The Suzuki Djebel 250 motorcycle was created in the fall of 1992. Its predecessor is considered to be the Suzuki DR, from which the new model inherited the same engine with cooling through air-oil circulation and an inverted front fork, also used on the DR-250S. In addition to the existing attributes, a large headlight with a protective clip was added. The fuel tank remained unchanged. The bike was produced until 1994. A review of the Suzuki Djebel 200 motorcycle is presented below.
Start of production
The bike debuted in mid-1993, after its successor, the SX-2000R, was discontinued. The motorcycle became popular almost immediately and, given the high demand, was produced intermittently until 2005.
At first, the Suzuki Djebel 200 enduro model was sold only on the domestic Japanese market, then small quantities were sent to Europe, where, after a short testing, the motorcycle began to be sold quite actively. Low cost and quality had an impact.
In addition, the 200 was designed for dual use - for rural areas and for urban highways. It should be noted that the motorcycle coped with both tasks with honor. The model is reliable, easy to operate and relatively inexpensive to maintain.
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In addition to the usual functions, the trip computer has two resettable odometers with the ability to count down kilometers and a stopwatch with a timer. In addition to the usual functions, the trip computer has two resettable odometers with the ability to count down kilometers and a stopwatch with a timer.
“Snotty” front fork seals are not a problem, replacing them does not promise problems or special financial costs, you just need to make sure that the working surface of the stays does not have scuffs or severe wear (the fork is very expensive). But a “snotty” rear shock absorber (or, even worse, with traces of corrosion on the rod) is a reason for serious bargaining. Unlike most sports enduros, the “limited” unit is considered non-separable, therefore, repair kits for it are not sold and it can only be replaced entirely and at great cost. Of course, folk craftsmen have recipes for handicraft repair of a unit, but it will not become new - in any case, its service life is no longer the same (a new one can last 30-70 thousand km). The first sign of problems is the appearance of free play in the upper position. Lift the rear of the motorcycle and rock it. Is there any play? This means that gas has escaped from the compensation tank. And a chamber valve embedded in the lid of the tank (for pumping) is a sure sign of disassembly of the unit. The remaining components of the rear suspension do not cause any complaints and can serve for a very long time, incl. due to the presence of grease nipples in each of the four joints (pendulum axis and “progression”).
SMALL JOYS AND SMALL DISGUSTS. An undeniable advantage of the Suzuki Djebel is the ability to adjust the height of the shock absorber. By installing its lower mount in one of two possible positions, you can change the height of the saddle by a couple of centimeters. And if you order an original saddle with a low profile from Japan, the motorcycle will fit even “inches.” The height of the front end can also be changed a little by moving the forks in the traverses. In addition, there are “high” and “low” forks, differing in height (and travel) by about 4 cm. A “high” fork can easily be converted into a “low” one by removing the spacer above the spring rod (to access it, just unscrew the strut plug ).
Service as it is
The popularity of the car was facilitated by the wide technical service network that it deployed throughout Europe. Thus, there was no question of spare parts; any parts could be obtained within an hour, and repairs and replacements did not pose any problem, since qualified specialists were ready to work everywhere. Among other things, the motorcycle was structurally simple, without any frills. The owners could easily carry out many of the actions associated with minor repairs on their own without much difficulty if they had the simplest tool, a hammer, a set of keys and other devices at hand.
Suzuki Djebel 200 was modified in 1997. The landing was made lower, but the ground clearance remained the same. The coloring was varied. Camouflage in several combinations, silver tank with black trim. Mudguards on both wings, oil radiator for more efficient engine cooling. Export name - "Troyan-200". Some skeptics doubted the word “Trojan”, because everyone knows the story of the Trojan horse. Is there some kind of catch here too, buyers asked each other. However, the very first kilometers behind the wheel of a comfortable, dynamic motorcycle dispelled all doubts.
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The oil cooler becomes clogged with dirt flying from the front wheel, but this has almost no effect on engine cooling. The oil cooler becomes clogged with dirt flying from the front wheel, but this has almost no effect on engine cooling.
The old TM28 carburetor is often criticized for its “low-end failure” and praised for its “sporty top end.” The new BSR32, on the contrary, is “lucky” from the “bottom” and slows down at the “top”. In fact, the old carburetor is not so bad, you just need to correctly adjust the idle speed - and according to the factory recommendation, they are quite high - 1500-1700 (!) rpm. Therefore, if you hear individual flashes when purchasing, do not hesitate to set the “threshing” speed before the trip. With both carburetors, fuel consumption on the highway is within 4–5 l/100 km, i.e. The tank lasts for 300–400 km.
But the most effective means of fighting for traction at the bottom remains “playing” with the stars. The standard 14-42 kit is more or less suitable only for asphalt driving. For light plein air rides mixed with asphalt, the optimal ratio is 13–42, and for hard off-roading and fully loaded outings, we can recommend 13–49—the standard option for the DR-Z250. However, in the latter case, you will need to remake the chain trap. Another bonus for “dowel drivers” is that the drive sprocket is fixed on the gearbox shaft with a simple retaining ring, and not with bolts or a nut, as on most endurics, so replacing it in the field will only require the presence of a retaining ring remover (pliers). The whole operation takes about five minutes, including resetting the chain tension.
You can often hear negative feedback about the operation of the gearbox: it shifts hard, the neutral is difficult to catch... In the vast majority of cases, this is not a design flaw or wear and tear. The “dowel” box is extremely sensitive to the quality of the oil, and its jamming is the first sign that it is time to change the oil. The approximate service life of “synthetics” is 3–5 thousand km, semi-synthetics – up to 3 thousand km. But in hard off-road conditions, of course, you need to do this more often. Another feature of the gearbox is reliable gear locking. It not only allows you to avoid accidental switching while driving (and this is very unpleasant on off-road), but also saves the box itself from overloads. When checking the motorcycle while driving, pay attention to the operation of the speedometer. With the “dowel” it is driven by a cable, which often breaks. But this is not so bad - a modified cable from a VAZ-2107 (70 rubles) is suitable for replacement, but the crumbled gears of the gearbox will require replacement of the assembly. This is a reason for bargaining.
Does color matter?
At first, the motorcycle was in demand mainly among the rural population, then they began to paint it in brighter colors and the situation leveled off; the Jebel 200 was now also purchased by urban residents. Of course, each buyer had his own stereotypical approach, some liked the orange camouflage, while others preferred more modest colors. However, everyone agreed on one thing - both villagers and city dwellers would like to purchase a reliable, trouble-free motorcycle, and what color, this can be discussed later.
The bike was produced for some time as the Jebel 250, but soon production completely switched to the Jebel 200, since the fuel savings were significant. And this option turned out to be the most successful, the production of the “200th” continued for quite a long time, and not only for reasons of low gasoline consumption - there were also a number of arguments in favor of the “200th”, one of which was the reliability of the design.
The motorcycle was not intended for racing either around the circuit or over rough terrain. It was a simple machine for easy operation under normal conditions. However, it turned out to be difficult to resist rushing along a good highway, especially for a young motorcyclist. The speed of the Jebel 200 was decent and was about 180 km per hour. Some owners even organized mini-competitions among themselves, just to test the technical capabilities of the car. And the motorcycle never let me down.
You can start from different sides. For example, this: the Japanese love off-road tourism. Therefore, their market offers a large selection of models for appropriate purposes. Second option: in Russia they love to travel off-road. And for this they buy special motorcycles. Naturally, brought from Japan. Vicious circle…
But I’ll start with the third: what do sellers from Japan bring to sell in Russia? These are the three models presented in the test. All of them are made on the basis of conventional enduro bikes and modified for touring use. The differences are in the details. Among the visible ones are large headlights, stylized as American rally motorcycles, luggage racks and gas tanks increased to 15 liters. Of the invisible ones - softer pendants. Engine settings remain unchanged. Which one should I tell you more about? More correctly about everyone and a little. It's stupid to take touring motorcycles to the test site, although some test pilots want to do just that. That's understandable! Shaking for 200 km behind the wheel of low-powered “consumptive cars” with a cruising speed of 100–110 km/h, despite the fact that on highways near Moscow, it seems, no one drives slower than 120 km/h in principle, is still a pleasure. But work is work, and on an early, chilly morning we started from the capital.
We are not saying that kilometers on liquid crystal odometers fly by instantly - rather, on the contrary. They last for an unusually long time. So that they make you remember “Java”, “IZhi” and other particularly “high-speed” motorcycles. But, note, this pace is depressing only for the first 40 km from the Moscow Ring Road. Further, the number of riders decreases, the road narrows, and a different pace is no longer required. The Baja driver is the first to give up: the motorcycle’s narrow saddle, coupled with the stiffest suspension of the trio, do their job. The Raid is the most comfortable ride: a comfortable steering wheel, a wide saddle, and the seating geometry itself indicate that you can spend hours behind the wheel of a motorcycle. It's more difficult with Djebel. On the one hand, it has the lowest saddle and wide handlebars, on the other hand, it has fairly stiff suspension. Of course, you can distract yourself from the road by studying the most informative of the tested instrument displays (even the language does not dare to call it a panel), but we do not recommend such actions, because on the road it is still better to look at the road, no matter how boring it may seem to us.
Having stopped, we noticed that the sound of all three motorcycles was different. The soft rustling of the Yamaha covers the slight “roar” of the Honda and is completely muffled by the hard cut-off of the Suzuki. We will discuss the characteristics of the characteristics arising from this later, but now we will share the results of the first hundred kilometers.
LJ FOREVER Baja is the favorite of the long-term tests of the previous season (Motor Review No. 7–12 2004), so we’ll start with it. The motorcycle is not good as a highway conqueror: with a sporty riding position and standard Dunlop Trailmax tires with solid lugs, it shakes out the soul quite quickly. It’s a pleasure to maneuver it in slow traffic: the “sharp” steering geometry, coupled with long-travel suspensions, give the device truly extraordinary qualities. And until the average flow speed increases to more than 60 km/h, you feel more than at ease. On the highway, long-travel suspensions are rather a disadvantage. At 120 km/h (this is close to the maximum of this device), a light motorcycle is subject to the will of the winds, and you need to be prepared for their gusts - otherwise frightening changes cannot be avoided.
Additionally, with the test 15kg 50L pack (which we attached to each bike in turn), the Baja gets a significant load off the front wheel, tending to lift it off the ground with every hard acceleration. And one more observation: after attaching the backpack to the Honda, the driver’s seat was reduced to indecent sizes. The Raid handles like a well-balanced road bike on the highway. It's noticeably lower than the Baja and has a wider and longer saddle. The suspension travel is smaller, which means better stability at speed, which is considered high for such a motorcycle. Between that and the taller handlebar, it's easy to see why the Yamaha is more comfortable on the highway. The soft engine amazes with the breadth of its operating speed range, somewhat subtly reminiscent of the Honda AX-1 (“Motor Review” No. 4 2005). At least you have to change gears on it less often than on the Baja. It works better with a backpack, leaving the driver freedom of maneuver behind the wheel. A small detail: this Yamaha's gearbox is nothing to criticize. Well, if only a little...
While the Baja and Raid are presented as derivatives of the XR250 and TT250 respectively, the Suzuki Djebel is positioned from the start as a touring model in its own right. And it comes with the richest equipment.
Sergey Kudryashov: - Complete bullshit. It differs from the DR-250R only in the tank and headlight. However, this is a mistake by the Suzukovites.
From GPS (on some examples) to an optional kickstarter in addition to the usual electric start. And what a headlight! I wouldn’t be surprised if it turns out to be the largest among all production motorcycles. Of course, Djebel is the fruit of a modernization of the DR250, but, you see, it’s still nice to feel like the owner of the original model... Djebel is woven from compromises. So, its engine is the most powerful of the three. And this is expressed not so much by an increase in a couple of “horses” at the top, but rather by sluggish bottoms, even with a hint of failure when moving to medium speeds.
However, on the road this is almost imperceptible - except perhaps in more frequent gear changes. By the way, the gearbox mechanism itself is the worst of those tested. Minimal lever strokes, unclear gear locking and difficulty in finding neutral are its disadvantages.
Sergey Kudryashov: “Everything on my motorcycle works precisely. We don’t skimp on oil, comrades...
Plus one thing - it’s still Japanese and it works, and the above is just grumbling... For a change, I’d like to try how the gearbox functions on the Izh... The chassis of the Suzuki is also contradictory - the frame rigidity is quite high by the standards of dual-purpose motorcycles. And if you consider that the device is the heaviest of those tested, then it’s no wonder that you feel the most confident while driving it on the road. Even with a backpack.
Sergey Kudryashov: - However, the same weight as Bakha. What did they weigh on the scales? And the characteristics often include the weather on the Moon...
As for the maximum speed, it is the leader here too: five kilometers per hour faster than the other two motorcycles. But is this frivolous increase in other qualities worth it?
Meanwhile, we rode hundreds of three kilometers on motorcycles. And they thought, especially the Baja pilot, about the same thing. Among motorcycle tourists there is a title that everyone is talking about now (the bourgeoisie, of course, invented it) - “Iron Butt” - LiveJournal for short. If anyone doesn’t know, it is awarded to the one who travels 1000 miles (1600 km) in a day. And all this is wrong! Anyone who rides at least half of this distance on any of the tested motorcycles will have a real LJ. Even less was enough for us. Think about it!
FOUR HEADLIGHTS FOR THREE Eh, after all, the lazy people were right when they tried to send all three motorcycles by truck even before the start of the test! We would have arrived calmly, unloaded... Well, okay, let’s check how they are in their element. The first rides with passengers - how could it be otherwise! As long as the paths are smooth, it’s best for the Raid driver. Soft suspension, comfortable saddle and footrests - what could be a better prelude to a romantic evening? Maybe a glass of wine by candlelight... Stop! What about the passenger? Yes, it’s normal, girls like it on any motorcycle. This is true, by the way.
The driver of the Djebel is no worse - you can safely roll along, enjoying the smooth turns of the forest paths. The same can't be said for the Baja pilot. Not only is the motorcycle saddle single-seater, and the passenger is forced to sit on the hard steel tubes of the trunk, interfering with control in every possible way, but also the footpegs are installed in such a way that her boots constantly poke into your legs. Overall, it's terrible. And only if you have to move slowly in some places, maneuver on a narrow path or drive without accelerating up a steep hill that will take your breath away, only then will you not regret taking your friend in the Baja.
In the meantime, it got dark, and we were able to fully experience the main distinguishing feature of the three devices - enlarged headlights. The championship was shared by Djebel and Baja: Honda’s beam of light worked better in the “far” mode, while Suzuki’s beam worked better in the “near” mode. At the same time, compared to conventional compact Enduror headlights, the area of the lighting sector of both cars is 80 percent larger. Yamaha practically does not stand out here, demonstrating only slightly better lighting compared to its usual modification.
SLURRY AND CHUCK With “transport for the dacha”, it seems clear - Yamaha and Suzuki are strong in this incarnation. But we cannot limit ourselves to such superficiality, so the next stage is an off-road foray. The route is 100 km of a variety of surfaces - from sand to heavily rugged terrain with hills and ravines. May the universal “rubber” in which all three motorcycles are “shod” take us out!
It is only “asphalt” motorcyclists who think that 100 km is not enough. In fact, “hundreds” of country roads can last for six hours with a break for lunch. It all depends on the condition of these country roads. What we chose at first fits the definition of a “desert road” - sandy ruts in a pine forest, combined with sandy drifts and deep puddles with a hard bottom. A paradise for an endurist - long, gently sloping bumps and springboards on which you can easily jump. Which we take turns doing. And we understand that it feels best here... right, Baja. Despite some softening of the suspensions, their travel is still the maximum among its classmates. What's that iron on the back? Djebel showed complete reluctance to break away from the surface with a friendly breakdown of both suspensions during the next landing. And that’s okay - you have to jump on motocross motorcycles. Raid here is a little better, but also not “super”.
A sand drift - and again Honda is ahead. The most torquey engine pulls out perfectly from the bottom without forcing you to constantly crank the engine to the limit. While the Honda easily picks up from idle even in third gear, the Suzuki has to rev up in first and the Yamaha in second. The speed is 25 km/h. Hence one of the main conclusions of the event: the characteristics of the Honda engine are the most flexible of the three. Surprisingly, the maximum power and torque characteristics are practically the same, as are the acceleration dynamics. Let's say that Suzuki, in accelerating to 100 km/h, wins back the competitors by just a body, which in numbers is a couple of tenths of a second. And, in our opinion, cannot be considered a significant advantage. More than one article has been written about the importance of the ability to drive slowly on winding forest paths with crooked roots and moose running across the road, including in Motor Review.
An hour later we stopped to take a breath and share our impressions. Of course, Baja is at its best here. In terms of landing, suspension, engine, in general, in all respects. Even if the Honda engine is more loaded with vibrations, even if when it heats up (and we were not able to overheat any of the tested motorcycles) it begins to rustle with the timing mechanism, like a sewing machine, it is still a great pleasure to ride this motorcycle with strange large headlights. Someone will be confused by the high seating position - the saddles of both opponents are lower, and when overcoming off-road areas it is easier to help yourself with your legs. This is what we were convinced of as soon as we climbed into the mud. While the “chacha” is not extremely deep, all three devices move like tractors, but as soon as you rise to the level of air filters, differences begin. The Yamaha started working intermittently, forcing us to stop the experiment in order to avoid rebuilding half of the motorcycle.
Note that the Djebel was equipped with the most grippy tires, almost with a cross pattern, and thanks to this it was in the initially best conditions. Suzuki won over with its ease of control - the driver with the least experience of off-road riding liked it the most. Hour after hour, and fatigue accumulates. Moreover, the division by motorcycle is clear: lovers of asphalt pleasures feel better on Djebel and Raid, lovers of enduro – on Baja. And no wonder - it’s still XR! Okay, we’ve decided on it – there’s no versatility, and it’s better to go on the asphalt in doses. Suzuki and Yamaha compete more clearly. The first takes on equipment and bright design, the second on functionality and convenience. And Raid will be easier.
Sergey Kudryashov: - Not at all...
Technical characteristics of the Suzuki Djebel 250 motorcycle
Weight and dimensional parameters:
- bike length - 2150 mm;
- height - 1150 mm;
- width - 820 mm;
- height along the saddle line - 810 mm;
- wheelbase - 1412 mm;
- gas tank capacity - 13 liters;
- dry weight of the motorcycle - 108 kg;
- Fuel consumption is 3.6 liters per 100 km.
Dynamic indicators:
- maximum power - 24 hp. With.
Repair and service
Speaking about many motorcycles in the cruiser class, we can safely call them reliable, Suzuki is no exception.
Repair of Suzuki Boulevard Intruder M 109 R
Weak spots:
- Clutch problems. Often this is a cable that quickly wears out due to the heavy load from the clutch springs.
- If the gearbox ratio is used incorrectly (dynamic acceleration in first gear), it will cause wear on the first gear gear.
The motorcycle is designed with the prospect of long-distance travel on good roads, so the service life of the engine and frame is decent.
All other points depend on the quality of service and timely replacement of consumable parts.
Model "Suzuki Jebel 200"
Getting to know the Suzuki DF200E should start with the engine. The DR200SE brand motor is worth studying in detail. He proved himself to be the best at a time when the era of compact single-cylinder engines was just beginning.
The engine of the Suzuki Djebel motorcycle (“Suzuki Djebel 200”) is distinguished primarily by its good dynamics, which, in principle, all enduro class engines have:
- engine type - SOHS, four-stroke, single-cylinder;
- working cylinder volume - 198 cubic meters. cm;
- cooling system - air;
- cylinder, diameter - 66 mm;
- piston stroke - 58.2 mm;
- compression - 9.4;
- food - carburetor, "Mikuni" BST31;
- ignition - contactless, electronic, CDI brand;
- maximum power - 20 l. With. at a rotation speed of 8500 rpm;
- maximum torque - 18.6 newtonometers at 7000 rpm;
- transmission - five-speed manual gearbox.
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Suzuki Djebel 250 XC. Suzuki Djebel 250 XC.
BUY "MOUNTAIN". A “dowel” from the first years of production, which has traveled dozens of kilometers across Russia and has changed several owners, but without any special technical problems can be bought for 80–90 thousand rubles; for copies of the last years of production with a range of several thousand kilometers they ask for 150–170 thousand roubles. - this is the ceiling of the price range. Traditionally, the Japanese use “chekushko-enduras” mainly as a means of transportation on roads, and not for conquering off-road terrain, so even ten-year-old vehicles “fresh from Japan” have practically no external defects (except for rust on steel parts from long-term storage in the open air). sky), and the insides, as a rule, are not tortured. The devices “used in Russia” come across very different - from complete “firewood” to completely well-groomed motos. And the price for copies already “registered” in the country in most cases depends more on the technical condition than on the year of manufacture. However, the modernized Djebel, released after 2000, is the best choice today.
Owner reviews
This year, a Suzuki Boulevard 1800 (M109) from the USA, with a mileage of 5000 km. I've ridden quite a bit this season, 1500 km, the clutch is still working, the rear wheel is actually due for a pair replacement (that's my driving style). A few points that will help with the choice: 1) I also read reviews about the Suzuki Bolevard m109r, they wrote there many times that the clutch wears out quickly and needs to be replaced, I’ll just buy it as a spare, it’s not that difficult to replace if you have spare discs. 2) As for the box, if you compare it with a liter dredge, for example, everything works great, switches clearly and without problems. 3) Regarding traction, in my subjective opinion (I haven’t carried out tests and measurements or races), the Boulevard 1800 from 0 to 60 km is faster than sports, the traction is simply crazy. You have to hold it a little, otherwise the roller will simply turn. 4) In traffic jams, no matter what, I crawl between the rows like a sportsman, besides, I disperse everyone with the Kobrovsky forward flows and warn about my approach. All that's left is to pump up the xenon, and it will be completely buzzy. In traffic jams, I drive between the rows just like sports, with my forward flow from the Cobra everyone sees and hears me, I’ll add xenon, it will be absolutely wonderful. 5) If we compare the controls, then the Suzuki Boulevard 109 steers a little harder than, for example, the same liter drag, but if we take into account its weight, then at speed you will not feel any difference. Overall, the motz is awesome! Also for those who are looking for reviews about the suzuki boulevard m109r, I will add something about what I installed additionally, this is often searched for: On the steering wheel I installed boxes for switching turns (chrome), reinforcements for the front brake and clutch (not chrome, polished) , mirrors that look like flames (only very small), Kuryakin handles in the shape of flames, I wrote about the forward flow Cobra above, I haven’t installed the bi-xenon yet, and I also want a rear headlight with diodes (this first requires the rear shelf to match the number and the turn signals, and Instead, put a strip like this under the wing). Looks great. When you turn on the turn, the taillight blinks on its own from one side to the other. And the number is illuminated by 4 LEDs from under the wing above the gearbox (on the side). In short, I think that the Suzuki Boulevard 1800 is a great bird, you won’t regret it. Ian
It took me a long time to get to this device. I collected information on the Internet bit by bit, on maintenance, breakdowns, read owner reviews about the suzuki boulevard m109r, who installed what on tuning, who improved it in what way. In general, I bought it when I was already prepared, I even bought something. To begin with, my gaze immediately fell on the rear roller. The skating rink must be wide, of course. The 250/40 wheel fits in there easily. There was no glass either, I ordered it and now it doesn’t blow me away. There were metal handles, of course they are tin, they slide without gloves, so I changed them. I also installed Arc, and most importantly, I ordered a backlight of 7 colors, I watched the videos, it looks like a bomb, but I haven’t installed it yet. This opus is about nothing, it just listed what I have staged or am about to stage, but suddenly someone will be interested. Review of suzuki boulevard m109r, left by Kirill from St. PetersburgDemid
