Review of the Suzuki Djebel 250 motorcycle (XC, GPS)

The tenacious and durable enduro Suzuki DRZ 400 is well known to those who like to ride off-road on two wheels. This motorcycle has been produced in different versions since 2000 , and many copies of this model travel on Russian roads. In Europe, the bike has not been officially sold for a long time, since it does not comply with strict environmental standards of the European Union, but used copies in Russia and the CIS countries in 99% of cases come directly from Japan. And in its class, DRZ can be called one of the best!

Design

Who said "design"? For harsh enduro, this concept does not exist; the emphasis is not on a pretty appearance, but on reliability, power and the ability to overcome mud in which an Abrams tank can easily get stuck. Japanese designers hired by Suzuki think so, otherwise there is no way to explain why the Suzuki DRZ 400 looks almost indistinguishable from other enduros. And the off-road version differs visually from the SM version (supermoto, that is, motard) only in the wheels. But such motorcycles are loved not for their design, but for what they are capable of.

Technical characteristics of Suzuki DRZ 400

They depend on the modification of the motorcycle. The most powerful was the DR-Z400E, discontinued in 2005 and not intended for use on public roads. But all Suzuki DRZs have decent technical characteristics, and they will not let the owner get bored.

Engine

The single-cylinder liquid-cooled power unit produces 40 horsepower and 39 Nm of torque (48 hp and 41 Nm for the DR-Z400E). It has powerful traction in the upper rev range, and at the same time is capable of pulling out a bike stuck in the mud with one jerk. On the road, the motorcycle is capable of reaching a speed of 150 km/h , but maintaining high speeds for a long time is not recommended - the engine is not designed for this, its element is rough terrain.

Transmission

Japanese engineers decided not to reinvent the wheel, and equipped their brainchild with a classic 5-speed gearbox . The first three gears are very short - what you need for an off-road bike. You have to actively use your left foot, but thanks to this, the DR-Z acquires explosive acceleration dynamics at low speeds.

Chassis and brakes

Different versions of the motorcycle are equipped with the same steel frame , but there are other differences between the enduro and supermoto versions. The first received a classic 49mm Showa fork with a full range of adjustments, and the second received a 47mm first fork , also adjustable, also made by Showa. On a regular Suzuki DRZ, a long-stroke monoshock absorber with progression (a full range of adjustments) is installed at the rear, and on the DRZ400SM there is a similar one, but a little shorter stroke (276mm versus 295mm). Braking is handled by 250mm discs at the front and 220mm at the rear (on enduro; on motard – 300mm at the front and 240mm at the rear). The calipers are the same, 2-piston front and 1-piston rear .

Electronics

There is a minimum of it in this model. Any biker who is not afraid to get his hands dirty can figure out the electrical circuit of the Suzuki DRZ 400. Let us only note that the very first modification of the bike, DR-Z400, discontinued in 2005, was additionally equipped with a kickstarter.

Weight and dimensions

Despite the conventional steel frame instead of a light alloy one, the Japanese managed to create a motorcycle that was light by class standards. Dry weight for the DR-Z400S is only 132 kg , for the DR-Z400E - 119 kg , for the DR-Z400SM - 135 kg . The dimensions accordingly correspond to these parameters:

• 2310 x 875 x 1240 mm (DR-Z400S)
• 2225 x 855 x 1200 mm (DR-Z400E)
• 2310 x 825 x 1235 mm (DR-Z400SM)

Controllability

Due to its modest weight the Suzuki DRZ handles excellently , which is why it is loved by tens of thousands of bikers. Off-road, it feels like a fish in water, and an experienced motorcyclist will have no problems holding it even on slippery and uneven surfaces. But on the highway, the Suzuki DR Z lacks directional stability due to narrow wheels and vulnerability to side winds.

Fuel consumption

It very much depends on the driving style, operating conditions and technical condition of the particular vehicle. If you try to get something in between, then in the city the consumption is unlikely to exceed 4.5-5 liters , and on the highway this figure will drop to 3.5 liters if you maintain a speed around 120 km/h . On the off-road, it is impossible to predict the consumption, but it certainly will not be low. You need to monitor the fuel level, since the gas tank holds 10 liters , of which 2.3 liters are reserve.

Jebel's competitors

There are many different 250cc enduro bikes on the motorcycle market. The main alternative to the Jebel is the Honda XR 250. But the XR is more off-road and is not very comfortable to drive on public roads. There is also a lightweight enduro Yamaha TTR 250, although over time it develops some technical problems. Then there is the Kawasaki KLX 250, but due to the fact that it is water-cooled, it is not very popular among endurists.

So, the most popular enduros with a 250 cc engine are considered to be Honda and Suzuki, while Yamaha and Kawasaki in Russia are quite rare in this class.

Motorcycle price

Russian bikers do not often buy new motorcycles, preferring used ones supplied directly from Japan. Suzuki DRZ is not officially sold in Russia, so all copies come to us straight from the Land of the Rising Sun. The cost on the secondary market starts from 120-130 thousand for the oldest Suzuki DRZ, and can reach up to 400 thousand for fresh motorcycles in good technical condition. The Suzuki DRZ 400 SM is on average more expensive than its off-road counterparts in the model range.

Repair and tuning

Suzuki DRZ is reliable, and all tuning usually comes down to improving its already decent characteristics. There are plenty of offers on the Internet, but they will be of interest mainly to bikers who are well versed in the topic and know how exactly this or that part will be useful to them.

Repair

According to reviews, Suzuki DRZ rarely breaks down. It is distinguished by excellent durability, and even if it falls head over heels, it is unlikely that anything will fall off of it except the mirrors. Other breakdowns are most often caused by untimely maintenance, and they can be avoided if you take proper care of your two-wheeled friend.

Spare parts

Not everything is available, but this problem is familiar to all Russian bikers. You can find absolutely everything to order, from a clutch cable to an entire engine. Prices are comparable to those of 95% of other Japanese motorcycles.

Tuning

Often, owners of Suzuki DRZ equip the bike with protective cages, hand protection, install a lightweight exhaust system, or install other wheels . Sometimes the suspension also changes, but this pleasure is not cheap. There is enough tuning for this model, but the price of individual components can be exorbitant.

Motorcycle modifications

Of the four versions that were produced, there are now two left - the enduro DRZ 400S and the motard DRZ 400 SM. The latter is distinguished by smaller radius wheels, different suspensions and stronger brakes - these differences are described above. But previously two more modifications were produced, the Suzuki DRZ 400 (with kickstarter and without PTS), removed from the production line in 2005, and the DRZ 400E, with an engine retuned for more power, but also not intended for public roads. It was discontinued in 2009.

Disadvantages of the Suzuki Djebel 250

Rear shock absorber cannot be repaired

The rear shock absorber cannot be repaired in Jebel, so if it breaks, you will have to replace it completely.

The footrest sensor sometimes works when it shouldn't

The footrest sensor forcibly turns off the engine if the motorcyclist has engaged the gear but has not removed the footrest. This is a convenient function for beginners, but it often happens that when, due to serious off-road jumps, this sensor is triggered and turns off the engine, it becomes inconvenient. Therefore, many experienced jebelovods turn off this sensor.

Advantages and disadvantages

The Suzuki DRZ has enough advantages - the bike is perfectly balanced in all respects. Reliable, durable, hardy - whatever epithets they give it! But they are all rightfully deserved. Disadvantages are most often quite subjective.

Advantages

• Impressive acceleration dynamics and high top speed.
• Excellent long-travel suspension , excellent shock absorption. A full set of adjustments is included.
• Simple design . Any more or less experienced biker can repair or service the Suzuki DRZ on his own.
• Low cost of maintenance.

Flaws

• Weak traction at the bottom . To achieve good dynamics, the Suzuki DRZ engine must be “twisted”.
• A small gas tank coupled with high fuel consumption off-road.
• Due to the significant seat height, short riders may find it difficult to reach the ground with their feet.
• At high speeds, the Suzuki DRZ engine “eats up” oil . At the same time, due to the design features, oil starvation is deadly for it, so you need to monitor the oil level.

The main advantages of the Suzuki Djebel 250

Reliability

Jebel, unlike many other enduros, requires an oil change every 5,000 km. If you operate this device correctly, it can easily travel 120,000 kilometers. And thanks to air-oil cooling, the Djebel 250 easily travels at a speed of 120 km/h without overheating the engine. The design of the Suzuki Jebel is also reliable, the rigid frame can easily withstand serious falls.

Riding long distances

Many enduro bikes are simply not suitable for long-distance riding on regular paved roads due to their uncomfortable seats and small fuel tank, but the Djebel 250 has a 17-liter gas tank, a comfortable saddle and even a luggage rack.

“Jebel” can easily be called the most balanced enduro, because it can ride easily in mud and feels great on asphalt. Of course, driving an enduro on a flat road is not particularly interesting, but there are examples that were able to travel 1600 km on Jebel. on a public road in just 24 hours.

Sturdy suspension

The ground clearance of the Djebel 250 is 30 centimeters, and the suspension travel is 28 cm, which makes various holes, curbs and speed bumps invisible.

Owner reviews

I rode the Suzuki DRZ for two full seasons, sold it with relief, and now I’ll tell you why. The motorcycle is truly universal, truly tenacious, but it is somehow too average, as if without a soul. And it’s just strange - you need to turn the engine to cheerfully drive, but you can only drive on the highway. But we seem to have enduro, don’t we? But there is no tractor traction on the lower parts. Tops are not so needed off-road, but we don’t have bottoms - only tops. As a result, you can powerfully push across the field, but making your way through the forest between the trees is stupidly boring, it’s not for that bike. Ivan, Krasnodar.

The best model from Suzuki!! I used to ride a Honda XR250, but, firstly, I wanted to increase the cubic capacity, and secondly, I decided to buy a motard. The choice ultimately fell on Suzuki, the 2011 DR Z 400 SM. I took it with a mileage of 15k km, it doesn’t seem to be twisted, at least this is indicated by indirect signs. After a season, I can confidently say that Suzuki engineers know their stuff and they’re on fire. It goes everywhere, any way you like, even on the ground, even on the road, steering is elementary. But the character is evil, constantly provokes, so I strictly do not recommend it to beginners - you can accidentally kill yourself due to inexperience. Rinat, Vologda.

I was choosing between the Suzuki DRZ and the Chinese enduro, I took the Japanese one and was not mistaken. The motor is old, but problem-free, it doesn’t break at all. The downside is that the seat is made of oak and the tank is small. The rest is a complete plus. Andrey, Lobnya.

Differences between Suzuki Djebel 250 and Suzuki DR250R

The DR250R and Djebel 250 motorcycles were produced simultaneously for a long time and they have a lot in common: engine, suspension. The differences between these motorcycles are that the DR has a smaller fuel tank than the Djebel 250, and their headlights are different, the Djebel has a large round headlight, and the DR has a small and square one.

Price Suzuki Djebel 250

The price of this motorcycle is a little scary, and all enduro motorcycles cost a lot. But when you ride behind the wheel of such a motorcycle, you realize that the money was well spent. Enduro gives a lot of pleasant and unforgettable emotions. Since today a new “Jebel” cannot be found, because it has not been produced for a long time, so you need to look for it among used motorcycles.

Old Suzuki Djebel 250 cost about 90 thousand rubles, but their condition leaves much to be desired. If we take models before 2000, then their prices are in the range of 130,000 rubles, but models that were released after 2000 are sold at prices from 130,000 to 180,000 rubles.

Conclusion

This motorcycle really justifies its price , and it doesn’t matter what modification we are talking about - the Suzuki DRZ400SM motard or the DRZ 400S enduro. Powerful and reliable , he can become a loyal friend for many years if you like his obstinate character.

Specifications

Test drive SuzukiDRZ400S

Opinion: Valery Chuikov (DRIVE) 186 cm, 118 kg.

Rides a BMW R1150GS and a Kawasaki KLR650

I got sick of enduro last season, when I rode around Kyiv and Ukraine on a Honda Transalp XL650V (see MD No. 7, 2006). Although this is a rather heavy tourist SUV, it was just right for me, as a rather large person, and I happily drove about 10 thousand kilometers on it, most of which were covered in the city of Kyiv. Then there were a couple of months of daily, but incredibly exciting, overcoming dense city traffic on a Honda XL250 Degree, and then I fully realized the significance of the role of enduro for the development of motorcycling as a phenomenon in our country.

What attracted me so much to this class, you ask? The answer is simple: an unusually wide degree of freedom, unavailable to any other class of motorcycles. There is a road - good, the quality of the asphalt does not matter. Primer only? Good too. You will have to drive across the field and cross the stream - and this is not an obstacle. In the city, overcoming traffic jams and almost without slowing down, you need to jump over the curb, drive through a construction site, turn around on the avenue through an underground passage, or go around the traffic jam along a path along the railway - that’s also not a problem! Having tasted such opportunities and knowing about even greater prospects, it is impossible not to fall in love with enduro!

As for the Suzuki DRZ-400S, I both liked it and didn’t. Since I prefer to use enduro in city traffic, with very rare trips to real off-road conditions, I counted the dynamics and controllability of this “400” as its advantages. But the narrow (for my size) seat and inadequate (for asphalt use) basic brakes are a minus. In general, the device is very interesting in that there are no restrictions on tuning, “tuning” it to suit yourself is not a question: you can strengthen the brakes by installing a second brake disc, change the fork to a “shifter”, boost the engine, and even about the sprocket handles - There is no such thing as protection at all.

Opinion: Vladislav Sofonov 180 cm, 75 kg.

Rides a Kawasaki ER-5 Twister

Having never ridden an enduro motorcycle before, I did not take this type of equipment seriously. But everything flows and changes, and out of curiosity, I still decided to try it. And, I must say, my opinion about this class has changed dramatically. Such motorcycles not only have the right to exist, in Ukraine they MUST DOMINATE!

The impressions I experienced while riding the Suzuki DR-Z 400S cannot be compared with anything. Seemingly too tall and unsuitable for city riding, the motorcycle almost immediately became comfortable and phenomenally controlled. Even the short-throw throttle became familiar to me in a matter of minutes. Despite the fact that when accelerating in first gear with the throttle fully open, the front wheel easily lifts off the ground and when quickly switching to second it remains “hanging” in the air, there is no fear - everything happens smoothly and under control. In a matter of seconds (it feels like no more than 4), the motorcycle reaches “hundreds”, while leaving two more gears in reserve for subsequent acceleration. Working with the box is a pleasure. The lever has a short stroke, and the gears are always engaged clearly.

I liked the brakes, even though when braking only at the front, the motorcycle nose-dives a lot or tries to make a stop. With the help of the rear one, you can always enter a turn with a skid or stop with a body turn of 90 degrees or more.

Easily overcoming curbs, potholes in the asphalt and other obstacles encountered on our “directions” is delightful. In addition, due to the high steering wheel, which is located above the level of the car mirrors and the high ground clearance, it is easy to maneuver not only between cars, but also to go around them on the right, close to the curb, which is difficult to do on a road, and even more so, sewn into “ plastic" motorcycle. And off-road is his natural element! Thanks to the “toothy” tires, it overcomes not only dirt roads and grass thickets, but also easily storms sandy slopes. And, apparently, deep puddles are not scary for him either... Why do I keep saying how good it is to go extreme on this motorcycle? Yes, because otherwise it is simply impossible to ride it! The freedom it provides is so exciting that the concept of a “quiet ride” becomes about as ephemeral as “distant galaxies.”

Opinion: Valery Kalinchuk (KAT) 178 cm, 87 kg.

He drives... a Suzuki DRZ400S he bought after testing

I didn’t expect that enduro would be so relevant for the city today. You can ride it in any direction, regardless of the surface, including underground passages and other stairs. But let's start in order. The ProMoto motorcycle dealership invited me to try out the Suzuki DR-Z 400S. In principle, I have ridden all types of motor vehicles: from scooters to sportbikes, and I have something to compare with. The first day I devoted to asphalt tests and driving around the city. The motorcycle had civilian tires with a universal pattern, so it handled the asphalt quite confidently. The high torque gave “locomotive” traction in all five gears, but one more, sixth, was missing, since after 130 km/h the engine sound exceeded the permissible limits and began to irritate even with a helmet. The maximum speed was reached as much as 161 km/h (according to the digital speedometer), and this is really the maximum. With these indicators, I drove for about five minutes, and did not reach any higher speed. Moreover, after 150 km/h the motorcycle openly scours the road, and there is quite a strong vibration on the steering wheel. But no one says that it is designed for enormous speeds, especially since the speed limit in the city is very limited. I think that the DR-Z’s “maximum speed” is decent. I had no complaints about the device’s ability to “uncork” traffic jams. Despite its considerable size, it maneuvers perfectly, squeezing into any gap, and in the absence of any, it perfectly drives onto the sidewalk through curbs of any height, and onto standard ones without reducing the speed of 60 km/h. Once I needed to move to the other side of an avenue with a dividing barrier, so the underground passage was very useful! The bike rides great on stairs. Moreover, both down and up. This is his element. Huge suspension travel and high torque do their job. Navigating flights of stairs is absolutely not annoying. The main thing is to “play” carefully with the throttle, otherwise you can easily tip over in first gear. The height of the motorcycle on the saddle does not allow delay and, especially, stopping on a flight of stairs.

In the city, riding an enduro is not only possible, but also necessary, because it is extremely convenient! But there are, of course, disadvantages. For example, the fact that on the tested version the cooling radiator did not have a fan. If you constantly drive slowly and in low gears, the light will soon come on, indicating that the engine is overheating. And then you will have to either turn off the equipment and wait, or accelerate and drive in fifth gear in the mid-speed zone. This happened to me several times. In the latter case, the engine cools down in about ten seconds. Also, the disadvantages include the absence of a warning lamp for the fuel level indicator in the tank. Considering the small capacity of the latter, controlling the remaining fuel becomes a problem. Even the reserve, which can drive thirty kilometers, does not help.

The brakes are completely unsuitable for the city. If you want to stop extremely, then you are unlikely to succeed. But this is enduro, and its element is not the city. The second day of testing was dedicated to the ground. And even when shod with “city” tires, the motorcycle showed that it was in its element. The rubber only made itself felt during acceleration (strong wobbling of the stern) and in turns (constant drift to the outside of the turn). Braking was excellent. The motorcycle does not yaw (even with a reservation on the tires) and stands rooted to the spot. It takes on hills and descents with a bang, except that it gets stuck in the sand and loose, high embankments. The suspension handles bumps perfectly, and you can drive on open off-road conditions very quickly. Springboards are a separate topic for discussion. You can and should jump on this Suzuki, it loves springboards. But don't get too carried away. Already from a height of about one and a half meters upon landing it can “break through” the suspension. Still, this is not a pure cross bike, but a civilian hard enduro. But nevertheless, it will please those who like to have fun with jumping. Completing the two-day test, I no longer wanted to ride on the road next to cars, but wanted to look for obstacles, because still, hand on heart, the DRZ400 is not a motorcycle for the city. This is a device for driving on the ground. Off-road is its element, and the headlight and marker signal with turns assigned to it by status are nothing more than auxiliary elements for driving along the asphalt of a metropolis towards a country road.

Opinion: Alexander Pozhidaev 176 cm, 65 kg.

Rides a Kawasaki KLX 250 ES

The moment has come when I get to test the renowned Suzuki DRZ-400. To be honest, after a day of “riding” I was a little disappointed. I’ll explain why now, but everything is in order. Yes, remember that all my conclusions are given solely in comparison with my motorcycle.

I'll start with the cons. Firstly, the clutch handle seemed incredibly tight - after five minutes of “pushing” in a traffic jam on Moskovskaya Square, the index and middle fingers, along with the hand, began to ache noticeably. The gears are not switched on clearly enough and the foot stroke is relatively large. But “neutral” is easily found, even in static conditions. We also had to use the signal - it turned out to be quiet and squeaky. You may not even hear this one.

When driving (flying) over a familiar “speed bump” (which I overcame many times without problems at a speed of 80 km/h) at a speed close to 60 km/h, the steering wheel was almost knocked out of my hands and turned to the left at a decent angle. What's to blame? A regular fork, not a “reverse” one, like on my Kava?

It was not possible to properly test the bike on the ground, since it was wearing almost worn out “civilian” tires, but something can be said with confidence. Firstly, on the ground you begin to feel every extra kilogram of your motorcycle. It happens that you pour an extra 4 liters of gasoline into the tank, and it becomes noticeably more difficult to control the motorbike off-road. Immediately in dry weight there is an “extra” 20 kg (KLX250 - 110 kg, DRZ400S - 132 kg)! Of course, it is possible and even necessary to drive the DRZ on the ground, but it will still lag behind its lighter brothers. During small jumps (more like jumps), it somehow lands heavily on the front fork, and in addition, when landing, something constantly rumbles and clicks. The engine also gets noticeably hot. In winter, of course, this may be a plus, but in summer...

As for the “cons”, that’s it. Let's move on to the positives of the DRZ series.

The dynamics are just super! It feels like about four and a half seconds to “hundreds”. In the city this is 100% enough. You can safely drive 120-140 on the highway, but the wind in your face begins to annoy you. Overtaking up to 120 km/h is achieved instantly. “Maximum speed” of 150 km/h (without bending down too much and without waiting for a tailwind) is also quite good for enduro. I liked the stability of the moto at speeds of “more than a hundred” - you definitely can’t get that from a lightweight KLX. The seat is quite soft and, although it is not wide, the fifth point does not get tired at all. You can also go on a mini-long haul without fear of turning the trip into torture. Despite some heaviness when landing on the front wheel with small jumps, with a more or less serious jump, about a meter in height, and alternately landing first on the rear wheel, then on the front wheel, the suspension coped with an “A”, without giving even a hint for breakdown. And this is with the same 132 kg of dry weight!

In conclusion, the DRZ400S will be a great bike for the city. With excellent handling, suspensions for our off-road conditions, excellent dynamics. When you take it into a sharp turn, you won’t be afraid of potholes or other irregularities appearing in the middle of the turn—the cross-country steering wheel and suspension will not let you “unravel.” He can drive his 120-140 km/h anywhere, regardless of the quality of the asphalt, flying over gravel, scattered sand or just a broken-down road. It is also good for off-road driving, but, for example, the presence of an electric starter and the absence of “kick” indicate that this is not its main purpose, although not very hard and long tourist grips are just right for it.

Opinion: Mikhail Mezhenov (michel) 183 cm, 72 kg.

Rides a Yamaha TTR250R

I’ll start from the middle - I’ve often heard the opinion: they say, everything is good in it, but the engine is rather weak. You can, of course, agree - 40 hp. at 132 kg of dry weight, by modern times, not so hot, what an indicator. But, excuse me, the engine is quite modern - four valves, water cooling, dry sump (!) and “te-de” and “te-pe”. It was clearly made “uncharged” deliberately, and, thank God!

Thanks to the fact that Suzuki was the first (and so far the only) to hear the pleas of motorcyclists around the world and made a motorcycle that is supplied to all markets, and delivered without modifications, for this series we have little comparable in terms of saturation of aftermarket spare parts and accessories. This “car” has everything, everywhere, and this, I think, is one of its important advantages. The amount of tuning and sundries for the DRZ series is simply amazing!

Soft and friendly, with a predictable, smooth performance, the engine has an absolutely unimaginable boost reserve. The most surprising thing (and I had to drive both a slightly “charged” copy and a standard one) is that I liked the standard one better: firstly, there is enough torque to lift the front wheel into the air in the first three gears, and so, secondly, Almost any boost “raises” the highs and “brings down” the lows, and thirdly, I like it when there are still lows. Of course, the “pros” will turn their noses up, but there are sports 450s for them. Civilian hard enduro is a rarity, but the DRZ is still hard. And never even a SUV!

Of course, you can argue about versions and modifications (E, EK, S, SK, but I’m generally silent about SM - this is a completely different motorcycle). But, in general, it looks like this: if we want to travel more “on the pampas”, we take the sportier (and already 48-strong) E. If we want to move around the city more, we take it, adding lighting equipment, or “S-ku” Fortunately, CO and sound are not strictly controlled here yet. “S-ka” is distinguished by its greater weight (by 13 kg), the presence of mirrors, turn signals and brake lights, a lower compression ratio (11.3:1 versus 12.2:1), its ground clearance is also 2.5 less cm, and the base is 1.5 cm shorter.

But I'm too lazy to compare these numbers. Something like this: if you climb mountains, then look for something lighter, for all other applications (even to the point of building something completely unimaginable on its basis) DRZ400 is just a bomb.

PS By the way, there are statistics from the USA that clearly say that people who ride cross/enduro, even switching to sports/street/classic/choppers, beat 8 (eight!) times less than people who have never sniffed the dirt. You might want to think about the benefits of enduro...