Desert face-off two wheels

THE Simpson Desert is top of the to-do list for any adventure motorcyclist.

Sand is tough, but 1100 sand dunes in a row make this the ultimate test for rider and machine.

Supported by three dual-cab utes, we took three desert-oriented bikes to Windorah, then unloaded them for the ride into Birdsville, out to Big Red, on to Poeppel Corner and all the way back to Brisbane. Not right the way across the Simpson, but still about 2300km in five days.

There are few bikes on the market cut out for this type of adventure.

Small 450s and 400s would have been fine on the smaller dunes and light enough to muscle over the big ones and large KTM and BMW twins would be great on the ride out and back, but murder over the dunes for all but the very brave and talented.

Last year I rode the BMW 650cc Xchallenge over Big Red's highest and steepest peak, so this year we returned with three other 650s.

The first choice was simple. Suzuki's DR650 is a cheap and dependable machine that seems to be the most popular choice judging by the adventurers we met out in the desert.

It has a bulletproof engine and, because it is cheap, buyers don't baulk at spending thousands on accessories to modify it to their use, such as large tanks, bigger pegs, stronger bars and more.

Suzuki supplied one with a JT rear sprocket, Tag bars, Barkbusters, Continental TKC 80 tyres and a heavy duty tube in the front.

All up cost is about $8565 plus on-road costs and likely a bigger tank than the 13-litre standard to go adventuring.

The other choices were a KTM 690 Enduro and a Yamaha Tenere, but the former was not available and the latter is not yet in the country.

Instead, KTM sent a 625 SXC and Yamaha offered the XT660R.

Here is how they performed.

ENGINES

Start the Suzi and it sounds quiet and anaemic.

But don't underestimate this engine. It will still pull clutch wheelies over obstacles in first and second and has a springy acceleration feel through the mid-range.

It only runs out of puff up top, but is still capable of sitting on illegal speeds all day long.

The steep and challenging Big Red was a breeze.

Round-the-world adventurers chose this for its understressed engine and guaranteed long life.

The XT's engine is a personal favourite. For a single, it is very smooth.

It will also wheelie off the throttle in first and pop second and even third-gear clutch wheelies.

The torque delivery is strong and even across a broad spectrum, which made it ideal for pulling up soft sand dunes.

This was the best engine for the long haul with no vibe through the bars and great fuel economy from its fuel injection. The only concern was surging in low revs.

KTM's L4 engine is a ripper and here it is a lively performer that sends the SXC flying up any dune.

KTM supplied it with a performance pipe which gave it a commanding snarl and a beautiful free-revving feel.

It chewed petrol pretty quickly, so KTM sent it with a 13-litre tank rather than the standard 9.2L.

However, the vibey engine made the long ride home quite uncomfortable and the hands numb.

HANDLING

Bravo to Yamaha for putting the XT up for this expedition.

I thought it had no chance with its low clearance and comparatively short travel.

While these proved a problem over the sandy whoops and deep ruts, it still managed quite well.

One of our riders, Jeromy Moore, race engineer for Craig Lowndes, favoured the easy to ride machine through the desert.

A racer at heart, he was quick on this machine, despite his unorthodox sitting-down “speedway” style.

The Suzi is way too plush for most off-road situations, but in the desert it all seems to work, unless you are taking the bigger jumps fast.

The rolling whoops and smooth dunes suit the soft Suzi suspenders, although it will still bottom out for a heavy rider.

It steers a little heavy on dirt and tar roads, but is surprisingly nimble in the tight stuff.

The KTM suspension was never tested to its full extent in these conditions.

There was always plenty in reserve, steering was quick and light and the whole bike felt at ease over the rolling dunes.

ERGONOMICS

KTM cheated a little by putting a gel seat on their bike, which was beautifully comfortable.

However, since you are standing almost 100 per cent of the time in the desert, they need not have bothered.

The pegs, bars and tank are well located for an easy standing style, although for my 187cm frame, short risers would be a welcome addition.

The Suzi felt a little cramped when standing with the bars too close, but it was fine when seated. The seat is very hard, but flat, so it wasn't as uncomfortable as expected.

The Yamaha seat is just right; firm with some give for long distances. However, it needs decent bar risers for standing duties.

BRAKES

Suzi's brakes are very soft and vague, requiring a lot of pull to be effective.

They are also accompanied by front-end dive, even off the back brake.

The XT's brakes are superb with good progression and a rear brake that is second to none for feel in the dirt. It was an addictive pleasure to use the back brake to back this into turns.

KTM's brakes are strong, a little too strong on occasions, with not enough feel, especially in the rear.

BUILD

Yamaha build quality is impeccable and the XT is no exception.

It's almost too nice to take out into the wilderness.

After some bone-rattling rides in and out of Birdsville, it managed to work loose a few bolts on the instrument cowl and fairing. We replaced the lost bolts with cable ties which are a preferable permanent solution, anyway.

The KTM build quality is let down by the orange plastics and the low-tech instruments which would better suit a bicycle.

We also had trouble with some electrical connections.

Still, you are paying for the important stuff such as quality braided hydraulic braked and clutch lines, and White Power suspension components.

Suzi may be basic with a 1980s set of instruments and conventional forks in rubber gaiters, but nothing went wrong. Not a bolt lose, nothing.

VERDICT

Three very different bikes.

The KTM is a weapon in the sand and the bush, but getting there may be a little tiresome and uncomfortable.

The Yamaha will get you there in comfort, but is limited in off-road abilities.

Suzi is a great all-rounder and quite capable if you are willing to spend some money on modifications.

Yamaha XT660R

PRICE: $10,990

ENGINE: liquid-cooled 4-valve, fuel-injected 660cc single

TRANSMISSION: 5-speed

STARTER: electric

FUEL: ULP, 15-litre tank

SEAT HEIGHT: 865mm

DRY WEIGHT: 172kg

SUSPENSION: telescopic forks, monocross rear

BRAKES: dual 310mm discs (front), 260mm disc rear)

KTM 625 SXC

PRICE: $11,995 (+ $500 cashback offer)

ENGINE: single cylinder, 4-valve, OHC, 4-stroke 625cc

TRANSMISSION: 5-speed, wet multi-disc hydraulic clutch

STARTER: electric and kick, decompression automatic

FUEL: PULP, 9.2-litre tank (13L fitted)

SEAT HEIGHT: 940mm

DRY WEIGHT: 139kg

SUSPENSION: WP USD 43mm forks, 295mm travel; WP monoshock with Pro-Lever linkage, 300mm travel

BRAKES: 260/220mm single discs

Suzuki DR650

PRICE: $7690

ENGINE: 644cc, 4-stroke, single cylinder SOHC, air-cooled with SACS

TRANSMISSION: 5-speed

STARTER: electric

FUEL: ULP, 13litre tank

SEAT HEIGHT: 885mm

DRY WEIGHT: 147kg

SUSPENSION: telescopic, coil spring oil damped forks (front), link-type coil spring, oil damped, spring preload/compression damping adjustable (rear)

BRAKES: discs

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