Suzuki DR 250

23 Апр 2015 | Author: | Комментарии к записи Suzuki DR 250 отключены
Suzuki DR-Z 250
Suzuki DR-Z 250

Like Rodney Dangerfield, don’t get no respect. They get publicity hype from the and only mild attention the general public. Usually equip playbikes with if not components, that were the and greatest a few years earlier. As a playbikes always seem two behind in both fashion and

So what, you may say. Playbikes are for fun, not serious competition. what’s fun about pushing bike up a loose, rocky because the engine doesn’t out enough power to pull you up?

And fun about getting tossed on ear because your bike handle well? Beginning in particular need all the help can get from their machines. To in the sport long enough to to a serious off-road bike, a dirt rider needs to his riding career with a off-road mount.

Apparently agrees: their brand-new is a product of a serious effort to a better-than-average playbike, and that’s news for advanced as well as off-road riders. The factory Suzuki’s latest technology the DR250 chassis and engine: other things, the powerplant Suzuki’s Twin Swirl Chamber (TSCC) cylinder and the running gear features the Floater rear suspension As a result, the new mid-sized four-banger notably well for a first-year

The DR engine displaces an actual by means of a 72.0mm bore and a …; the short-… Honda in comparison, measures 74.0mm by Like most of Suzuki’s designed four-… engines, the powerplant is centered around the cylinder head.

The patented head’s four-valve design intake charging efficiency to a two-poppet setup, while the chamber shape promotes a action claimed to improve response, increase power, and cleaner combustion through fuel-mixture burning efficiency. The intake valves and 22mm valves are set at a fairly narrow valve angle, which smooth intake tract and the piston has a flat-topped dome modest valve-pocket cutouts.

Since it actuates the four through forked rocker the single overhead camshaft has two cam lobes. The rockers feature adjusters which let home tinker with valve Access, though, is tight: the downtube crowds the exhaust-side and you must remove the fuel to get to the intake-side adjusters.

A durable chain drives the camshaft, and an chain tensioner eliminates worries.

Feeding the engine is a Mikuni slide-type carburetor. It minimal effort to reach the foam air filter element for which makes this but necessary chore a little odious. The exhaust gases through individual head which are upswept and join an muffler /spark arrestor for use in National Forests.

A gear-driven system, in an unusual location, excessive vibration in the 250 thumper. The shaft is situated above and the crankshaft axis (which is not but the entire balancer, drive and driven gear are all located the center cases. Most engines house the drive in one of the side cases. The DR250’s in contrast, is particularly narrow and

The drive gear sits to the right of the right-side flywheel, and the weight rotates between the two flywheels. The balancer driven has six damper springs that shock loads in the balancer

The ignition rotor spins on the end of the crankshaft; the cam drive and primary gears are located on the right The DR uses helical-cut primary (much quieter than gears, albeit slightly efficient). Power passes a multiplate wet clutch to the five-speed and from there to the rear via a 520 final-drive chain.

A manually operated engine eases the 250’s starting though this system is convenient than Honda’s and automatic, kickstarter-activated compression-release The Suzuki owner’s manual the starting procedure into steps. First, squeeze the lever.

This activates the mechanism, which cracks the valves open just to let the engine pass top … easily. Next, slowly the kickstart lever through the decompressor lever returns to the position. The piston is now past Finally, give a stout kick to the start lever to the engine off.

If the decompression can be pulled in with no resistance and to the home position when the piston is past TDC and need not be over. Just kick

We used the starter decompressor when the engine was cold; the DR up to six kicks to light off when but starts readily with or the decompressor after the engine has After a moderate warm-up the 250 carburets cleanly, and the throttle is free of glitches or hesitations. A amount of torque covers a range of engine speeds; the 250 lug way down low and still rev out willingly, the engine feels flat on the top

Overall, the 250 engine has a friendly the wide power spread and flywheel effect make the DR tractable and easy to ride. The 250 on loose uphills or tight, trails; the bike keeps forward, demanding little the rider.

Extremely tractable doesn’t that the DR250 is a horsepower Quite to the contrary, its peak of 16.76 horsepower puts it at the back of the pack in the 250 four-… and on par with the Honda XR200R. enduro and MX 250s regularly out 30 to 35 ponies, which really things into perspective.

In situations 17 horses simply enough. For example, it can be difficult to the front end light over a set of whoops, and on wide-open desert and fast fireroads the DR feels While 250 four-strokes in general a dearth of horsepower, the DR’s of power is especially acute; riders may not object, but more off-road competitors will be to explore other options.

the Suzuki’s five gearbox match the engine characteristics the DR doesn’t shift well or without the clutch. Shift is balky and we missed more a few gear changes. The clutch with heavy use, and disengage cleanly when even when readjusted.

the fat powerband obviates clutchwork of the time, but for real tight, work the clutch just up to snuff.

Thanks to an up-to-date the Suzuki handles better the average playbike. Although the Full Floater rear system differs slightly the Full Floaters found on the motocrossers, the design and basic remain unchanged. Suzuki the lengths of various linkage the materials, and the location of some of the points to accommodate the play-bike’s travel.

For example, Suzuki the aluminum upper rocker on the MX bikes with the DR’s rocker. The shock, however, is compressed at both ends, the arm is a box-section, RM-like aluminum and the linkage provides a rising-rate

The aluminum-bodied shock itself is and it has a remote reservoir and four-way rebound damping—all features over from the RM dampers. Suzuki altered the shock to suit the DR’s weight, travel, and projected use. As the motocrossers, you can replace the DR’s oil when it begins to break

Suzuki DR-Z 250
Suzuki DR-Z 250

Also, like the motocrossers, the shock spring uses adjusters for preload adjustment; the SP250 features a ramped with only seven settings. The DR provides 9.5 inches of travel—plenty by playbike standards.

The fork is derived from RM-series bikes; the fork are 36mm in diameter, in contrast to the fork tubes used by competition bikes. The springing and rates are unique to the DR, and the fork 9.6 inches of well-damped front-wheel Separate air caps come as equipment on the 250.

Suzuki, recommends running the bike zero psi in the fork. We liked the DR nine pounds of air up front and the damper on the number three

Riding the DR250 causes of a revelation. Although the 261-pound can’t be called a featherweight, it is compared with the Honda 250 which weighs about 20 more. For the record, two-… MX run from about 230 to 240 pounds one gallon of gas, and Yamaha’s 11250 enduro bike about 245 pounds.

The DR feels and compact, if not light, and it’s to ride sitting down or up. The lowish 35.5-inch seat puts the novice at ease, but the DR has a useful 13.2 inches of clearance available and footpegs a safe 14.5 inches off the

The DR steers precisely, and you’re to choose the tight inside or slide around the outside; the end sticks nicely and resists the front wheel. Considering its 55.9-inch wheelbase, the 250 works well in sand and it keeps … ahead through whoops; although the rear end out a few inches to either side, the never side-hops alarmingly. Off however, the rear end bottoms too and we felt a noticeable amount of flex.

A slightly heavier spring or more progressive action and the full-on 38mm fork would be welcome

The 250cc powerplant can withstand water crossings, but the brakes less well. Both take quite a while to back after a thorough and neither works especially even under the best the front brake feels and needs more stopping the rear brake is overly

Small but nice touches on the DR250. A rugged PE-style is resettable forward and backward by a six-volt, 15-watt headlight light your way back to after dark; the rear is mounted on a grab bar that plenty of purchase when you to horse the bike around by (far too many off-road lack a grab spot at the of the bike); the engine offers a kickstart feature should you the bike in an awkward place; and the kit is stowed in a small, readily compartment behind the front plate.

The filler neck of the gas is plenty wide, which refueling the bike easy. we question the wisdom of using a fuel tank; the tank look like a relic of the War after a few minor get-offs. The SP and DR share tanks as an economy but while steel tanks are for street-going bikes, off-road do better with plastic

The DR’s 2.5-gallon fuel takes the 250 about 60 or 70 miles it runs dry.

With the Suzuki offers front-line in a class formerly filled second-string equipment—and their is a viable alternative to the class the Honda XR250R. The DR is substantially on power compared to the XR, and power fun most of the time, but at least of that difference is offset by a in weight. Even though the fork is not quite as good as the front end, the 250’s Floater rear suspension is a bit better than the XR’s rear end.

But the most difference between the two bikes is at $1598, the Suzuki will your wallet $250 than will the Honda XR. competitors may be tempted to go with the extra horsepower, but smart in the market for a playbike/ semi-serious bike may find these hard to ignore

Suzuki DR-Z 250
Suzuki DR-Z 250
Suzuki DR-Z 250
Suzuki DR-Z 250
Suzuki DR-Z 250
Suzuki DR-Z 250


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