1 Фев 2015 | Author: | Комментарии к записи Suzuki отключены
Suzuki DR 600 S

A100: 1968-80, 99cc t/s

9hp, 60mph, 90mpg,

B120 1971-77, 118cc t/s

10hp, 65mph, 100mpg,

Useful, reliable commuters, handling, drum brakes Engines run to 30-40k when and bore become troublesome, but a rebuilt top end can break through 50k A … condensor can make difficult.

Also check for rot at this age. B120 had life as commuter, many ruined by learners.


GP100: ’80-93, 98cc t/s

11hp, 70mph, 80mpg,

GP125: ’80-89, 124cc t/s

11/15hp, 70/80mph, 65mpg,

models often needed a and crank seals at 15k, gearbox hassles, later could run for twice that. went off with age and the (poorly) braked model usually up with bent forks. suffered gearbox faults, and big-end failures.

GP125 will fit in the 100. Later reliable.

SUZUKI GT125/185

1974-80, 124cc t/s twin,

80mph, 60mpg, 240lb

1973-89, 182cc t/s twin,

80mph, 60mpg, 270lb

stroker twins, more go looks. Dubious small-ends, oil pump and main bearings. degenerates when s/a bearings go a few thousand miles – chassis enough to upgrade. Disc, and electrics rot. Hard use engine often melted after as little as 20k.

frequent engine tune-ups.


GN125: ’94 on, OHC single

12hp, 70mph, 230lb

GS125 ’82 on, OHC single

12hp, 70mph, 225lb

GS combines style low running costs. Older had the option of a front drum, wheels and no electric starter. of oil changes (often reflected in a full of false neutrals) out the camshaft. Top end goes after 45k but ran to over 60k.

GN silly version.


124cc OHC single,

12hp, 100mpg, 230lb

Trail of the GS which could rumble rough terrain but most on the tarmac. Long travel useful on rotted town but age causes wallowing at speed. centre of gravity makes it easy on learners than the GS.

long term problems as the GS but quick rot rear shock and level exhaust. The Jap market has the benefit of a 20hp 200cc Opt for the GS unless a really good turns up.


124cc w/c t/s single,

12hp, 50mpg, 220lb

Rather odd with race replica and little more go than a though engine can be derestricted to 23hp. Engine rattles and are normal but any knocking’s probably the bearings on the way out. Abuse and tuning could kill the in less than 20k, more than 30k’s

Weird 16” wheel handling and clutch take-up.


1992 on, 124cc w/c t/s single

80mph, 55mpg, 280lb

and expensive stroker in full race replica mode. silly in 12hp form a chassis that makes sense below 70mph, but have been tuned to 30 horses without exploding. learner abuse and exuberance, examples out there that turn out both expensive and

Signs of an engine on the way out are rattles, excess of smoke and a stuttering of power.


124cc w/c t/s single,

12hp, 60mpg, 250lb

Modern, stroker based on the RG125FU simpler chassis. When the derestricted to 30 horses it makes for a dose of fun. 12hp tough, though check and clutch on high milers.

have naff finish and rear caliper.


1983-89, 123cc t/s single,

75mph, 70mpg, 260lb

amusing trail bike often ended up wrecked by learners or off-road abuse. to derestrict by removing a washer the exhaust, when the 20 plus gives the bike a much edge. Engine lasts for 15k in this state, going from either piston or crankshaft bearings going knock.

They are becoming rare with good used hard to find.


1990 on, 124cc w/c t/s single,

70mph, 65mpg, 245lb

enough trailster, okay on and off road. Strong, durable in 12hp form, can double with new pipe and derestricted – when piston and bore to wear rapidly if thrashed. and rear suspension don’t very well when or used in muddy conditions.

easy to wheelie into and brilliant around city Beware of tuned bikes.


1968-73, 200/247/316cc t/s

20/28/30hp, 90/100mph, 50/45mpg

looking stroker twins reasonable handling and lots of go but seizures, rebores, gearbox and oil failures. Failure of the big and small-ends caused much mayhem. of the engine rebuild and the rider’s hand twitchiness determines and reliability.

Rarer 350 best


1980-82, t/s twin,

24hp, 85mph, 275lb

High frequency normal, avoid bikes a knocking engine. Good have a slick gearbox and lack of smog. Rapid tyre (4k) and chain wear plus atrocious once a little wear into the bores hardly them worth the effort.

rare with no sightings of ones; lack of spares rats difficult but other GT will fit. SB200, (20hp, 75mph, 60mpg), version, still some on the road.


247cc t/s twin,

27hp, 60mpg, 320lbs

Silly cylinder head. Engine enough to ensure that motor was tuned until the rattled, pistons holed. wobbles, usually due to naff arm bearings, added to the chaos.

… meat in less 20k but the odd one has done more than Avoid anything with and spannies unless inured to laughter and thrown bricks.


1978-81, 247cc t/s

30hp, 100mph, 45mpg,

Crazy little stroker rivals Kawa triples. gearboxes and main bearings problems. Heavy vibes imminent crank failure; examples last only

Poor acceleration may be clogged as they need cleaning Swinging arm pivot seizes in and splits. Worn suspension wobbles. Pirelli tyres Several still left on the and stock rebuilds can last for 20 to 25k


1981-84, 249cc twin

26hp, 90/80mph, 380lbs

GSX good for the first 30k valve, cams and camchain Also chronic starting – check HT leads, coils, etc and killswitch; electrics have a need to burn out even upgraded. Needs stock to avoid flat spots but corrodes.

Haven’t seen any than 60k. GS250T version with odd handling and rot chassis and electrics.


1987 on, 249cc OHC single,

80mph, 70mpg, 295lbs

custom single that has potential for serious commuting. runs to 40k with few problems piston, valves and camchain the crankshaft tends to be shagged 70k. Chassis gradually away, with silencer to go – if you find one over five old in nice shape almost the bike’s been well after.


on, 248cc w/c DOHC four

120mph 60mpg 360lb

grey import retro mirrors the shape of the old 1100 but with a much more lightweight and competent chassis. peaks at 13,500 revs; the six speed gearbox’s slick. the watercooled 16 valve motor’s check for both exhaust and caliper rot.

Rear shocks wear causing some wallowing the back end. Also 400lb 400 version.


1984-90, 247cc w/c t/s twin,

110mph, 40mpg, 300lb

stroker replica with styling but tough to 40k when after. Thrashed and neglected can seize, burn out pistons or small-ends. Rebuilt motors last for less than

Vibration and comfort limits the many crashed, bashed and straightened.


on, 249cc w/c t/s twin,

60hp 35mpg 300lb

Fast, sublime race replica, riding position causes on long trips. ’91 model had slightly better, chassis upside-down forks, etc. Try to buy one in a state of tune. Check for damage as they are popular the back street merchants.

’93 have tougher engines.


1991 on, 349cc OHC

30hp 90mph 60mpg

36 inch seat height may put off Engine’s tough, no problems for 30k, the top end initial area of Neglect of oil changes shows up in gearchange. ’95 model had electric – useful as hot starting poor.


1992 on, 349cc OHC

33hp, 95mph, 60mpg,

Grey import with a line in style built the DR350 motor in higher of tune. Works well on the road but odd styling’s rather a off. Pillions quickly a funny walk after exposure to the minimal rear

Many engine parts are with the DR, so some hope on the front.

SUZUKI SP370/400

369/396cc OHC single

30hp 85/75mpg 300lb

Simple that can run to 35k with few problems as as the oil’s changed every miles. Kickstart gear’s and valves, rockers and cam can go down 20,000 miles. Spares are now rare but quite a few bikes survived 15 years of abuse. reliable and robust but off-road often destroyed them.

SP’s were converted for use.

SUZUKI GT380/550

372/543cc t/s triple,

37/45hp, 45/35mpg

Slow and constipated able to run to 35k if left stock and the suspension didn’t have the off. Main’s seals and first to go but the gearbox output was also a weak point play in the sprocket and also for chain breakage damage). dodgy clutch, centre holes easily and exhaust break.

550 version marginally useful.


396cc OHC single,

27hp 60mpg 320lb

Bland with poor economy to the SP400, which shares a motor. Boring looks a certain toughness, some have done 60k; top end to give hassle, especially the 6V electrics rather naff and rot with age, as does of the chassis.

Chronic swinging arm demise, best to make up phosphor-bronze bushes. Vibes 4k normal. Still some cared for examples on offer, not rats left.


1977-81, 398/425cc DOHC

36hp 105mph 60mpg

Classic looking twin remote ride and engine but stable chassis. Any engine vibrates or smokes is on the way out. snap, valves burn out and seize if servicing neglected. and electrics rot.

Single driven balancer works and gives little trouble. with more than 40k on the troublesome. Also nice ’80 GSX400 weak eight head but faster.


1981-86, 398cc DOHC

42hp 105mph 60mpg

Needs religious maintenance of its 16 head and carbs to avoid valves. Some bikes well, others wrecked the Pre ’83 mills had small sump allowed the motor to overheat and the engine – look for blob of over oil capacity plate. alternator and exhaust demise.

Easy to lose lots of on one that’s about to blow up.


1991-95, 398cc w/c four

50hp 115mph 370lb

Naked, flash combined with highly engine makes for some Carburation easily upset by exhaust or blocked airfilter; ’94 bikes less temperamental. cheapness commends it but test to see if it suits your riding Also Jap market 40hp, 250 version and GSX 400V Bandit variable valve timing. A example can provide plenty of on a minimal budget.

Old rats can be on earth.


on, 399cc w/c DOHC four

120mph, 55mpg, 385lb

import with a chassis out of the seventies (although it’s far competent than the heavy old and a similar if less temperamental to the Bandit. Also a GSX400S with period piece fairing and blue/ white scheme. The motor’s still strung and therefore somewhat in retro guise.


1987-89, 448cc DOHC

40hp, 105mph, 50mpg,

Old style twin, not developed the 70’s. Runs well to 50k when either the crank or top end play up but there are a reasonable of used bits in breakers. vibration and noisy motor are of an engine about to ….

starts to rot after the third winter.


on, 490cc DOHC twin,

110mph, 60mpg, 380lb

blend of handling, performance and Power delivery and light end not to some tastes. Hard DR bikes wore the mill out in but milder use doubles that.

rot more of a problem than reliability, not helped by silly disc and monoshock. Jap market 400cc version on grey


1967-74, t/s twin,

50hp, 110mph, 400lb

Classic styling and performance made this old stroker twin popular. run to 50,000 miles without too hassles. Most suffered cylinder heads, leaking seals, seized in engine bolts and gearbox demise; had oil pump failures.

Sign of a mill’s a slick gearbox, of exhaust smog and quietness. front TLS drum for cracks.


1975-77, 492cc t/s

44hp, 105mph, 50mpg,

Detuned T500 with styling that’s grown risible. Handling’s good as as the chassis bearings are changed 15k and the rear shocks are replaced. main’s seals’ demise empties gearbox of oil) as when the bike’s stored.

run to 60k without major hassle, be smooth to almost the point of


1975-76, 497cc engine

60hp, 105mph, 520lb

Watercooled rotary had smoothness to commend it unless you the starship looks. Electric fan causes rotor to crack, tips susceptible to poor oil and plugs are short-lived enough to H1 owners gasp. Expensive to junk suspension that the shakes and a pig to hustle through


1985-89, w/c t/s four,

90hp, 140mph, 350lb

Fast, furious that has a complex motor causes maximum hassle it starts to wear out after 35k – means most examples on the road. Also, most crashed and repaired poorly; the frame over very especially the rear subframe bends first and is very to repair without cracking. of comfort, the odd speed wobble and running costs.


1977-85, 549cc DOHC

54hp, 110mph, 50mpg,

The strongest Jap four, with of roller bearings and gear drive. Stable, safe but excess mass. Alternator and (use Superdream items) out. Top end eventually goes 75k.

Engine should be smooth and running. Exhaust and caliper rot to the breed. Katana version flash, does 60mpg but comfort. Custom version strangely above 70mph.

on consumables but very tough.


1983-88, 572cc four,

65hp, 125mph, 400lb

16 valve head more attention than the GS, after 40k. Twitchy fast wearing rear and naff brakes. Poor alloy makes for lots of threads.

Engine goes on performance at 7k but can be run economically below Possible to burn out the valves and on non-standard exhausts (OE’s rapidly). Find one afflicted electrical hassles (cheap to fix) for low dosh.


on, 600/750cc DOHC four

140mph, 50/40mpg

Alternatives to the replica 600’s which go as well for most of the time, benefit from a suspension Plenty about with low and in nice nick but the odd one thrashed, and bashed. Tough engine but goes off after three/four Rear mono- shock often shagged after 20k and hassles around 50k.

have done 75k plus.


1993 on, 599cc w/c four

99hp, 145mph, 430lb

Interesting alternative to the CBR and that lacks their edge but makes up for it with practicality and lower cost. cracks badly in minor rear caliper gums up in and quite heavy on the consumables. The tend to grow on you with but older CBR600’s for the same


1995 on, DOHC four,

80hp, 50mpg, 430lb

Naked with interesting line in handling and performance but rather for this genre. Engine’s and long lasting, chassis can go off 20k, especially brakes and seals. Some DR’s done 100k!


’90 on, 59/8750/805/1400cc v-twin,

Suzuki DR 600 S
Suzuki DR 600 S

105/115mph 60/50mpg

Tough drive customs that okay within the speed but can throw you off when pushed. three or four years the front disc to rot away and the to start going off unless the only used for the summer. has monster torque, mass.


1981-84, 673cc four,

73hp, 125mph, 500lb

Tuned up GT with styling. Occasional cam, valve and gearbox problems up to 35k become much more thereafter until crank or start to break up after Good on motorways and usable country lanes if a touch going.

The excellent styling that quite a few ended up and remain in remarkably good despite the way the exhaust, calipers and rots in a winter.


1981-86, 673cc DOHC

64hp, 120mph, 45mpg,

Fat, shaft drive but engine tough for first 30k camshaft, valve and tensioner crankshafts can go after 60k. susceptible to alternator and rectifier rotting wiring can cause of amusing hassle. Look for top end, shaft drive doesn’t ruin the gearchange and power delivery.

Crank on the way out harsh vibes from up.


on, 650cc OHC single,

40hp, 60mpg, 360lb

Huge in custom guise, with drive, that produces of low end torque but gasps at the upper end of the Performance is helped by the relative of mass, worth looking at for who wants a custom without the 500lbs plus of metal. cam and gearbox eventually give

Also Jap market, 25hp version.

SUZUKI DR650/800

on, 640/780cc OHC single

45/52hp, 45mpg, 320lbs

Amusing bikes with useful on or off road and competitive pricing. vibes intrude when plastic cracks quite and old ones can suffer from electrics. Air and oil cooled motor’s to 30/40k when the top end becomes a bit At that kind of mileage rot can be advanced, especially if used a lot.

Brand new DR650 for ’96.


1974-77, 740cc t/s

60hp, 120mph, 35mpg,

Rather odd stroker triple too much mass and too little Engine can be tuned for more go it becomes quick seize and brakes, need upgrade to dance with the Grim Stock engines are okay for maybe twice that if mildly, before crank, gearbox and seals go. Some had problems from the cooling

Some way overpriced!


1977-79, 748cc DOHC

68hp, 125mph, 40mpg,

Classic looking four tough old engine that has run the clock and more. some had clutch and camchain hassles 40k; they all had alternator and burn-outs. Handles well on a set of tyres (Pirelli’s best) but can into a dangerous old beast age, although a majority now run brakes and suspension. Some modded bikes at reasonable


1980-89, DOHC four,

84hp, 45mpg, 460lb

Early shocker needs alloy arm, decent shocks and tyres to handle well. version better until wear. 16 valve engine until 50k when cam, and alternator hassles. If valve neglected the top end goes down

Half or full fairing Chassis rot gets to them twitchy front end means were dropped.


1985-93, 749cc DOHC

100hp, 150mph, 35mpg,

Peaky, vibratory, powerful and engine in uncomfortable, twitchy chassis. Con-rods and clutch can if raced. Redesign in ’88 and further in ’90 – improved handling but more diminished the performance edge.

pre ’90 bikes were crashed and Many went the street route to good effect!


1993-96, 749cc w/c four

120hp, 160mph, 460lb

Watercooled upgrade upside down forks and chassis. Indeed, the handling’s so that it makes you forget the riding position that makes the GSXR1100 seem Engine’s as tough as they at least in road use, but ones are starting to blow forks seals, seize calipers and wreck their bearings.


1996 on, 750cc w/c DOHC

128hp 175mph 40mpg

Race replica that a skilled hand to extract the out of it, but has to be considered generally brilliant and a rival to the CBR900. You need to the two of them to see which more your personal style. improved over the old GSXR (which isn’t saying

Motors tough, brakes rot winter, tyres very


1991 on, w/c OHC v-twin

60hp 120mph 460lb

Strange roadster a long wheelbase out of all proportion to the vee-twin engine’s dimensions. enough to ride, presumably to appeal to those who want custom style and something goes around corners. similar to Intruder, tough up to

exc Ј3200 good Ј1975 Ј800


on, 900cc w/c DOHC four

165mph 35mpg 460lb

usable, and cheaper, than the replicas. Great from the with thrilling power to ratio and safe handling. high consumption of consumables and limits long distance appeal but reasonable protection the plastic.

Some low mileage turning up on the used market and the odd one in breakers.


850cc DOHC four

130mph, 40mpg, 550lb

Tourer that worked when ridden mildly but ended up as cheap hack – clutch, leaking cylinder gasket, clunky gearbox, electrics, rotten brakes 25k. Nasty 1000GT!


1979-89, 997cc four

90hp, 135mph, 520lb

Large four lax handling but motor tough to last for 100,000 miles, after 70k lots of bits are out. Clutch, valves, and rebores at high mileages. sportier GS1000S.


1980-88, 1100cc DOHC

100hp, 135mph, 40mpg,

Strong motor housed in chassis, turns nasty age, most run upgraded Early twin shocker can be to handle (use Michelin’s), version remains twitchy, in some wild speed when the rear linkages (Metz tyres best). reliable for 50/60k and more. 16 top end a bit suspect and wheelie merchants the transmission.

Electrics turn with age.


1981-83, 998/1075cc four

110hp, 140mph, 500lb

Tough engine, plus, in heavy, reasonable Needs new Metz’s to handle. into the power at 90mph, at 120mph and speed wobbles at Clutch rattle, rough normal, should have throttle response. Electrical blown fork seals, problems.

New 95hp version in in ’94.


1074cc DOHC four,

160mph, 45mpg, 470lb

cafe racer, lacks vibratory at high revs and in town. 1990 model similar frame to the 750 and upside-down ’92 model worst handling, ended up crashed to …. thrashed and abused.


1993-96, 1074cc w/c DOHC

150hp 170mph 40mpg

Very fast, extra and updated alloy chassis make it too inspiring in the corners. strong, even the electrics are so far high mileage examples from finicky calipers, suspension seals and cracking ’95 model 25lbs lighter, handling, but inlet restrictors to be removed to get decent acceleration job!).


1074cc DOHC four,

150mph 45mpg 550lb

Grand Tourer that neat enough but is overweight, not so as a BMW over long distances but slightly better. Complex Signs of a good ’un are lack of vibes under nine plastic without cracks and a top end.

Viable, cheap to BMW.


1074cc DOHC four,

140mph 35mpg 560lb

driven brute with performance and a chassis that’s superior to the old eighties horrors, but one for those who like to live on the side. A lot of performance for the money. top end, ignition and carb afflict high milers


1996 on, w/c DOHC four

100hp 40mpg 450lb

The old air/oiled GSXR11 engine upgraded but in reasonably light chassis handles fine for most of the Also wimpy looking faired version. The … was in great demand in ’96, few new selling for less than six More excitement than of the replicas without any of the comfort in town, maximum torque at a mere 4500 revs.

steel exhaust and good shows what can be done on a budget. Some wrecked by DRs by 45k — main’s knocking a lack of oil changes and valves out.

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