, pull in the manual compression-release lever and kick the engine through (key off. no throttle) at least 15 times to pull enough fuel into the combustion chamber. Then turn on the key, pull in the compression lever again, move the kickstartcr slowly until the compression lever pops out, return the kickstarter lo the top of its stroke, and kick swiftly. The engine will fire right up if the preliminary drill is performed correctly. Try to skip the drill and you'll be sweating profusely before the engine ever Tires. Hot starting is a lot simpler. Jusl follow the ritual minus the 15 kicks and choke. One kick usually lights the fire when the engine is warm.

Otherwise, we had a lot of fun on the DR/S. Its willing engine pulls like a tractor in the hills, its spark-arrestor-equipped silencer is quiet, and the bike is stingy on gas-a combination of normal street riding and hard off-road use netted 43 mpg. An explorer-type rider can fill the DR's 2.4-gallon steel fuel tank, poke around in the boondocks all day, and still get back to a gas station.
Suzuki's DR>S models, introduced in 1990, have yet to generate the buying flurry that accompanied the DT-l. but they have created a renewed interest in D-P machines. If you've been thinking about getting into dual-purpose riding, check out a DR350S. It's a capable streetbike and it will provide you with the freedom to find out what's at the end of that dirt road you've been riding by for years.

Cycle World 1992