Swapping out your stock dual-sport setup for dr650 supermoto wheels is probably the single best modification you can make to this bike if you're spending most of your time on pavement. The Suzuki DR650, affectionately known as the "Bushpig," is a legend for a reason. It's a tractor that refuses to die, but let's be honest: that 21-inch front wheel feels a bit vague when you're trying to dive into a tight canyon corner. By moving to a 17-inch rim at both ends, you transform the bike from a sleepy trail crawler into a punchy, flickable street machine that can humiliate sportbikes in the tight stuff.
Why the 17-Inch Change Matters
The stock DR650 comes with a 21-inch front and a 17-inch rear. It's a classic dirt bike geometry that's great for rolling over logs and soaking up rocks, but it's not exactly "sharp" on asphalt. When you throw a set of dr650 supermoto wheels on there—typically 17x3.50 for the front and 17x4.25 or 17x5.00 for the rear—everything changes.
First off, the bike sits lower. This drops your center of gravity, which makes the DR feel way more planted. But the real magic is in the gyroscopic effect. A smaller front wheel has less rotational inertia, meaning the bike wants to tip into corners much faster. You don't have to "muscle" it into a turn anymore; you just think about leaning, and the bike is already there.
Street Rubber is a Game Changer
Another huge perk is tire selection. Finding high-performance street rubber for a 21-inch front wheel is a nightmare. You're usually stuck with "90/10" dual-sport tires that are okay but never truly sticky. With a 17-inch supermoto rim, you get access to the same tires people put on 600cc sportbikes. Whether you want Michelin Power 6s or some super-soft Bridgestones, you can finally get the grip you need to scrape pegs without worrying about the front end washing out.
Choosing Your Setup: Warp 9, Excel, or DIY?
When you start looking for dr650 supermoto wheels, you'll realize there are a few ways to go about it. You can go the "budget" route and lace new rims to your stock hubs, or you can go all-in on a pre-built set.
The Pre-Built Route
Most guys end up going with Warp 9 wheels. They're basically the industry standard for the DR650 because they're affordable and come as a "bolt-on" kit. You get the rims, spokes, hubs, and even the rotors and sprockets already mounted. It saves a ton of headache. If you've got a bit more cash to burn, you might look at Excel rims laced to Talon hubs, which are lighter and a bit more "bling," but for most street riders, the Warp 9 setup is plenty tough.
Relacing Your Stock Hubs
If you're handy with a spoke wrench (or know a good local shop), you can buy just the 17-inch rims and spokes and lace them to your factory Suzuki hubs. This is a solid way to save money, but keep in mind that you'll be taking your bike out of commission while the wheels are being built. Also, the stock DR650 rear hub has a cush drive—this is a set of rubber dampers that saves your transmission from getting hammered on the street. If you buy aftermarket wheels, make sure they have a cush drive hub. Your gearbox will thank you.
The "Hidden" Mods You'll Need
It's not just about the wheels. Once you slap those dr650 supermoto wheels on, you're going to notice a few things are off.
The Speedometer Issue
Your speedometer is geared for a 21-inch wheel. When you switch to a 17-inch front, your speedo is going to read about 15-20% faster than you're actually going. It'll make you feel like a hero until you realize you're doing 55 in a 65 zone. Most people solve this by installing a digital dashboard like a Trail Tech Vapor, or they just get a small GPS speedo.
The Kickstand Problem
Since the bike is now sitting an inch or two lower, the stock kickstand is going to be way too long. If you try to use it, the bike will stand almost vertical, and even a slight breeze will knock it over. You'll need to either cut and weld your stock stand or buy a shortened aftermarket one. It's a small detail, but it's one that catches people off guard the first time they park at a gas station.
Front Fender Swap
A 21-inch fender looks pretty goofy over a 17-inch wheel. It's huge, catches the wind at highway speeds, and just looks like a giant duck bill. Most supermoto conversions include a smaller, more aerodynamic front fender (like an Acerbis or UFO supermoto fender). It's an cheap mod that ties the whole look together.
Gearing for the Street
The stock DR650 gearing is a bit of a compromise. When you move to smaller dr650 supermoto wheels, you're effectively shortening your gearing because the rolling circumference of the rear tire is smaller. This means you'll have even more "snap" off the line, but your highway RPMs will be higher.
If you plan on doing a lot of commuting or highway miles, you might want to change your sprockets. Going up one tooth on the front (to a 15 or 16) or dropping a few teeth on the rear helps keep the engine from screaming at 70 mph. The DR650 has plenty of torque, so it can handle taller gearing without feeling sluggish.
Handling and Suspension Tweaks
Because the front end drops more than the rear with 17-inch wheels, the bike's geometry gets steeper. This makes the steering very fast, which is fun, but it can occasionally feel a little "twitchy" at high speeds.
If you find the bike feels too nervous, you can slide your forks down in the triple clamps a bit to raise the front end back up. Conversely, if you want it to turn even faster, you can raise them. Springs and oil are also worth looking at. The stock DR650 forks are notoriously soft. With the extra grip of supermoto tires, you'll be braking harder, which means more fork dive. Stepping up to heavier fork springs or adding some Cogent Dynamics valves makes a world of difference in how the bike handles the new wheel setup.
Is It Worth the Investment?
Let's talk turkey. A full set of dr650 supermoto wheels with tires, rotors, and a kickstand is going to set you back anywhere from $900 to $1,500 depending on how fancy you get. For a bike that might only be worth $4,000, that's a big chunk of change.
But here's the thing: it makes the DR650 feel like a completely different motorcycle. It's like getting a new bike for a third of the price. You still have that bulletproof 650cc thumper engine, but now you have the chassis to actually enjoy it on the road. Plus, the beauty of the DR is that it's easy to swap back. If you keep your stock dirt wheels in the corner of the garage, you can switch the bike back to "dirt mode" in about 30 minutes if you ever decide to go on a big off-road camping trip.
Final Thoughts
Building a supermoto is all about making a "fun" bike even funnier. The DR650 isn't the fastest or the lightest thumper out there, but with the right dr650 supermoto wheels, it's a total riot. It's reliable, easy to work on, and suddenly becomes a weapon in the city and on twisty backroads.
If you're tired of the front end feeling vague or you're just looking for an excuse to spend more time on one wheel (not that I'm encouraging that, of course), the supermoto conversion is the way to go. Just remember to check your spoke tension after the first few rides—new wheels like to stretch a bit—and then get out there and enjoy the twisties.