The Suzuki Djebel 250 motorcycle was created in the fall of 1992. Its predecessor is considered to be the Suzuki DR, from which the new model inherited the same engine with cooling through air-oil circulation and an inverted front fork, also used on the DR-250S. In addition to the existing attributes, a large headlight with a protective clip was added. The fuel tank remained unchanged. The bike was produced until 1994. A review of the Suzuki Djebel 200 motorcycle is presented below.
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.
Flaws
The owners list only a few disadvantages:
- the fuel tank is small (it is worth noting that the injector has a reserve of about 300 km);
- According to some users, the checkpoint is not adjusted . Overtaking the front wheel with the rear wheel - constant slipping or skidding when changing gears;
- The steering wheel is not designed for shooting between rows.
Although many people change the latter, the status of a cruiser requires understanding.
and dignity
The advantages of the bike are especially felt on the highway, where you can calmly maintain cruising speed and not even hear the noise of the engine.
More advantages:
- cardan;
- good traction throughout the entire range;
- maneuverability;
- low center of gravity, track stability;
- comfortable fit.
For tourists, they also add a high windshield that cuts off the air flow on top of the helmet.
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
2001 – start of production and sales of Suzuki VL800 Intruder Volusia.
Model: Suzuki Intruder Volusia 800 (Europe, North America); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K1. 2002 – no significant changes. Model: Suzuki Intruder Volusia 800 (Europe, North America); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K2.
2003 – no significant changes. Model: Suzuki Intruder Volusia 800 (Europe, North America); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K3.
2004 – no significant changes. Model: Suzuki Intruder Volusia 800 (Europe, North America); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K4.
2005 - The Suzuki Intruder Volusia 800 model is replaced by the Suzuki Boulevard C50 for the American market and the Suzuki Intruder C800 for the European and other markets. On the Japanese market, the model has the same name - Suzuki Intruder 800 Classic. Model: Suzuki Boulevard C50 (North America); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K5.
2006 – model available on the European market. New modifications are appearing: touring and with alloy wheels. Last year of production for the Japanese market. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800/C800C (Europe); Suzuki Intruder 800 Classic (Japan). Factory designation: VL800K6, VL800UEK6, VL800CUEK6 (C800C), VL800CK6 (C50C), VL800TK6 (C50T).
2007 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800K7, VL800UEK7, VL800CUEK7 (C800C), VL800CK7 (C50C), VL800TK7 (C50T).
2008 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800K8, VL800UEK8, VL800CUEK8 (C800C), VL800CK8 (C50C), VL800TK8 (C50T).
2009 - the model receives an injector with dual throttle valves (SDTV - Suzuki Dual Throttle Valve). Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800K9, VL800UEK9, VL800CUEK9 (C800C), VL800CK9 (C50C), VL800TK9 (C50T).
2010 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800L0, VL800UEL0, VL800CUEL0 (C800C), VL800CL0 (C50C), VL800TL0 (C50T).
2011 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800L1, VL800UEL1, VL800CUEL1 (C800C), VL800CL1 (C50C), VL800TL1 (C50T).
2012 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800L2, VL800UEL2, VL800CUEL2 (C800C), VL800CL2 (C50C), VL800TL2 (C50T).
2013 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800L3, VL800UEL3, VL800CUEL3 (C800C), VL800CL3 (C50C), VL800TL3 (C50T).
2014 – no significant changes. Model: Suzuki Boulevard C50 / C50C / C50T (North America); Suzuki Intruder C800 / C800C (Europe). Factory designation: VL800L4, VL800UEL4, VL800CUEL4 (C800C), VL800CL4 (C50C), VL800TL4 (C50T).
2015 – Alloy wheel version no longer available. The C800 is not being produced for the European market this year. Model: Suzuki Boulevard C50/C50T (North America). Factory designation: VL800L5, VL800TL5 (C50T).
2016 is the last year of production of the model for European countries. Model: Suzuki Boulevard C50/C50T (North America); Suzuki Intruder C800 (Europe). Factory designation: VL800L6, VL800TL6 (C50T); VL800UEL6.
2017 – no significant changes. Model: Suzuki Boulevard C50/C50T (North America). Factory designation: VL800L7, VL800TL7 (C50T).
2018 – no significant changes. Model: Suzuki Boulevard C50/C50T (North America). Factory designation: VL800L8, VL800TL8 (C50T).
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.
You can start from different sides. For example, this: the Japanese love off-road tourism. Therefore, their market offers a large selection of models for appropriate purposes. Second option: in Russia they love to travel off-road. And for this they buy special motorcycles. Naturally, brought from Japan. Vicious circle…
But I’ll start with the third: what do sellers from Japan bring to sell in Russia? These are the three models presented in the test. All of them are made on the basis of conventional enduro bikes and modified for touring use. The differences are in the details. Among the visible ones are large headlights, stylized as American rally motorcycles, luggage racks and gas tanks increased to 15 liters. Of the invisible ones - softer pendants. Engine settings remain unchanged. Which one should I tell you more about? More correctly about everyone and a little. It's stupid to take touring motorcycles to the test site, although some test pilots want to do just that. That's understandable! Shaking for 200 km behind the wheel of low-powered “consumptive cars” with a cruising speed of 100–110 km/h, despite the fact that on highways near Moscow, it seems, no one drives slower than 120 km/h in principle, is still a pleasure. But work is work, and on an early, chilly morning we started from the capital.
We are not saying that kilometers on liquid crystal odometers fly by instantly - rather, on the contrary. They last for an unusually long time. So that they make you remember “Java”, “IZhi” and other particularly “high-speed” motorcycles. But, note, this pace is depressing only for the first 40 km from the Moscow Ring Road. Further, the number of riders decreases, the road narrows, and a different pace is no longer required. The Baja driver is the first to give up: the motorcycle’s narrow saddle, coupled with the stiffest suspension of the trio, do their job. The Raid is the most comfortable ride: a comfortable steering wheel, a wide saddle, and the seating geometry itself indicate that you can spend hours behind the wheel of a motorcycle. It's more difficult with Djebel. On the one hand, it has the lowest saddle and wide handlebars, on the other hand, it has fairly stiff suspension. Of course, you can distract yourself from the road by studying the most informative of the tested instrument displays (even the language does not dare to call it a panel), but we do not recommend such actions, because on the road it is still better to look at the road, no matter how boring it may seem to us.
Having stopped, we noticed that the sound of all three motorcycles was different. The soft rustling of the Yamaha covers the slight “roar” of the Honda and is completely muffled by the hard cut-off of the Suzuki. We will discuss the characteristics of the characteristics arising from this later, but now we will share the results of the first hundred kilometers.
LJ FOREVER Baja is the favorite of the long-term tests of the previous season (Motor Review No. 7–12 2004), so we’ll start with it. The motorcycle is not good as a highway conqueror: with a sporty riding position and standard Dunlop Trailmax tires with solid lugs, it shakes out the soul quite quickly. It’s a pleasure to maneuver it in slow traffic: the “sharp” steering geometry, coupled with long-travel suspensions, give the device truly extraordinary qualities. And until the average flow speed increases to more than 60 km/h, you feel more than at ease. On the highway, long-travel suspensions are rather a disadvantage. At 120 km/h (this is close to the maximum of this device), a light motorcycle is subject to the will of the winds, and you need to be prepared for their gusts - otherwise frightening changes cannot be avoided.
Additionally, with the test 15kg 50L pack (which we attached to each bike in turn), the Baja gets a significant load off the front wheel, tending to lift it off the ground with every hard acceleration. And one more observation: after attaching the backpack to the Honda, the driver’s seat was reduced to indecent sizes. The Raid handles like a well-balanced road bike on the highway. It's noticeably lower than the Baja and has a wider and longer saddle. The suspension travel is smaller, which means better stability at speed, which is considered high for such a motorcycle. Between that and the taller handlebar, it's easy to see why the Yamaha is more comfortable on the highway. The soft engine amazes with the breadth of its operating speed range, somewhat subtly reminiscent of the Honda AX-1 (“Motor Review” No. 4 2005). At least you have to change gears on it less often than on the Baja. It works better with a backpack, leaving the driver freedom of maneuver behind the wheel. A small detail: this Yamaha's gearbox is nothing to criticize. Well, if only a little...
While the Baja and Raid are presented as derivatives of the XR250 and TT250 respectively, the Suzuki Djebel is positioned from the start as a touring model in its own right. And it comes with the richest equipment.
Sergey Kudryashov: - Complete bullshit. It differs from the DR-250R only in the tank and headlight. However, this is a mistake by the Suzukovites.
From GPS (on some examples) to an optional kickstarter in addition to the usual electric start. And what a headlight! I wouldn’t be surprised if it turns out to be the largest among all production motorcycles. Of course, Djebel is the fruit of a modernization of the DR250, but, you see, it’s still nice to feel like the owner of the original model... Djebel is woven from compromises. So, its engine is the most powerful of the three. And this is expressed not so much by an increase in a couple of “horses” at the top, but rather by sluggish bottoms, even with a hint of failure when moving to medium speeds.
However, on the road this is almost imperceptible - except perhaps in more frequent gear changes. By the way, the gearbox mechanism itself is the worst of those tested. Minimal lever strokes, unclear gear locking and difficulty in finding neutral are its disadvantages.
Sergey Kudryashov: “Everything on my motorcycle works precisely. We don’t skimp on oil, comrades...
Plus one thing - it’s still Japanese and it works, and the above is just grumbling... For a change, I’d like to try how the gearbox functions on the Izh... The chassis of the Suzuki is also contradictory - the frame rigidity is quite high by the standards of dual-purpose motorcycles. And if you consider that the device is the heaviest of those tested, then it’s no wonder that you feel the most confident while driving it on the road. Even with a backpack.
Sergey Kudryashov: - However, the same weight as Bakha. What did they weigh on the scales? And the characteristics often include the weather on the Moon...
As for the maximum speed, it is the leader here too: five kilometers per hour faster than the other two motorcycles. But is this frivolous increase in other qualities worth it?
Meanwhile, we rode hundreds of three kilometers on motorcycles. And they thought, especially the Baja pilot, about the same thing. Among motorcycle tourists there is a title that everyone is talking about now (the bourgeoisie, of course, invented it) - “Iron Butt” - LiveJournal for short. If anyone doesn’t know, it is awarded to the one who travels 1000 miles (1600 km) in a day. And all this is wrong! Anyone who rides at least half of this distance on any of the tested motorcycles will have a real LJ. Even less was enough for us. Think about it!
FOUR HEADLIGHTS FOR THREE Eh, after all, the lazy people were right when they tried to send all three motorcycles by truck even before the start of the test! We would have arrived calmly, unloaded... Well, okay, let’s check how they are in their element. The first rides with passengers - how could it be otherwise! As long as the paths are smooth, it’s best for the Raid driver. Soft suspension, comfortable saddle and footrests - what could be a better prelude to a romantic evening? Maybe a glass of wine by candlelight... Stop! What about the passenger? Yes, it’s normal, girls like it on any motorcycle. This is true, by the way.
The driver of the Djebel is no worse - you can safely roll along, enjoying the smooth turns of the forest paths. The same can't be said for the Baja pilot. Not only is the motorcycle saddle single-seater, and the passenger is forced to sit on the hard steel tubes of the trunk, interfering with control in every possible way, but also the footpegs are installed in such a way that her boots constantly poke into your legs. Overall, it's terrible. And only if you have to move slowly in some places, maneuver on a narrow path or drive without accelerating up a steep hill that will take your breath away, only then will you not regret taking your friend in the Baja.
In the meantime, it got dark, and we were able to fully experience the main distinguishing feature of the three devices - enlarged headlights. The championship was shared by Djebel and Baja: Honda’s beam of light worked better in the “far” mode, while Suzuki’s beam worked better in the “near” mode. At the same time, compared to conventional compact Enduror headlights, the area of the lighting sector of both cars is 80 percent larger. Yamaha practically does not stand out here, demonstrating only slightly better lighting compared to its usual modification.
SLURRY AND CHUCK With “transport for the dacha”, it seems clear - Yamaha and Suzuki are strong in this incarnation. But we cannot limit ourselves to such superficiality, so the next stage is an off-road foray. The route is 100 km of a variety of surfaces - from sand to heavily rugged terrain with hills and ravines. May the universal “rubber” in which all three motorcycles are “shod” take us out!
It is only “asphalt” motorcyclists who think that 100 km is not enough. In fact, “hundreds” of country roads can last for six hours with a break for lunch. It all depends on the condition of these country roads. What we chose at first fits the definition of a “desert road” - sandy ruts in a pine forest, combined with sandy drifts and deep puddles with a hard bottom. A paradise for an endurist - long, gently sloping bumps and springboards on which you can easily jump. Which we take turns doing. And we understand that it feels best here... right, Baja. Despite some softening of the suspensions, their travel is still the maximum among its classmates. What's that iron on the back? Djebel showed complete reluctance to break away from the surface with a friendly breakdown of both suspensions during the next landing. And that’s okay - you have to jump on motocross motorcycles. Raid here is a little better, but also not “super”.
A sand drift - and again Honda is ahead. The most torquey engine pulls out perfectly from the bottom without forcing you to constantly crank the engine to the limit. While the Honda easily picks up from idle even in third gear, the Suzuki has to rev up in first and the Yamaha in second. The speed is 25 km/h. Hence one of the main conclusions of the event: the characteristics of the Honda engine are the most flexible of the three. Surprisingly, the maximum power and torque characteristics are practically the same, as are the acceleration dynamics. Let's say that Suzuki, in accelerating to 100 km/h, wins back the competitors by just a body, which in numbers is a couple of tenths of a second. And, in our opinion, cannot be considered a significant advantage. More than one article has been written about the importance of the ability to drive slowly on winding forest paths with crooked roots and moose running across the road, including in Motor Review.
An hour later we stopped to take a breath and share our impressions. Of course, Baja is at its best here. In terms of landing, suspension, engine, in general, in all respects. Even if the Honda engine is more loaded with vibrations, even if when it heats up (and we were not able to overheat any of the tested motorcycles) it begins to rustle with the timing mechanism, like a sewing machine, it is still a great pleasure to ride this motorcycle with strange large headlights. Someone will be confused by the high seating position - the saddles of both opponents are lower, and when overcoming off-road areas it is easier to help yourself with your legs. This is what we were convinced of as soon as we climbed into the mud. While the “chacha” is not extremely deep, all three devices move like tractors, but as soon as you rise to the level of air filters, differences begin. The Yamaha started working intermittently, forcing us to stop the experiment in order to avoid rebuilding half of the motorcycle.
Note that the Djebel was equipped with the most grippy tires, almost with a cross pattern, and thanks to this it was in the initially best conditions. Suzuki won over with its ease of control - the driver with the least experience of off-road riding liked it the most. Hour after hour, and fatigue accumulates. Moreover, the division by motorcycle is clear: lovers of asphalt pleasures feel better on Djebel and Raid, lovers of enduro – on Baja. And no wonder - it’s still XR! Okay, we’ve decided on it – there’s no versatility, and it’s better to go on the asphalt in doses. Suzuki and Yamaha compete more clearly. The first takes on equipment and bright design, the second on functionality and convenience. And Raid will be easier.
Sergey Kudryashov: - Not at all...
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.
Video
- Suzuki VL 1500 Intruder LC
- Suzuki Intruder M1500 (VZ1500)
So, the Suzuki Intruder VL 1500 LC
, aka “Legendary Classic”, that is, “legendary classic”. And indeed, looking at this large, shiny, chrome-plated cruiser, you understand that its creators, when designing it, were guided by classical ideas about the beauty of a motorcycle of this class. A powerful V-twin, a wide saddle, a round headlight, deep fenders, a large gas tank - a classic, it is a classic in Africa too. There is no other way to say it. However, what attracts people about the Suzuki Intruder 1500 is not only its impressive appearance, but also the power of the huge engine, the comfortable fit, and the reliability of all components - the owners’ reviews won’t let you lie. All this together provided the Intruder VL 1500 with quite good popularity.
The heart of the mighty cruiser is a V-shaped air-oil-cooled twin with a volume of a good one and a half liters, the cylinder camber angle is classic - 45 degrees. Peak torque occurs at just 2,300 rpm, which gives an idea of the monstrous thrust of the Suzuki Intruder 1500 engine. Turning the throttle, the rider will immediately feel a surge of power, no matter what gear he does it in. By the way, unlike most other “Intruders”, the Suzuki Intruder 1500 engine, as we said above, is not liquid-cooled, but air-oil, like the Suzuki Intruder 1400, which, although nominally belonging to the same series, is very , very different from its 1.5-liter brother.
The maximum engine power is 69 horsepower and torque is 114 nm. Otherwise, the design of the motorcycle uses a proven and proven scheme over the years - cardan drive, carburetor, five-speed transmission, steel frame. True, there was also a place for technology - for example, the Suzuki Intruder 1500 has ventilated brake discs with opposed two-piston calipers at the front. At the rear there is a more modest single brake disc with a single brake caliper. However, this entire system is quite enough to effectively stop a motorcycle that weighs well over three hundredweight.
A long, 1.7-meter wheelbase together with wide (150mm front and 180mm rear) wheels give the Suzuki Intruder 1500 colossal stability on the road. In static conditions, this “behemoth” may seem heavy, no doubt, but once you get going and gain at least 10-15 km/h, you are surprised to realize that the motorcycle is no more difficult to control than some “400”. In addition, short or simply not too long-legged motorcyclists will appreciate the low-set saddle of the Suzuki Intruder 1500, which will allow a person of almost any height to easily reach the ground with both legs.
As for style, everything is impeccable here. Many chopper riders love their motorcycles primarily not for their technical characteristics, but for their stunning appearance - so the Suzuki Intruder 1500 is capable of making an impression. An abundance of chrome, massive dual mufflers, a low and elongated silhouette created according to the canons of the “long & low” concept, alloy wheel rims, smooth lines of a “droplet” elongated fuel tank... Yes, the designers clearly worked hard on the Suzuki Intruder 1500.
As for the suspension, it is typical of most modern cruisers, which tend to have a classic style. A massive telescopic fork is installed at the front, ready to take on all road irregularities, and at the rear of the Suzuki Intruder 1500 there is a pendulum and a monoshock absorber. I must say that the suspension copes with its task quite well; it is indeed very soft and therefore very comfortable. True, this softness also has a downside - sharp maneuvers are sometimes given to the Intruder VL 1500 with some difficulty, especially at high speed.
Based on all of the above, it is not surprising that this motorcycle is to the taste of chopper riders who love long journeys. Massive, heavy, comfortable and soft, and also possessing significant power, the Suzuki Intruder 1500 feels confident and at ease on the highway. It is capable of covering many hundreds of kilometers of road every day without harming itself or the comfort of the motorcyclist sitting on it, and the 15.5-liter gas tank is quite enough to avoid having to think about refueling too often. Yes, the Suzuki Intruder VL 1500 LC is a great combination of classic style, the highest level of comfort and excellent technical characteristics. After all, not everyone is to the taste of two-liter monsters like the Kawasaki VN 2000 Vulcan or Yamaha Stratoliner. One and a half liters of volume will be just right for many.
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.
Price of Suzuki DR 200S according to advertisements for sale
The maximum price of Suzuki DR 200S among the advertisements found is RUB 160,000*
The average price of Suzuki DR 200S among the advertisements found is RUB 129,000*
The minimum price of Suzuki DR 200S among the advertisements found is RUB 90,000*
Suzuki DR200SE(Djebel 200) in Buguruslan
10/07/2020 160,000 rub.
Suzuki Djebel DR200SE in Ivanovo
09.22.2020 100,000 rub.
Suzuki DR200SE (Djebel) Japan in Old Crimea
10.15.2019 135,000 rub.
Suzuki djebel dr200se in St. Petersburg
06/14/2019 120,000 rub.
DR200SE Suzuki Djebel Suzuki Djebel in Voskresensk
06/04/2019 115,000 rub.
Suzuki Jebel dr200se in Inkerman
06/04/2019 90,000 rub.
Suzuki DR 200SE in Kazan
11/21/2016 160,000 rub.
Suzuki dr200se Djebel in Moscow
01.11.2016 145,000 rub.
Selling a Suzuki DR200SE motorcycle in Ufa
08/07/2014 143,000 rub.
* Attention! Under the maximum, average and minimum of the Suzuki DR 200S motorcycle on this page, the average cost according to advertisements for sale on the Internet is indicated, without taking into account the year of manufacture, configuration and generation of the motorcycle model.
Brief history of the model
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLN.
Model
: Suzuki VS800 Intruder (North America, Europe, Japan).
Factory designation
: VS800GLP.
Model
: Suzuki VS800 Intruder (North America, Europe, Japan).
Factory designation
: VS800GLR.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLS.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLT.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLV.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLW.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLX.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLY.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK1.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK2.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK3.
Model
: Suzuki VS800 Intruder (North America, Europe).
Factory designation
: VS800GLK4.
Model
: Suzuki Boulevard S50 (North America).
Factory designation
: VS800K5.
Video
- A brief inspection and launch of the Suzuki Intruder 400 Classic motorcycle.
- A brief inspection and launch of the Suzuki VS 400 Intruder motorcycle.
Suzuki VS 400 Intruder
— a rather rare representative of serial choppers. Of course, in the full sense of the word, it is not a chopper, if we consider that a chopper is strictly a piece product, and all factory motorcycles made in this style are cruisers.
Be that as it may, the Suzuki Intruder 400 is significantly different from many of its 400 cc brothers. If other choppers of the same cubic capacity are often closer to cruisers, then the Intruder claims to be a chopper. Narrow, fit, lean, with a narrow front wheel of increased radius, it seems to challenge everyone around with its outstanding appearance. And the name of this motorcycle, by the way, is translated as “Stranger” or “Violator”.
The Suzuki Intruder 400 engine is a V-shaped two-cylinder liquid-cooled engine capable of producing 33 hp. It would seem that this is not so much, especially considering that the cardan drive takes away part of the power, however, the Intruder is a surprisingly peppy motorcycle, for its class and cubic capacity, of course.
The archaic five-speed gearbox works well. Sometimes, while standing still, a minor problem arises with finding neutral, but this can be attributed to the advanced age of most Suzuki Intruder 400 - many of these motorcycles are already two decades old.
The center of gravity of the Suzuki Intruder 400 is quite high, so subjectively this 200 kg motorcycle seems noticeably heavier than it actually is. It's all about the dense layout, which shifted the CG upward. In addition, the aforementioned dense layout creates some inconvenience when servicing the motorcycle.
The battery deserves special mention. shoved by the designers into the space behind the rear cylinder. To get to it, you need to get up from below, and when you unscrew it, the Suzuki Intruder 400 battery, open to all the streams of dirt from the road, falls down and needs to be caught. Very exciting.
However, if you forget about such minor troubles, one cannot help but admit that the Suzuki Intruder 400 can boast quite rightly of something other than endurance and wear resistance. With proper care, this motorcycle can last you almost forever. Change the oil in the engine and gearbox on time and do other procedures specified in the manual, and there will be no problems.
Due to its modest dimensions, the narrow Suzuki Intruder 400 feels great in urban environments. Skinny like a true old-school chopper, the Intruder zips through traffic with such ease and ease that it makes classic and sportbike owners jealous. However, everything about this motorcycle speaks of belonging to the old school - the chrome-plated speedometer cup, the long, defiantly inclined fork, and the drop-shaped gas tank...
It is very comfortable to sit on the Intruder, but with a passenger it can be a bit cramped. However, the seats themselves are comfortable, which is confirmed by the reviews of numerous Suzuki Intruder 400 owners who have traveled all over the country on their steel horses, and not only
Also noteworthy is the exhaust routed to both sides, as opposed to the classic design, when both exhaust pipes are routed to the right side of the motorcycle.
The volume of the Suzuki Intruder 400 gas tank is 13 liters - not very much, but given the bike’s modest appetite, it is quite enough. Consumption is about 4 liters of gasoline in a combined cycle, and the Intruder readily consumes AI-92. For long-distance travel, I would like a larger power reserve, of course, but this is quite enough, especially since not many bikers ride 400 cc motorcycles really far. But if you are going somewhere far away, rest assured, the Suzuki Intruder 400 will take you there safe and sound.
Due to its short wheelbase and narrow front wheel, the 400cc Intruder's handling is quite good, but it comes at the cost of straight-line stability, especially on poor road surfaces. When driving onto the removed asphalt, the Suzuki Intruder 400 begins to shake mercilessly.
As for the brakes, we can say that they are more than typical for a 400 cc chopper. The drum at the back and the disc at the front are all familiar. The drum, as usual, is of little use, but the front brake is not bad, despite the archaic design of the calipers and the brake machine as a whole. So the Suzuki Intruder 400 can be fully recommended as a chopper for a novice motorcyclist.
