Technical characteristics of the motorcycle suzuki dr 650

Just before noon on February 22, 2011, the streets of Christchurch, New Zealand, were seriously shaken. Earthquakes are nothing new here: the city is located in a seismically active zone. At that time, 185 people died, and the roads fell into a deplorable state. But life goes on - and a local resident named Chris Penniel, founder of the Seven Motorcycles workshop, thinking about another custom, decided to build a bike that you can ride around the city even after the next disaster strike.

Seven Motorcycles

Last year, Chris Penniel of Seven Motorcycles found a very inexpensive Suzuki DR650 and decided it would make a great ruin survival bike.

But everything happens for a reason - and the Suzuki DR650's low price had one too. The motorcycle was in poor condition, and also cluttered:

Someone cut off a piece of the subframe behind the seat, stripped the tank down to bare metal and painted the wheels black, Chris told us. -It looks like it was an attempt to make a post-apocalyptic bike in the style of the work of the guys from Classified Moto, although there was no more than 5 percent of the style. But for me it’s not scary - I was going to redo these nodes anyway.

In the late 1980s, the DR600 was Suzuki's largest and relatively cheapest off-road motorcycle. Honda had already supplied its 650 Dominator and Suzuki decided to make the SUV larger by refining the DR600 version. The DR650 goes on the market at the beginning of 1990 in two different versions: the DR650 Djebel, which in some markets is called the DR650R Dakar (SP 41 B) with a small protective glass on the reflector and one exhaust pipe, and the DR650RS (SP 42 B) with a large glass mounted to the frame and two exhausts. Although these motorcycles are completely different in appearance, they share the same mechanics. The engine in the DR650 is essentially the same as the DR600, but with a larger bore and longer stroke, while the DR650, including the frame and suspension, has been completely redesigned. The big brother is more comfortable than the 600, and its riding position is quite suitable for road riding, not just dirt. Both DR650 models had a 21-liter fuel tank and a massive aluminum trunk.

Although they talked about the need to install an electric starter in the DR, the new DR650s continued to have the traditional “kick”. Starting, as in the 600, was still difficult, especially in the derated versions with a power of 27 hp. It was not until 1991 that the DR650 RSE with electric starter (SP 43 B) appeared.

Suzuki DR 650R Dakar 1990

Suzuki DR 650RS 1990

1991 Suzuki year code: M

Suzuki DR 650RSE 1991

1992 Suzuki year code: N

The 1992 model had a smaller fuel tank (17 liters instead of 21), and the aluminum rear trunk was replaced with a smaller one. The changes, among other improvements, reduced dry weight by 8 kg (17.6 lb). The exhaust system has been enlarged to improve engine torque at low speeds. The rear suspension has been improved. DR650 Jebel changes name to DR650R. However, no major updates were made to the DR650 until 1996. Only changes made between 1992 and 1995 that can be considered purely cosmetic.

1993 Suzuki year code: P

1994 Suzuki year code: R

1995 Suzuki year code: S

1996 Suzuki year code: T

1997 Suzuki year code: V

1998 Suzuki year code: W

1999 Suzuki year code: X

2000 Suzuki year code: Y

2001 Suzuki year code: K1

A few kind words about your motorcycle

According to information from the forum: kickstarter.org

I also have something to tell you about my motorcycle Suzuki DR 650 SE 2001. Under surveillance for the last three seasons. The mileage in my hands is approximately 15-17 thousand.

I'll start with the official numbers.

Basic information Model: Suzuki DR 650 SE Year: 2001 Type: Enduro / Off-road Engine and drive Displacement: 644 cm3 Type: Single cylinder Stroke: 4 Power: 44.00 hp (32.1 kW)) @ 6400 rpm (according to other sources 46 hp) Compression: 8.5:1 Bore x Stroke: 100.0 x 82.0 mm (3.9 x 3.2 inches) Torque: 54.00 Nm (5.5 kgf-m / ​​39.8 ft.lbs) @ 4600 rpm /min. Fuel system: Carburetor (like this Mikuni BST40) Valves: 4 Bore x Stroke: 100.0 x 82.0 mm (3.9 x 3.2 inches) Engine starting: Electric starter Cooling: Oil & air (oil cooler available) Gearbox: 5 speed Drive: Chain Dimensions Seat height: 890 mm Chassis Wheelbase: 1490 mm Overall length 2255 mm Overall height 1195 mm Overall width 865 mm (I don’t know at what points they measured it. The steering wheel is wider, the folding footrests are narrower. I measured it myself with a tape measure) Ground clearance 265 mm Front travel: 260 mm Rear travel: 260 mm weight 147 kg (according to other sources 146 kg) start electric starter Speed ​​and acceleration Max. speed: 160.0 (99.4 mph) Other Gas tank capacity: 13 l. Front tire: 90/90-21 Rear tire: 120/90-17 Front brake: Single disc Front brake diameter: 290 mm Rear brake: Single disc Rear brake diameter: 240 mm

These official figures are taken from the catalogue. The maximum speed gives me doubts, since more than 150 did not go downhill and with a tailwind, and even then, it is so unpleasant at such speeds that I don’t want to check the values.

Motorcycle in tuning.

Installed: Supermoto wheels on 17 rims BERH hubs like NOT. Brake disc 320. 4-piston caliper NOT (This company is called Ash E), adapter for the caliper taking into account the 320 disc is also NOT (Some say it’s curved, but I think it’s just specially curved), Reinforced line, radial brake machine NOT.

TrailTech computer www.trailtech.net, FMF muffler (the original one was dented), Acerbis handle and muzzle protection, Driver +1 Slave stars + 2 it seems. In addition, a platform has been installed for a small central trunk, and this very trunk is even there (But in my opinion, I have never traveled with it). The motorcycle's yoke is made integral with the frame, so after the crash test it was necessary to subject the yoke to forced tuning and make part of it anew.

The engine was not touched (in the sense of not being tuned). We replaced the current cylinder gasket, which was the hallmark of this model until 2003, when the gasket began to be made from normal material and not from toilet paper, the timing chain tensioner (the chain was not touched), the valves were adjusted (Master Andrew P1, so that your hands don’t were sick) Consumption in the city is from 5 to 7 liters. I use 95 gasoline. We change the oil every 4000, along with the oil and air filter. Synthetic Castrol 5 W50. By the middle of the 2006 season, the front fork seals were changed. In the middle of the 2007 season, the chain and sprockets were changed. We rolled up two sets of Pirelli MT 60Corsa + another rear tire, also MT 60 but P (it runs longer and doesn’t last as well). Disappointed in tires. And it holds differently than some analogues, and it wants to be offensively less than them and does not provide such advantages on the ground. (4000 km and it’s time to change the rear tank) I bought a Sportek M3 for the next season.

Pros:

1. One of the most versatile motorcycles in nature. Very convenient around the city. I endured driving on cross-country tracks (of course, they are not fast. And jumping like that is generally scary; when landing, the front almost always breaks, but nevertheless, it was quite possible to ride keeping up with the Honda XP 650 R (by the way, its fork breaks even more strongly)). It’s great to ride along forest paths and paths. You can travel far (but not quickly). Americans also recommend this motorbike for long trips. It has a full-fledged two-seater comfortable seat (I carried Seryoga Torchka (over 2 meters tall) in the back and we fit on this motorcycle) I carried Anya Tochka in the back, she also said that it was comfortable. It has one of the stiffest frames in the class, and tuners don’t seem to strengthen the frame with gussets when converting a motorcycle into a near-sports supermoto with a serious engine charge. The stock brakes are the most decent of their classmates. Even in the city the engine does not overheat; the radiator is a useful thing.

In my opinion, today there is no alternative to Motiku: all the closest competitors, in my opinion, are less universal. Or semi-traditional, with a slight gain in power of a couple of hp. and weighing five kilos, (XP 650L, TT 600R) are either heavier (XT 600, KLR 650), or are in a completely different price category when comparing the enduro DR 650 and the new KTM. If we compare the new KTM and the cost of my donor motorcycle + tuning, then mine is a little cheaper than the new KTM and the KTM rides, of course, is incomparable. (The cost of an enduro donor is 6 thousand + tuning about 3 thousand (with work) it turns out to be around 9 thousand usd. Another 3 thousand and you can buy a new KTM 690 in the off-season with the loss of a year, but you can definitely buy a Husqvarna 510) What I mean is that the need for such tuning is very doubtful. And the stock device is wonderful. I just wanted a supermoto and there was an opportunity. And driving every day around the city and on Endura is very good.

Minuses:

No front fork (although I kind of even got used to it). No light in stock (with the Acerbis face it’s better but not by much) I drive long-distance all the time. The standard wheel size is neither this nor that, in the sense that the choice of tires is not very great. Low top speed. It's comfortable to drive up to 130. There are very few tuning offers.

That seems to be all. Sincerely, S. Petrov

2002 Suzuki year code: K2

2003 Suzuki year code: K3

2004 Suzuki year code: K4

Suzuki DR 650SE 2005

Suzuki DR 650SE 2006-2007

Specifications

Motor and drive
engine's type	Single cylinder
Number of cycles	4
Volume	644.00 cm³
Number of cylinders	1
Diameter*Stroke	100.0 mm x 82.0 mm
Compression ratio	9.5:1
Fuel system	Carburetor
Lubrication system	Oil bath crankcase
Cooling system	Air-oil cooling
Ignition	Electronic ignition
Fuel control	SOHC
Transmission	5-speed
Drive unit	Chain
Chassis
Front suspension	Telescopic fork
Rear suspension	Pendulum. Customizable
Front wheel size	90/90-21M/C (54S)
Rear wheel size	120/90-17M/C (64S)
Front brake	Disk, 1 disk
Rear brake	Disk, 1 disk
Weight and dimensions characteristics
Length	2255 mm
Width	865 mm
Height	1195 mm
Seat height	885 mm
Minimum ground clearance	265 mm
Wheelbase	1490 mm
Dry weight	147.00 kg
Gas tank capacity	13.00 l
Other
Colors	Blue/White, Black
Starter	Electric starter

Engine on DR650SE

Withstands runs of about 100 thousand km without problems. Then, most likely, you will have to change the piston and piston rings, since after 40-50 thousand km an excess gap appears between the piston and the cylinder, which increases oil consumption. Unfortunately with the DR650 you have to agree that the clutch and decompressor connectors often break. Many users criticize the DR650's first gear being too long, which causes the bike to stall when starting uphill and not perform well on rough terrain. Then there is nothing left but to replace the sprocket (from 16 to 15 teeth).

Some operating parameters

Maximum speed - 145 km/h Acceleration 0-100 km/h - 6.2 sec Fuel consumption - 6 liters per 100 km Technical inspection - every 6000 km Engine oil - SAE 10W40 (2.15 l) Telescope oil - SAE 10W , 566 cm3 per feather Spark plugs - NGK DPR 9 EA 9 Valve clearance (cold engine) - intake 0.08-0.13 mm, exhaust 0.08-0.13 mm Prices of some spare parts

Rear wheel drive chain with teeth - 130 USD Brake pads, front - 40 USD Clutch disc set - 80 USD Front brake disc - 200 USD Clutch cable - 30 USD Decompressor cable - 20 USD Air filter - 25 USD Gaskets for the front fork (set) - 8 USD Clutch lever - 12 USD Steering wheel - 70 USD Mirror - 35 USD Speedometer - 140 USD Turning light - 35 USD Front swamp - 50 USD Front wheel - 500 USD Muffler - 400 USD Fuel tank - 500 USD Frame - 1000 USD

Suzuki DR650

To begin with, Chris sketched out a sketch in a drawing program.

This really helped determine the proportions,” he says. -Then the tail, front license plate, license plate mount, seat base and electrical compartment were laser cut from aluminum. Everything that was possible, every mount and bracket, I also drew and cut with a laser - it turned out quickly, beautifully and accurately.

In many projects, the main time consuming, oddly enough, is wiring. This is what happened with Chris with his Suzuki DR650.

I either shortened, extended, or rerouted almost every wiring. Installing the electrics into the compartment under the seat was like some kind of hellish puzzle with snakes, Chris recalls.

Advantages of the model

1. Ability to adapt to any road conditions.
2. Advanced cooling system.
3. Aluminum cylinder coated with a composite electrochemical material that increases its resistance to wear.
4. The carburetor intake system is coated with anti-corrosion paint.
5. The engine balancing system minimizes engine vibration.
6. The short wheelbase combined with a rigid frame provides good stability and handling on any surface.
7. The seat height can be adjusted.

Disadvantages of the model

1. The engine produces power that does not correspond to its displacement.
2. The revs pick up quickly, but the response to pressing the gas lever is slow.
3. Neutral gear is too pronounced. Changing gears requires some effort.

Reviews of the Suzuki Dr 650 confirm the idea that you should not expect anything supernatural. A typical representative of the enduro class, which does not stand out from the crowd of its own kind. The price is pleasantly pleasing. Overall, this is a good option for a breeze through the forest and overcoming several obstacles.

History

Specifications

When creating a competitor for the Italians, the Japanese were afraid to experiment too much with the engine, so their development largely copies Ducati engines.

Engine – left view.

Engine – right side view.

• Working volume - 645 cm3.
• Power - 65 (72) hp.
• Number of valves - 4.
• Cooling is liquid.
• Fuel supply - Mikuni carburetor (injector + SDTV).
• The ignition is transistorized; in the process of evolution, 1 spark plug was replaced by 2.
• Start - electric starter.
• Fuel tank - 16 (17) l.

In brackets are the parameters after the 2003 restyling.

Transmission and clutch

The main gear is a classic chain.

The motorcycle received a 6-speed gearbox. Overall the box is not bad, but there are some shortcomings. The owners noted:

• difficult to catch neutral;
• thoughtfulness at high speeds;
• long pedal stroke.

Multi-plate clutch, oil bath, power transmission - cable.

The main drive is a chain as standard.

Brakes

Front brakes – 2 discs.

Rear brake – 1 disc.

The bike was equipped with hydraulic disc brakes.

Front brakes:

• number of disks - 2;
• disc diameter - 290 mm;
• support - 2-piston.

Rear brakes:

• number of disks - 1;
• disc diameter - 240 mm;
• support - 1-piston.

Since 2007, it has become possible to install ABS. It was not offered in the stock configuration, but the user could select this as an additional option, indicating how to install it: 2 wheels, front only, rear only.

The brake calipers are not incredibly grippy, but in most cases they are enough.

Suzuki DL650 V-Strom

The rebound damping of the rear shock absorber is adjusted by an elegant valve.
The rebound damping of the rear shock absorber is adjusted by an elegant valve. And here’s what else will upset the inquisitive biker: the reluctance of the motorcycle to accelerate dynamically after 130–140 km/h (especially with a passenger and luggage). Which in itself, of course, is not criminal - after all, this is not a dragster, but a “tourist”. But when overtaking cars, the sluggishness of the engine after 6500 rpm is a little annoying. The six-speed gearbox for a touring motorcycle is an advantage (the last gearbox stage is energy-saving). But the difficulty and noise with which this unit works is a big minus. I haven’t seen a gearbox as good as this one for a long time (except perhaps on a VMax of some hairy year of manufacture). The lever travel is excessively stretched and harsh, and gears are sometimes engaged with such a clanging sound that it sounds like nails are stuck between the gears. It’s difficult to catch neutral: if you catch it while standing still, you’ll hit it the third or fourth time. On the go - from the second. I wouldn’t dare to call the suspensions of the 650th VStrom energy-intensive in the fullness of this concept, and the possibilities of adjustments are a crying shame.