Poe the DR350

The Ultimate Adventure Motorcycle ™ © requires Traction Control, Fuel Injection, Wheel-Selective ABS, LCD Screens and Bluetooth Connectivity, right?

Poe the DR350

Click on a red dot for more information.

Forks

Marzocchi Magnum 45 forks from a Husky TE610. Simple, robust, right-way up open cartridge forks with shockingly good performance in the rough stuff.

Shock

Wilber's 641 Competition shock, all nicely sprung and set up for a comfortable off-road ride.

Seat

Seat Concepts High seat kit, because my ass deserves the very best and knee angle makes a huge difference to comfort for me.

Panniers

CRF300 luggage racks from Adventure Spec are simple and lightweight, they support home made plates for the Kriega OS18 bags which carry enough for me.

Fuel Tank

Designed for the XR650L and fitted with custom made brackets the tank holds 22L of fuel, giving around 600km of range.

Rear Carrier

Rear carrier made out of aluminium, replacing the steel subframe. Carries luggage and the rear electrics.

Carb

Mikuni TM33 pumper carb,. Mechanically simpler, with a little more pep on the throttle.

Electrical

The original wiring loom was a mess, so I built a minimalist, loom with a simple LCD dash. A handlebar bag provides charging, a simple old Garmin GPSMAP nav.

Footpegs

Removal of the rubber bushings gives better feel and the Pivot Pegs help with both seated knee angle and getting MX boots under the shifter.

Curious Cow

Cows have excellent taste in motorcycles, this one is no exception.

Front Wheel

Running Michelin Trackers and BIB Mousse Poe's wheels are bulletproof and ready for anything.

Rear Wheel

Running Michelin Trackers and BIB Mousse Poe's wheels are bulletproof and ready for anything.

SE Engine

A DR350SE engine to add electric start. Lazy, yes. But the ultimate upgrade to any S.

Bash Plate

Custom made from a very limited run and given to me as a gift - there can be no better protection.

Kickstart

Dead battery, no problem. It's surprising how often I end up using it.

Exhaust

A complete exhaust system from Stefan Hessler, made by GPR. Lighter weight, better looks and a better sound.

Lighting

A big, simple light that does a much better job than an MX mask. Other than the headlight LED all-round.

TET Sticker

Adds 25HP.

Fuck that. Give me this 28 year old Suzuki DR350. After the three trips being ruined by the high tech 701 experiencing engine failure of one sort or another it was time to go low tech. The DR was originally picked up by my partner as a cheap trail bike she could join me on, one day, if she got a license. She never did, so I took it over and, me being me, a few “fine adjustments” were required.

By which I mean “a whole year of work including modifying and machining components, ordering stuff from Japan and finishing the thing the day before a 2 month trip to eastern Europe”. Since then the bike has been stolen and after coming back to me I did a full, down to the bones, restoration.

So. What’s been done? The short version you’ll find on the interactive photo above. Otherwise, dear reader, read on…

Restoration

After the bike was stolen in Sicily and returned to me by the mafia I decided to do a full restoration. The frame had it’s share of rust and somehow it just felt right – the poor thing had been through hell. It was time for a spa day.

I stripped it down to the bones and sent the frame and other metal parts away to be sandblasted. Here was the first big decision – paint or powder? I went with paint and did it myself. I think I am happy with the decision. So far nothing has rubbed off, the clearcoat is doing a great job. But it has chipped at the screw holes a little bit and I wonder how it’ll last… if it doesn’t I guess I can always do it all again!

During the process I cut off all the extra holders and bits and bobs on the frame that I don’t need, such as the side stand sensor holder (it’s auto-retracting now) and the passenger footpeg holders. Just weight reduction nonsense really.

Every bearing across the whole bike has been replaced with new. So, in so far as is possible, the bike is as good as new. Still for less money than a new CRF.

Engine

After the bike was stolen, recovered and then restored I decided to try and put an SE (electric start) engine into it. Ultimately I found a complete bike in pieces for 1500eur, after selling the rest of the bike and my spare kick motor the total cost was something like zero euros. Which isn’t bad for a motor where just the head costs about 500eur. So I had the magic button again. I put in the kickstart parts from my other spare S motor to ensure I was covered in every situation.

I’ve had a TM33 in the bike for years now, preconfigured from Hessler. The TM36 I started was was a pest for starting. It does it’s job and together with the short throw throttle grip the bike feels peppy for a 350. Together with the complete exhaust system, which I admit is mostly bling, I feel the bike couldn’t get much better from an engine/power perspective – at least not without dong anything that would compromise reliability.

Suspension

When we got the bike we picked the Suzuki Height Control version of the bike because the USD forks looked bling. That was a mistake. It rode like a 90s bike with weird experimental suspension. Because it was a 90s bike with weird experimental suspension.

At the workshop we were a Wilbers dealer, so the rear shock was an easy decision. With our dealers-discount I picked up their competition line shock for the price of their budget model. Ker-ching!

Front suspension was more exciting. We found a Marzocchi Magnum 45 fork from a Husqvarna TE610 lurking in a dark corner of the workshop. The perfect fork. It is a open cartridge fork, so better than a rudimentary damper-rod but still roadside repairable. Problem being that they don’t fit in the triple clamp of the DR. The hope was that the triple clamp from the Husky would fit in the Suzuki frame. Nope. Bearings in the right sizes simply do not exist. The only option was to pull the Suzi triple clamp apart, which took something like 8 tons of pressure, machine the Husqvarna triple clamp and fit the Suzuki shaft into the Husky clamps. Ultimately the best solution possible, I’m still running the standard Suzuki size head bearings, making replacement easier. How does it all ride? Like a dream.

Electrical

The wiring loom which had been brutalised by one or more previous owners. When I say brutalised, I mean it. We’re talking masking tape, short circuits, bad grounds, no battery and a weird dash. I built a new wiring loom from scratch, eliminating everything that wasn’t absolutely necessary. I went as far as completely removing all of the “safety” switches and even the ignition. Minimalism. All lights where replaced with LED, except a big round H4 up front. At the back I have giant sized light boards to try and ensure people actually see me. A little low-key LCD dash and a lithium battery completed the electrical picture.

Fuel

The fuel tank is freaking massive. It’s the Acerbis 27 litre tank for the XR650, which on a 350 gives me a fuel autonomy of about 600km. I know I don’t need it here in Europe and worldwide there are probably only a few rides I might reasonably undertake where the range might be essential. That said – I love it. Not having to find a fuel stop every day is a joy and I can bridge those awkward rural Italian Sundays where nothing is open by fuelling up on Saturday.

Wheels and Tyres

I have tied most everything, from Mitas to Pirelli. On Poe I am currently using Michelin Trackers with BIB Mousse in them them. It’s by far the most aggressive setup I have used so far and I love it. I admit that on the road it does feel less than completely comfortable, but on the trails it’s a dream. I have grip without end and tractor through terrain that stops other bikes. Add to that the fact I don’t have to carry and tools and I am happy with the solution.

Yes, there is a logistical challenge in needing fresh tyres every 3-4000km – it’s a price I pay with a smile on my face.

Luggage

Previously I had a rear luggage rack we fabricated at the shop, last minute style. You’ll see it on the epic eastern European trip. Since then I have fitted the Adventure Spec CRF luggage system which is lighter, more elegant and suits my reduced luggage in recent years – I am essentially down to two OS18 bags for everything, for an indefinite trip length.

On the back I have a nice lightweight aluminium carrier, which has completely replaced the rear subframe – if carries luggage and the numberplate/lighting assembly. Looks good, saves weight. What’s not to like?

I recently dumped the tank bag, despite trying various models they were always in the way when standing. I now have a simple little handlebar bag, where the 12v supply goes into for charging. It is a much more sensible, convenient solution – I don’t think I will be going back, at least not on my 350.

Protection

Being a properly designed dirt bike the DR350 doesn’t need much. Handguards and a bash plate are all you really need. The handguards are the common old Barkbusters we all know and love. The bash plate was a gift from Stefan Kaderli, a fellow enthusiast from the Confederation Helvetica who’s son fabricated the plates in a limited run for their bikes. They were kind enough to gift me the one that was left over.

Bits and Bobs

Other small things… all of the brake lines have been replaced with proper Stahlflex ones. The old rubber lines were working well enough, but if you’re going to do a thing – do it right. The Seat Concepts seat is a little higher and much more comfortable than standard, which helps my ass and my knees. Together with the twisty footpegs it’s a luxury for longer rides.