Suzuki Djebel 200 is a good option among Japanese motorcycles for active recreation

Japanese motorcyclesSuzuki motorcycles

Nowadays motor vehicles of different directions are produced.

For active recreation and riding on roads of varying quality, companies offer Enduro class motorcycles.

Moreover, to overcome off-road conditions and travel in different road conditions, it is not necessary that the motorcycle have a powerful power unit.

A good representative of the Enduro class is a motorcycle from the Japanese company Suzuki named Djebel 200.

The main thing for Enduro is a simple and reliable design.

The Suzuki Jebel 200 first appeared in 1993.

It replaced the SX 200 R model, its factory designation was SH 42 A. Initially, it was sold only on the domestic market .

Later, this bike began to be offered in European countries, where it was designated DR 200 SE.

This motorcycle was so reliable and had a simple design that this ensured its popularity, so it was produced without any special changes in the design until 2005.

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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. At 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.

ABM ZR200 – technical characteristics inexpensive Enduro

Sometimes, when looking to buy a motorcycle, a user comes across a strange abbreviation - AVM . It simply stands for Auto Bikes Moto . The company is headquartered in St. Petersburg and has existed since 1996 . Through its own network of dealers, it sells Chinese motorcycles. Therefore, under the unusual name, Chinese parts, Chinese production, Chinese assembly are hidden.

This is the ABM ZR200 enduro bike. Some sources say that at first the user was offered an option with a 250 cc engine, but then, from about 2014, the volume was reduced, since the old option turned out to be fragile.

As is customary with a Chinese manufacturer, the design of the bike was copied from Honda, using the Honda cb 200 .

Specifications

The motor of the bike is similar to those of Chinese equipment. 1 cylinder produces:

working volume - 198.9 cm 3;
power - 12 hp;
number of valves - 4;
cooling - air;
fuel supply - carburetor;
ignition - electronic;
start - electric starter has a kick starter foot;
Tank volume - 12 l.

Recommended gasoline is AI-92 .

The design of the frame allows you to easily install engine protection, even homemade from a piece of thick metal.

Transmission and clutch

The bike has a 5-speed sequential gearbox. Switching is standard (neutral between 1 and 2). The working stroke of the pedal is within normal limits, there are no problems during operation.

The clutch is made according to the standard - multi-disc , oil bath, power transmission by cable .
The main drive is chain .

Brakes

Hydraulic disc brakes are installed on both axles of the bike.

According to users, they work well, nothing more is needed.

Design

With enduro, which is also made in China, there can be no question about the frame material. Steel is definitely used . To make it more comfortable and improve controllability, a spatial scheme was used.

Conventional type suspension . There are upside-down forks at the front and a mono shock absorber at the rear. According to users, the working strokes are too small for enduro, amounting to only 150 mm . No special settings are provided.

The highlight of the model is the presence of a balancing shaft , which is far from common on 1-cylinder engines. Another is the availability of a full set of necessary parts (provided optionally), thanks to which the bike can be registered with the traffic police. In this case, there is no need to mention the presence of category “A” rights.

Exterior

Externally, the marshmallow (as users called it) bears little resemblance to enduro. In automotive terms, this is a crossover. It’s not yet an SUV, but it’s not just a car either.

Front end

The fully equipped bike has optics

The irregularly shaped headlight is set into a small piece of plastic.

The front fender is made of fairly soft plastic.

Instrumentation

As usual for this type of equipment, the model does not provide instruments.

But when you purchase an optional package, you can get a complete set that other road warriors might envy.

A simple but quite informative instrument panel with pointer-type indicators. Most people find it convenient this way. It is visible in the sun, unlike the digital panels of other Chinese.

Back view

The rear stem of the bike is large. Users note that the plastic is durable, you can store the trunk and install a case on it - turning the model into a road model.

The saddle is standard, meaning that the user stands on the pegs for most of the ride. It is long, but the motorcycle is not designed for two riders - the engine power is not enough.

The gas tank is interestingly made . It has the shape of a parallelepiped placed on its side. The long edge is extended along the bike. Thus, the bike turned out to be “narrow in the shoulders”, which allows you to feel comfortable both on forest roads and in a city traffic jam. The tank is quite voluminous - it holds 12 liters . The neck is on the top. The stock version offers a regular wing cap, without the need for a key.

Interesting detail: The tank can be removed by unscrewing only one bolt. But this bolt also holds the upper edge of the saddle. Therefore, if it is necessary to service the motor, you have to remove the entire mounted system - saddle + tank.

Driving performance

Although the motorcycle is designed for off-road use, overcoming serious obstacles can cause some difficulties - it still doesn’t have enough power.

The maximum speed of the device is a topic of dispute between the owners. Some accelerated it to more than 90 km/h , for off-road use and that’s a lot. Some users accelerated the bike to 110 km/h (GPS).

Acceleration to 100 km/h was not measured at stock parameters.

Fuel consumption for an average cruiser (40 km along a forest path) is 3.5 liters per 100 km .

Dimensions and weight

The light weight of the motorcycle makes it easy to perform various tricks, but such a jump on a stock fork usually brings the replacement of the latter closer.

The curb weight of the bike is only 118 kg .

in length - 2,101 mm;
width - 741 mm;
in height - 960 mm;

Seat height - 610 mm .

For whom is it intended?

The photo shows an option with a large Izhevsk headlight and a more comfortable steering wheel.

A fairly high seating position allows for comfortable movement for a tall person. But with certain modifications, a user of average height will be able to ride the bike.

Flaws

Users noted many disadvantages of the model:

the chain

137 links

The problem with the chain can be partially solved by installing a homemade tensioner.

Many people note the Chinese build quality.

Advantages

There are no less advantages:

durable frame;
good traction at low speeds;
design;
thick plastic;
low fuel consumption with a large tank volume.
versatility (for the forest in stock configuration, for additional equipment with an optional set).

Naturally, they note that the price of a new Chinese bike is much lower than a used Japanese one.

When treated with care, the motorcycle does not bother you with breakdowns and allows you to get by with simple maintenance year after year - changing the chain and oil.

Conclusion

It is unlikely that the St. Petersburg company, when concluding a contract for the creation of the Zephyr 200 (ABM ZR200), assumed that it would gain popularity not as a motorcycle for forest rides, but as a designer for assembling its own custom bikes .

But a large number of shortcomings of the stock configuration forces users to take up the task of correcting the jambs. And if you have already agreed to correct other people’s mistakes, why not immediately do exactly what you want?

Video

Review of the Suzuki Djebel 200 motorcycle from the owner.
Brief inspection and launch of the Suzuki Djebel 200 motorcycle.

The world of motorcycles is diverse. Some people need choppers, others need sports bikes... After all, everyone chooses equipment to suit their personal needs. Off-road enthusiasts, for example, prefer enduro, and the motorcycle that we are going to talk about now will go where even a tank would get stuck. This is one of the bikes that amazes even experienced drivers - this is the Suzuki Djebel 200

In 1993, the manufacturer launched this model for sale, and, interestingly, the bike was initially intended exclusively for the Japanese market. However, cunning sellers quickly realized that they would willingly buy the Djebel 200 in European countries, and sent two hundred of these motorcycles to Europe for testing. The experiment justified itself - the batch sold out like hot cakes, and the decision was made - the Suzuki Djebel 200 went on mass sale, becoming a competitor to the Yamaha TW 225.

The design of this technically conservative motorcycle remained unchanged until 2005. Of course, if you don’t count a small change in 1996, when the company slightly changed the headlight on the Djebel 200 and put a new sticker on the gas tank. Modifying this model was considered an unnecessary undertaking, since it was simple, reliable and coped with its main task - conquering off-road conditions.

The technical characteristics of the Suzuki Djebel 200 are as follows:

There is a telescopic fork at the front and a monoshock at the rear. The suspension, by the way, is very energy-intensive, and the steel frame has a significant margin of safety.

There are protective arches installed on the steering wheel, but this is not found on all copies, because... this is an additional option.

The gas tank is of a peculiar triangular shape, with a volume of 13 liters. Its capacity is quite enough, which sometimes puzzles novice motorcyclists, since on average only 3.5 liters of gasoline are spent per 100 kilometers. The motorcycle readily digests AI-92.

Acceleration to 100 km/h is ten seconds.

The pilot can easily fit on the seat along with the second number. Part of the seat is on the gas tank. However, who rides enduro together?

The cooling system is combined. Thanks to this, you can ride long distances at speeds close to the maximum speed for this motorcycle, while the Djebel does not risk overheating. At low speeds in the mud it also feels confident.

The engine is four-stroke, cylinder head is two-valve, with a power of 20 hp. and with a torque of 18 Nm.

The front wheel has a single-disc brake system, the rear wheel has a drum brake, unfortunately, and it would be hard to call it effective.

The Djebel 200 is a lightweight motorcycle, and this, while an advantage outside the roads, becomes a disadvantage on the highway - it simply blows away in a strong side wind.

Motorcycle design

Lightweight, small in overall dimensions, all knocked down and tucked in, the Djebel 200 had excellent maneuverability .

The motorcycle's high off-road performance was ensured by tires with studded tread.

A telescopic fork was installed at the front .

The first motorcycles had a medium-sized headlight, protected on the sides by a metal frame. Later this frame was abandoned, and the headlight became larger in size.

On some motorcycles, protective bars were installed on the handlebars . There is also a Djebel 200 with a small fairing.

The motorcycle was equipped with a triangular fuel tank of small capacity .

But since the power plant was small in size, the tank volume was sufficient.

The seat was a flat two-seater, its front part had an overhang on the tank. The rear wing had a good projection back. The frame on this enduro was tubular.

The power plant is compact, single-cylinder, but 4-stroke , with overhead valves. Cooling is air.

In order not to reduce the ground clearance, and also to protect the exhaust pipe from the possibility of being punctured, it was laid on the right side of the cylinder, its end point passing under the seat.

The rear suspension was presented in the form of a monoshock absorber. The drive to the rear wheel was carried out by a chain.

The front wheel brake system was disc, while the rear was equipped with a drum brake.

A very interesting and unusual motorcycle is the Yamaha Tricker XG 250, which is capable of not only traveling around the city, but will also give you the opportunity to perform stunts.
The range of English motorcycles includes a fairly large number of modifications with engines ranging from 600 to 2300 cc.

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After modernization in 2000, Djebel acquired a constant vacuum carburetor, and a kickstarter became standard. After modernization in 2000, Djebel acquired a constant vacuum carburetor, and a kickstarter became standard.

The Djebel engine, like many Suzuki air vents, is noisy. When you stop, sometimes you hear a terrible clattering noise - this is also normal, don’t worry. The engine has an automatic decompressor installed, so it will not be possible to measure the actual compression in the cylinder. The only way to check is on the go (of course, if you have enough experience in your arsenal and the owner allows it). In general, the engines run here for a very long time (there is experience of 100–150 thousand km), but they are demanding on the quality of oil and air (the cylinder is nickel-silver). Therefore, keep an eye on the air filter (it is impregnated with foam rubber). And the slightest noticeable leaks at the inlet are a reason to refuse the purchase. Valve clearances are adjusted with washers (they will have to be ordered after measuring the clearances), but the complexity of adjustment is compensated by its relatively rare need (as a rule, this is 20–40 thousand km). By the way, a leaking cylinder head gasket usually indicates that the head has been opened.

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.

A brief excursion into history

For the first time, the Suzuki Djebel 250 was presented to a wide audience in 1992. Created on the basis of the DR series motorcycles, it received all the best from them - an air-oil-cooled engine and took on a little appearance. But unlike its predecessors, engineers replaced the fork and installed a large headlight in a protective housing.

One of the main advantages of this Suzuki enduro is that from the beginning of the new century they began to install a kickstarter in the base model. In the early years, a kick starter was not installed on this bike - it was considered an additional option. Also, until 2000, this bike was equipped with a TM28 carburetor, which did not prove to be the best (it worked poorly at low speeds). Therefore, in 2000, it was decided to replace it with a more modern BSR 32 carburetor, which began to work stably at low speeds, but at high speeds (according to professionals) it began to “slow down”.

Due to stricter environmental requirements for cars and motorcycles in 2008, the Suzuki Djebel 250 was decided to be discontinued.

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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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.

Advantages of Jebel - we consider all options

In order for a biker to understand why Djebel is so attractive for motorcyclists, let’s consider all its advantages:

Unlike all sorts of competitors, on Jebel it is necessary to change the oil every 5000 km. With proper operation and timely maintenance, it can be driven from up to 150,000 km without major repairs. Another plus is the rigid frame, which perfectly withstands serious accidents, falls and impacts;
On Jebel you can safely cover huge distances even on asphalt! Thanks to a comfortable seat, a spacious tank and even a trunk, a trip to a neighboring city will seem like a pleasant walk. Experts defined this enduro as excellent. The bike runs smoothly both on dirt and asphalt;
The bike's ground clearance is equal to 30 cm, then the suspension is 28 cm. With such indicators, such obstacles as bumps and holes will become simply invisible.

Now regarding the shortcomings of the Suzuki Jebel 250:

If the rear brake breaks, then that's it, we're done. The design of the bike is such that it cannot be repaired;
Sometimes the footrest sensor gets “naughty”. When the step is thrown out, the engine is automatically turned off, which is extremely convenient for beginners. But sometimes, when riding over serious obstacles, it starts to work automatically and turn off the engine - this can create a number of problems for experienced bikers (which is why they get rid of it).

Otherwise the bike is just perfect.

Distinctive features of the bike

For a long time, the Jebl 250 motorcycles and its brother DR250R were assembled at the same time and therefore they have a lot in common - the engine, the suspension. There are no significant differences between them - the only difference is that the Djebel 250 has a larger headlight and the tank has become much more spacious (the DR series had a small square headlight).

Price policy

The cost of the bike can scare an ignorant motorcyclist, and this is taking into account the fact that all enduro motorcycles are not a cheap pleasure. But when you get behind the wheel for the first time and drive a few kilometers, you realize that it’s worth it. Today, new Suzuki Jebels can no longer be found (they are no longer produced), you will have to look among used bikes.

Models released in the 90s can be found for 90 thousand rubles. But due to their specialization, they will most likely be in terrible condition. If we talk about Suzuki enduro, produced in 2000 and older, then their cost increases noticeably - from 130 to 200 thousand rubles.

Of course, everyone has their own concept of range, and for some, even 500 km is a suburb, but if this is your first train over 200 km, then this is already a real adventure. This is the picture the navigator gave, which didn’t make me very happy . Overall, it’s not very wrong. The entire journey, including stops on business, not on business and for photography, took 10.5 hours.

Having traveled more than 1,500 km around Moscow, the Moscow region and the surrounding regions (up to 200 km), I decided to make my first dream trip come true - to go to my mother’s village, which is located in the Nizhny Novgorod region.

I was going to leave early, at 17:00, but packing took a long time and I left with difficulty at 19:00 under the first drops of rain. That day there was a storm warning for Moscow.

When I got to the Moscow Ring Road, the rain was already falling and a rainbow was shining in the sky

Having overcome all the traffic jams on the way out of Moscow along the Gorkovskoye Highway, I made a short stop to rest. It was unusual to travel far.

It was slowly getting dark, there was a beautiful sunset...

I was in Vladimir at night. There was only one photo from there.

In Vladimir itself I noticed a motorcyclist on the side of the road, as it later turned out, a local on a Yamaha TDM. It wouldn't start. While I don’t have much experience in repairing motorcycles, we tried to just push start it, but it didn’t help. After several attempts (the motorcycle is not easy), the owner decided to wait for local help. We talked a little and I moved on.

After leaving Vladimir, I miscalculated a bit and ran out of gas. Fortunately, I specially stored a bottle with 0.5 liters of gasoline in my trunk, which allowed me to get to the first gas station I came across without additional incidents.

The time is the first hours of a new day. At first I carried a backpack with a photo, a laptop and small things on my shoulders, which began to be felt after a few hours. Then the idea came to wrap it in a trunk and life became even better, and I got a back

Dawn slowly began to flare up.

On the way out of Nizhny Novgorod there was such beauty

And there were the beloved fogs around...

It was completely dawn and I had less than 150 km to go, which made me happy. Although I didn’t want to sleep. Fog was still spreading in the fields around...

The route in those parts was very deserted, although it was quite understandable given the time - most were still sleeping.

I reached the village and, after morning tea with buns, immediately fell asleep.

A couple of days later we started getting ready to head back...

The motorcycle is washed and ready to ride.

Photo for memory

At a gas station near Vladimir.

It was only a short distance away, and I planned to rest there.

But Vladimir somehow drove quickly and I decided to relax in some cafe. But, alas, it didn’t work out. About 30 km later I got into an accident near Lakinsk.

A photo from the parking lot “as a souvenir”... For delivering the motorcycle from the highway to the parking lot (there are several kilometers away) they issued a receipt for 3,500 rubles.

The critical thing is that the front wheel, fender and turn signal were damaged - they need to be replaced, spare parts will arrive soon. A lot of things were scratched, the case fell off, some things were damaged from the bag on the tank. But this is a quick fix, let's fix it

I myself am generally intact, my shoulder was injured - a dislocation of the shoulder joint, they adjusted it at the Sobinskaya Central District Hospital, which is nearby. All the equipment was complete (helmet, motorcycle boots, motorcycle pants, gloves, back protection..). There was no turtle, there was a REVIT motorcycle jacket with protective inserts, but that was not enough.

You can't ride yet, unfortunately. In good envy, I watch the passing motorcyclists , but I definitely have to close the season in time. And maybe this season I’ll have time to make my second dream trip come true - to St. Petersburg-Vyborg.

Thank you all for your attention, I’m glad if you like some of the photos. Smooth roads and no accidents!

PS By the way, I would like to ask for advice - which turtle from d3o should I choose with good collarbone protection? And then at the end of last season I fell from a maxi-scooter and broke my collarbone in the same shoulder, it’s still with a piece of hardware. Therefore, it is necessary to especially protect it.

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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 ).

ABM ZR200 – technical characteristics inexpensive Enduro

As is customary with a Chinese manufacturer, the design of the bike was copied from Honda, using the Honda cb 200 .

Specifications

The motor of the bike is similar to those of Chinese equipment. 1 cylinder produces:

working volume - 198.9 cm 3;
power - 12 hp;
number of valves - 4;
cooling - air;
fuel supply - carburetor;
ignition - electronic;
start - electric starter has a kick starter foot;
Tank volume - 12 l.

Recommended gasoline is AI-92 .

The design of the frame allows you to easily install engine protection, even homemade from a piece of thick metal.

Transmission and clutch

The bike has a 5-speed sequential gearbox. Switching is standard (neutral between 1 and 2). The working stroke of the pedal is within normal limits, there are no problems during operation.

The clutch is made according to the standard - multi-disc , oil bath, power transmission by cable .
The main drive is chain .

Brakes

Hydraulic disc brakes are installed on both axles of the bike.

According to users, they work well, nothing more is needed.

Design

Exterior

Externally, the marshmallow (as users called it) bears little resemblance to enduro. In automotive terms, this is a crossover. It’s not yet an SUV, but it’s not just a car either.

Front end

The fully equipped bike has optics

The irregularly shaped headlight is set into a small piece of plastic.

The front fender is made of fairly soft plastic.

Instrumentation

As usual for this type of equipment, the model does not provide instruments.

But when you purchase an optional package, you can get a complete set that other road warriors might envy.

A simple but quite informative instrument panel with pointer-type indicators. Most people find it convenient this way. It is visible in the sun, unlike the digital panels of other Chinese.

Back view

The rear stem of the bike is large. Users note that the plastic is durable, you can store the trunk and install a case on it - turning the model into a road model.

The saddle is standard, meaning that the user stands on the pegs for most of the ride. It is long, but the motorcycle is not designed for two riders - the engine power is not enough.

Interesting detail: The tank can be removed by unscrewing only one bolt. But this bolt also holds the upper edge of the saddle. Therefore, if it is necessary to service the motor, you have to remove the entire mounted system - saddle + tank.

Driving performance

Although the motorcycle is designed for off-road use, overcoming serious obstacles can cause some difficulties - it still doesn’t have enough power.

Acceleration to 100 km/h was not measured at stock parameters.

Fuel consumption for an average cruiser (40 km along a forest path) is 3.5 liters per 100 km .

Dimensions and weight

The light weight of the motorcycle makes it easy to perform various tricks, but such a jump on a stock fork usually brings the replacement of the latter closer.

The curb weight of the bike is only 118 kg .

in length - 2,101 mm;
width - 741 mm;
in height - 960 mm;

Seat height - 610 mm .

For whom is it intended?

The photo shows an option with a large Izhevsk headlight and a more comfortable steering wheel.

A fairly high seating position allows for comfortable movement for a tall person. But with certain modifications, a user of average height will be able to ride the bike.

Flaws

Users noted many disadvantages of the model:

the chain

137 links

The problem with the chain can be partially solved by installing a homemade tensioner.

Many people note the Chinese build quality.

Advantages

There are no less advantages:

durable frame;
good traction at low speeds;
design;
thick plastic;
low fuel consumption with a large tank volume.
versatility (for the forest in stock configuration, for additional equipment with an optional set).

Naturally, they note that the price of a new Chinese bike is much lower than a used Japanese one.

When treated with care, the motorcycle does not bother you with breakdowns and allows you to get by with simple maintenance year after year - changing the chain and oil.

Conclusion

Specifications

Technical characteristics of Suzuki Djebel 200:

Model	Suzuki Djebel 200 – Japanese version Suzuki DR200SE – export version
Motorcycle type	enduro
Year of issue	1993-2005 – Djebel 200 1995-2013 – DR200SE
engine's type	1-cylinder, 4-stroke
Working volume	199 cm³
Cooling	air
Bore/Stroke	66 x 58.2 mm
Compression ratio	9,4:1
Number of valves per cylinder	OHC, 2 valves
Fuel supply system	carburetor, 1x Mikuni BST31
Ignition type	fully transistorized
Maximum power	20 hp at 8500 rpm
Maximum torque	17.65 Nm at 7000 rpm
Clutch	Multi-disc in oil bath, cable drive
Transmission	5-speed
type of drive	chain
Frame	steel
Front suspension	telescopic fork, stroke – 205 mm
Rear suspension	Pendulum with monoshock absorber (preload adjustment), stroke – 205 mm
Front tire size	70/100-21M/C 44P
Rear tire size	100/90-18M/C 56P
Front brakes	1 disc, 230 mm, 1-piston caliper
Rear brakes	drum, 130 mm
Motorcycle length	2150 mm
Motorcycle width	805 mm
Motorcycle height	1150 mm
Seat height	810 mm
Wheelbase	1405 mm
Minimum ground clearance (clearance)	260 mm
Gas tank capacity	13 L 12.5 L – DR200SE (California)
Motorcycle weight (dry)	108 kg – Djebel 200 113 kg – DR200SE
Motorcycle weight (curb)	121 kg – Djebel 200 126 kg – DR200SE

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.

Release Features

In 1996, it was restyled, the motorcycle received a tank twice as large, as well as cosmetic changes. But this is not the main difference between the generation. Starting this year, the bike becomes a separate model, the Suzuki Djebel 250 XC, and the DR250R is taken as the basis.

Two years later, in 1998, a unique modification of the Suzuki Djebel 250 GPSver appeared. There is a built-in GPS navigator on the dashboard (though only with Japanese maps), but this development does not arouse much interest and its production ceased in 1999.

Production of the main model continues until 2000. Due to the introduction of eco-standards, the carburetor is being changed on the model. Eight years later, in 2008, the tightening of the same standards put an end to further development. Even the updated carburetor could not meet the new requirements.

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.

Brief history of the model

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-100001 to SH42A-103935.
Factory designation:
DR200SEP.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-103396 to SH42A-105800.
Factory designation:
DR200SER.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-105801-.
Factory designation:
DR200SES.

Model:

Suzuki Djebel 200 (Japan).
Factory designation:
DR200SET.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-109300-.
Factory designation:
DR200SEV.

Model:

Suzuki DR200SE (North America, Oceania).
Factory designation:
DR200SEV.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-112424-.
Factory designation:
DR200SEW.

Model:

Suzuki DR200SE (North America, Oceania).
Factory designation:
DR200SEW.

1999 – no significant changes. Factory designation:
DR200SEX.
2000 – no significant changes.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-114262-.
Factory designation:
DR200SEY.

Model:

Suzuki DR200SE (North America, Oceania).
Factory designation:
DR200SEY.

2001 – no significant changes. Factory designation:
DR200SEK1.
2002 – no significant changes. Factory designation:
DR200SEK2.
2003 – no significant changes.

Model:

Suzuki Djebel 200 (Japan).
Frame number:
SH42A-120001-.
Factory designation:
DR200SEK3.

Model:

Suzuki DR200SE (North America, Oceania).
Factory designation:
DR200SEK3.

2004 – no significant changes. Factory designation:
DR200SEK4.
2005 – no significant changes. Factory designation:
DR200SEK5. The Japanese version of the Suzuki Djebel 200 is being discontinued.
2006 – no significant changes. Factory designation:
DR200SEK6.
2007 – no significant changes. Factory designation:
DR200SEK7.
2008 – no significant changes. Factory designation:
DR200SEK8.
2009 – no significant changes. Factory designation:
DR200SEK9.
2010 – no significant changes. Factory designation:
DR200SEL0.
2011 – no significant changes. Factory designation:
DR200SEL1.
2012 – no significant changes. Factory designation:
DR200SEL2.
2013 – no significant changes. Factory designation:
DR200SEL3. The export version of the Suzuki DR200SE is being discontinued.

Yamaha Serow 225: Comparative test drive with Suzuki Djebel 200

DOUBLE AND GRAY

The Suzuki Djebel and Yamaha Serow models are known in Russia under such “party nicknames”. Oddly enough, the nicknames, tritely formed from distorting the names of motorcycles, clearly reflect the essence of these machines. Suzuki Djebel 200 is a Japanese analogue of the ever-memorable IZhs and Voskhods, only four-stroke and reliable. And so - cheap, ugly and simple as a nail (or dowel). Yamaha XT225 Serow is a “gray goat” who, as you know, lived as a dependent of an elderly woman and ingloriously ended his life at the teeth of a wolf: few people can say anything more about Serow than “ugh, he’s a girl!” The model is shrouded in darkness and numerous myths. Glamorous Moscow endurists, who prefer to ride around the dacha area around the barbecue on a Yamaha WR 450F (you can get dirty in the forest!), look at the poor XT225 with undisguised disgust and an expression on their faces: “Take it away, I’m already feeling bad!”

Both the Suzuki Djebel 200 and the Yamaha Serow 225 were produced for the Japanese domestic market, which means that it is not easy to understand the designers' intentions. To do this, you need to at least love sushi, watch anime for days and squint hard even in the dark.

Suzuki Djebel 200 (SE-II)

SLIPSTREAM

An enduro with a 200 cc single-cylinder weak engine, designed for off-road tourism - only the Japanese could think of this! The 200 differs from the 250 cc version in the same way as the boxer IMZ differs from the three-axle military Ural, which drives, sails and sometimes flies in any conditions. The Djebel 200 is 10 kg lighter and 10 hp weaker than the 250, it has a completely different frame, a different pendulum and suspension - only the name and headlight are the same.

As you know, miracles for some reason do not happen without certain stimulants in the 21st century, so I humbly sat down in the saddle of the “dowel” and prepared to be upset all the way... In theory, there should be an “unexpected” journalistic move, like “Oh miracle! Suddenly the motorcycle came to life and, rising to the rear wheel in fifth gear, smearing the rear tires burning from the monstrous torque on the asphalt, went to the point! "... But what will be so bad, even I, a big fan of 250 cc "single-barrel" guns (nauseous - editor's note), did not suspect. To get to the shooting location I had to drive 40 km on asphalt, which the Djebel 200 “flew” in about an hour: during this time I started talking to myself and turned a little grey.

He turned gray with horror, because the motorcycle naturally “didn’t move” - compared to any classmate, including the Yamaha Serow 225, the “dowel” simply refused to accelerate when turning the throttle. Overtaking Gazelles on the Moscow Ring Road turned into a real thriller, which required nerves of steel...

The right handle is turned all the way, the speedometer proudly holds the arrow in front of the “target” with the “Gazelle” nameplate and the clumsy inscription on the side “Do not wash off the mud - it’s healing!” moves at approximately the same speed. After 15 minutes, Djebel approaches the truck another half a meter... Squeezing yourself into the tank, with your peripheral vision you notice that there is very little left to the Gazelle’s cabin. Here appears the face of the driver, who bends over the steering wheel with laughter and, bursting into tears of emotion, shows a raised thumb, then he lightly presses the pedal and simply “goes nowhere” from the Suzuki Djebel roaring like a dying rhinoceros...

GOAT

The Yamaha XT225 is a rare example of a highly specialized enduro: like the product of heavy industry, the Kawasaki Super Sherpa, the Serow “goat” is designed for mountainous terrain, as is clearly hinted at by the image of a horned beast on the gas tank and the specific silhouette of the motorcycle. The word Serow means “goral”, and this, as it is written in one thick encyclopedia, is “a goat-shaped, medium-sized animal” that lives in the mountains, “not capable of long running, but moves along steep slopes with great dexterity.” The goat-like appearance was definitely noted, and the rest seems to be true: the Yamaha XT225 is far from the fastest motorcycle on asphalt, but it storms mountain slopes in a heartbeat. Why this device is very popular in the city of Sochi, where there are dark nights and there are more Muscovites than locals.

The same 40 km on asphalt roads, which at the wheel of the Suzuki Djebel 200 turned into a severe test of tolerance and endurance, flew quickly and with pleasure in the hard and slippery saddle of the Yamaha Serow 225. The motorcycle accelerated noticeably more vigorously, and due to well-chosen gear ratios it was able to overcome the “supersonic” mark of 130 km/h, which the Djebel pilot had only dreamed of. And it seems to be the same 20 hp as the Suzuki, almost the same torque... but only the Serow has a six-speed gearbox, not a five-speed one! Sixth gear brought the XT225 into the lead in this wretched “Dung Beetles on the Moscow Ring Road” competition.

But sitting on the Yamaha Serow is completely uncomfortable - the Suzuki Djebel saddle is wider, softer and not so slippery. Apparently, repeating the silhouette of a hairy goral, the designers lowered the saddle as much as possible and made it as hard and slippery as a frozen bowl of soup left for the morning on New Year’s Eve. It’s uncomfortable to sit on this perch, but riding the Serow while standing is somehow awkward. Due to the low seat and the specific shape of the humpbacked gas tank, there is nothing to support with your knees when you stand up. This despite the fact that I am of very modest stature! The editor-in-chief, for example, when he rose to his full height on the steps, looked as comical as a basketball player during rush hour in the Tokyo subway.

SLOPE WITHOUT FERRARI

There was no great desire to dig in the mud - still, to enjoy this kind of off-road adventure, you probably need to have a snout, a corkscrew tail and be able to grunt loudly... And the universal (read: “no”) tires of both motorcycles were not conducive to overcoming bottomless fords, Siberian taiga or four-meter holes at a tank training ground. Driving a Suzuki Djebel, I wanted to ride along well-groomed forest paths; in the saddle of a Yamaha Serow, I wanted to storm the hills and slopes. I chose a compromise option - rather steep and long sandy climbs in one of the areas of the near Moscow region, where six-story country houses have not yet been built, lakes have been dug for three-decker yachts, and even Ferraris are not yet driving. Wilderness, in a word.

The very first attempt to drive the XT225 onto the slope was too successful... because in a matter of seconds the “goat” took me to the top, which greatly upset the photographer, who, like a sniper in position, lay down in the bushes to take stunning shots of my bloody fall and destruction motorcycle tumbling down a slope. First gear, minimum speed, Yamaha Serow slowly rides up the mountain, or rather, crawls and, without straining, climbs such a slope that not every sober person can climb on their own two feet! Second gear and almost the same idle speed - the motorcycle still barely moves, but is ready to accelerate, and, if you do not sharply unscrew the throttle, it will even turn over without any impulse.

Although the Suzuki Djebel 200 was not designed for mountain driving, it climbed the hill not much worse than the Serow. Actually, any efficient 200- or 250-cc dual-purpose motorcycle could cope with this - you can hardly find harsh mountain ranges near the capital of our vast homeland. The narrow motor rattled powerlessly, sluggishly dragged the 100-kilogram apparatus and a slightly less heavy pilot and with all its tired expression showed: “Leave me alone! Let me die in peace!” Except that the Suza pleased with at least some comfort behind the wheel: since there is no engine and suspensions, Suzuki apparently decided that this “donkey” should at least be comfortable! Djebel attracts with a soft seat with a pimpled coating that prevents the pilot’s loin from sliding back and forth, conveniently located footrests and a good headlight that illuminates the path to a bright future.

No one had any luck with the brakes. Serow's front brake did not work; Djebel's had a rear drum brake. On the asphalt, it was more effective to brake with the power of thought than with the wretched discs and brackets that the designers generously endowed these devices with, apparently in the hope of causing a massacre of 200 cc enduro lovers. And on sand and ground, the brakes lacked information content - the feedback was the same as when using pigeon mail. In general, the weakness of the brakes was not a surprise - a completely expected result.

OPENING

And yet the “goat” behavior of the Yamaha Serow, galloping over the hills and hillocks, was so cheerful and infectious that I wanted to immediately burst into shouts of “I have seen the light! I’m ready to change my XR650R to a Serow, because I don’t need a hard enduro!”, was very different from how the Suzuki Djebel behaved. Or rather, the difference is not even in behavior (as you know, the off-road capabilities of a motorcycle depend more on the skills of the pilot than on the design features of the device), but in the feel of the machines, and the main factor here is the engine.

Yamaha Serow 225 (XT225)

The 225 cc Yamaha engine worked briskly and harshly: the exhaust sound was abrupt, the vibrations were not strong, but clearly noticeable, the engine picked up speed quickly and willingly. The Suzuki Djebel engine seems to be made of plastic: no sound, no vibrations, no revolutions - nothing at all, like the people’s favorite road bike Yamaha YBR125, something rumbles somewhere and doesn’t move at all.

Serow definitely has character! Good lows, ready to take the pilot and motorcycle even to Everest, and an excellent middle, suitable for both mountains and rough terrain. The first gear, consider it a downshift, means you can’t accelerate more than 20 km/h in it, but on a steep slope you don’t have to worry that “it stalls a little, then it rolls over a lot.” The motorcycle starts off perfectly in second gear, which I used as first in the city.

Serow is perhaps the most underrated enduro in Russia, the discovery of this test. Frankly, I, too, “from the words of friends of friends of friends,” thought that the XT225 was only suitable for spreading a newspaper on it, peeling a herring, and drinking a couple of glasses of tea with friends in the garage. I repent - the same iconic Honda XR250R is no better than the XT225, except for the “Honda” sticker on the side and additional horsepower, which when driving in the “dacha - forest - hills - I ride for my pleasure” style is not needed at all. But Serow boasts a sophisticated multi-link rear suspension, designed so that the monoshock absorber always presses the wheel to the surface, at any inclination and in any conditions.

Suzuki Djebel 200, as befits a real dowel, is “nothing” at all. No character, no bright charisma, no off-road or on-road qualities - a complete misunderstanding (naturally, in comparison with the Yamaha Serow). The engine is quiet, torque and power (read: “weakness”) are spread over the entire operating range with a thin layer, like gold is usually applied to “golden” jewelry, the suspension is much softer than that of the XT225, which is why they regularly “fold” during dynamic driving...

Only a masochistic anarchist, ready to wake up in Moscow and fall asleep in the company of drunken miners near Kuzbass, will go on a long trip to Djebel. This motorcycle is well suited for learning, better than the Serow: unlike the Yamaha, the Suzuki has a clear gearbox that will not confuse a beginner, it is more convenient and many times calmer than its competitors (if 200 cc enduros can be restless at all...). But there is no “zest” in the Suzuki Djebel - just a donkey, a working mule. In general, as always, the goats won...

Tuning – creativity with Suzuki Jebel 250

Any bike can be customized - some strive for comfort, some make it faster or more manageable. To make the Suzuki Djebel 250 unique in its kind, professionals do the following:

Installation of a new tank. If you're a fan of long-distance off-road travel, then a larger tank is for you. Experienced travelers install tanks with a volume of 25-30 liters on Jebel;
When driving in particularly dangerous and impassable places, many rely on crankcase protection. Such luxury on average costs no more than 7 thousand rubles;
Windshield (installed rarely and mainly by amateurs);
Lever protection. In case of an unsuccessful fall, you can break the brake or clutch handle, which will be extremely unpleasant. That is why many extreme athletes play it safe and install additional protection. Some long-distance travel enthusiasts may find wind deflectors on levers useful;
If the saddle of this enduro does not suit you for some reason, you can replace it with a more comfortable one (there are basic ones, and there are custom versions of the saddles).

In general, there are many options for improving the bike. We have given only a number of examples to awaken the imagination of motorcycle lovers and see what they are willing to do for the sake of their “steel horses”.

To summarize, I would like to say that this motorcycle is the best in its class for a number of reasons. If you buy such a motorcycle, you definitely won’t regret your choice.

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.