Cycle News - Archive Issues - 1990's

suspension is quite good; it's amazing what quality suspension components will do for a motorcycle. Gone is that need to grit your teeth and clamp on to the handlebars for your life every time you would slam into a large hole or rut, or plow through a series of bumps or whoops. Both the fork and shock soak up the rough stuff with aplomb, and it takes a fairly good hit to get the back end to bottom, despite the fact the DR has an overall plush ride. Still, it's not hard to get the back end to bottom, but when you do, you won't pay for it with abig swap. As far as power, the DR isn't overflowing with bottom-end power, but it does pull with authority from midrange on up. It's not that it doesn't have good bottom-end, but it just doesn't have that "wheelie-kind-ofgrunt" like that of the Honda XR650. Still, you can easily plonk around on the DR and have plenty of power on tap as soon as you roll on the throttle. You won't be disappointed. Overall, the DR has more than enough power to get the job done on both the dirt and (Above) The new DR650 also features a new box-section aluminum swingarm and a hollow axle. (Below) The lighter and narrower motor yields a super-smooth, elilctrlc kind of power, and lots ot It. (Above) Maneuverability is greatly improved thanks to a lower seat height. (Left) The two-tone seat cover looks good. The rear rack is an optional feature, as is an aluminum skidplate. And the rest... J oining the DR family for 1996 is the all-new DR200S (right). The 200 replaces the DR250S, which, understandably, has been given the boot by Suzuki. After all, it was nothing more than an underpowered version of the DR350. The 250 was aimed toward the entry-level rider, but missed the mark. Basically it had two big strikes against it. For one, the 250 weighed nearly as much as the 350 while offering less power; second, it had a rather tall seat height. A bad combination for the first-timer. According to Suzuki's literature on the DR200, the bike is designed for the "intermediate" rider. Hmm. Suzuki's interpretation of intermediate is significantly different than ours. In our opinion, the DR200 is much more in tune for the entry-level to novice-caliber rider. A true intermediate rider will find the 200 too small and definitely underpowered for anything but a casual ride around camp, but a rider with little motorcycling experience under his or her belt will certa~ly come to aPP!eciate the 200's rat;her torquey motor, small size and plush suspension, not to mention the electnc starting. This isn't to say that an intermediate-level rider can't have fun on the 200, because you certainly can. The 200 can take a lot of abuse, and it handles quite well. The new DR200SET carries a suggested retail price of $3699. For the true beginner, the DR125, which made i~ debut last. year, is .the perfect bike to learn on. It's surprisingly powerful for a IDlcro-bore, single-cylmder fourstroke and it only weighs around 250 pounds. Like the DR200, ~t fea~ a low ~at height, electric starting, Iildlt weight, and long-travel suspenston. Besides the ?Igger-displacement motor, the only difference between the 125 and 200 are the nms. The 125's rims are constructed of steel, the 200's of aluminum alloy. The DR125SET sells for $3299. And then there's the trusty DR35O. It hasn't changed much since 1990 and hasn't changed at all from last year's model. The DR350 still features electric starti~ its proven SOHC, four-valve, air/oil-cooled motor and up-to-the-task ~lon. It remains as one of the best dual sport bikes in its class. Db yeah, one thing has changed - the price. It now sells for $4499. the street, and it'll get you up to speed quickly and in a controlled and comfortable manner. Vibration isn't a factor with the DR. The counterbalanced engine keeps the vibes at a minimum, which you'll come to appreciate on the open highways. The DR is downright comfortable. It has a low 34-inch seat height making it rather easy to maneuver the DR over rough terrain, like loose rocks, roots, logs or whatever causes you to put your feet down. And the DR can be lowered even more. There's an extra mounting hole in the lower shock clevis that can be used to drop the back end, and the fork can be externally modified to drop the front end. This op.eration, which Suzuki recommends be accomplished by a Suzuki dealer, lowers the seat height by another 1.6 inches to 33.3 inches. In this configuration, a shorter kickstand is required, and Suzuki will gladly sell you one. A friend wi th a cutting torch might be a cheaper option. Despite losing 33 pounds, the DR650 is still by no means a light motorcycle, but the combination of better suspension comp.onents, a lower seat height and lighter weight, significantly improves the DR's trail prowess. But perhaps the DR's best characteristic is that it's just downright, plain fun to ride. f"N Wllile Cycle News believes the foregoing test reliable, it is the opinion of the reviewers onw and should not be relied upon in determining the per· formance or safety of the vehicle!s). The reader should make his or her own investigation. ~ ...... •......•..TeIiIlllPc......... 10.2 inJ8.71n. ... "' ....•Unk-type, ~ qlSlable spring preload & ~ He. wheellmll 10.2 inJ8.7 in. Fin8I drM #520 chain Brakes (front) Single hydraulic disc Br8ke (1'8lIr) Single hydraulic disc Tire (front) 90190-21 Tire (_) ........•..........120190-17 O/A length ....•.•..............88.8 in. OIA width .......•..............34.1 in. OIA height 34.8 in145.9 in. seat height 34.8 in133.3 in. Ground clearence 10.4 in18.9 in. Wheelbase 58.7 in. Dry weight (claimed) 324Ibs. FnlRt

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