Suzuki DR 650

Suzuki
Suzuki DR 650 R Dakar 1990 (SP41B)
DR 650 (SP44B)
Manufacturer	Suzuki
Production period	1990 to 2000
class	motorcycle
design type	Enduro
Motor data
air / oil-cooled single cylinder four-stroke engine
Displacement (cm³)	641
Power (kW / PS )	32.8 kW (45 hp) at 6800 min ^-1
Torque ( N m )	57 Nm at 5000 min ^-1

transmission	5 courses
drive	Chain drive
Wheelbase (mm)	1515
Seat height (cm)	89
Empty weight (kg)	177
Previous model	Suzuki DR 600
successor	Suzuki XF 650 Freewind

Suzuki DR 650 RSE 1992 (SP43B)

The Suzuki DR 650 is a Enduro - or enduro - motorcycle of the Japanese company Suzuki , which was sold from 1990 to 2000 in a total of six different versions. The DR 650 was located between the DR 350 as a light entry-level enduro and the DR 800 as a travel enduro.

Model history

The DR 650 came on the market in 1990 as the successor to the Suzuki DR 600 and as a response to competing models such as the Honda NX 650 Dominator or Yamaha XT 600 .

In addition to the unclad Enduro DR 650 R (SP41), the DR 650 RS (SP42) was also offered a version with frame-fixed cladding as a lightweight travel enduro, which from 1991 to 1996 was equipped with an electric starter as the DR 650 RSE (SP43 ) was sold. The undisguised Enduro DR 650 R got a more modern design (SP44) in 1992 and was sold from 1994 to 1995 equipped with an electric starter as the DR 650 RE (SP45). In 1996 a completely newly developed model, the DR 650 SE (SP46) was brought onto the market. Sales in Germany ceased in 2000.

The Suzuki XF 650 Freewind , which was produced from 1997 to 2003, can be regarded as the successor to the DR 650 RSE, although its suitability for easy terrain is questionable due to its high weight and tires that are not suitable for off-road use.

In the USA and Canada, the DR 650 SE (SP46) is still being sold technically unchanged.

SP41-SP45

The models SP41 to SP45 have an engine taken over from the previous model but revised with a larger displacement (bore × stroke 95 × 90.4 mm instead of 94 × 85 mm) and higher compression (9.7: 1 instead of 8.5: 1) and one 40 mm constant pressure carburetor instead of the 38 mm flat slide carburetor. The DR 650 has taken over the rear disc brake installed in the last model year of the DR 600. The DR 650 has a suspension fork with 41 mm thick stanchions than the DR 600 (39 mm).

Known problems:

Rust-prone frame
Rust-prone exhaust manifold and rear silencer
Cylinder head, worn-in camshaft and rocker arm (due to low oil level)
Pitting in the third gear pair
Clutch problems due to worn-in thrust washers behind the clutch basket
Too loose or too tight balancer shaft chain
Very rare: SP44 CDI defect

In addition, to protect the bearings and the primary and secondary drives, all large-volume single cylinders should generally not be moved at low speed, as at low speeds it can happen that the oil pressure is insufficient.

SP46

Numerous changes have been made for the SP46. A completely newly developed, short-stroke engine was used (bore × stroke = 100 × 82 mm instead of 95 × 90.4 mm). Instead of two chain-driven ones, it only has one gear-driven balance shaft . The cylinder does not have a steel liner more, but is provided with a Nikasil - coating provided. The suspension fork, which is still not adjustable, now has stanchions with a 43 mm diameter. An attempt was made to prevent rust spots: the rear swing arm is made of aluminum instead of steel and the rear silencer is made of stainless steel. The tachometer of the previous models is no longer required. The SP46 has a wider 525 drive chain and a shorter gear ratio. The curb weight (ready to drive) has been reduced from 177 kg to 165 kg. No fundamental changes were made during the construction period. Only the decor was changed annually and in the years of construction 1998 and 1999 the slip clutch of the starter freewheel was replaced by a fixed gear pair. The production year 2000 received an aluminum cylinder base gasket instead of the previously installed paper gasket. In Switzerland and Austria, the SP46 was equipped with a secondary air system to comply with the emission limit values . In Switzerland, it was homologated with a Supermoto wheel / tire combination in addition to enduro tires. This means that a SUZUKI Supermoto was already being offered directly by dealers in Switzerland in 1996 , which in Germany only took place in 2005 with the DR Z400SM .

Known problems:

Spring elements matched very softly
Very soft bench
Rust-prone frame
Rust-prone exhaust manifold
Rare: leaky cylinder base gasket in model years 1996–1999
Rare: Pittings in the third gear pair
Very rare: the engine housing breaking out due to the lack of a slip clutch in the model years 1998 and 1999 ("engine grenade")
Very rare: The upper guide roller of the drive chain tears off if the chain is too tight

Models sold in Germany

SP41B: DR 650 R Dakar (1990–1991) - Enduro cover and kick starter
SP42B: DR 650 RS (1990–1991) - Touring fairing and kick starter
SP43B: DR 650 RSE (1991–1996) - Touring fairing and electric starter
SP44B: DR 650 R (1992–1995) - Enduro cover and kick starter
SP45B: DR 650 RE (1994–1995) - Enduro cover and electric starter
SP46B: DR 650 SE (1996-2000) - completely revised model with enduro cover and electric starter, in 2000 sales in Germany were discontinued

Note: The B after the designation indicates the German (European) destination.

"The A for Foreign Models"

Tuning

The most common modifications are:

Exhaust from the accessories
Fork springs from the accessories
Complete suspension strut from the accessories
Aluminum handlebar
shorter gear ratio (mostly pinion with 15 teeth front 43 teeth rear)
Steel braided brake lines
Flat slide carburetor (Mikuni TM 40 / TM 42) or modification of the standard carburetor
Larger tank - plastic tank
Stainless steel elbow
(in winter or when it rains) Ü-egg or old film can in the evening over the ignition lock so that no water can penetrate

Technical specifications

For the sake of clarity, the data of the SP44B (DR 650 R) 1992–1995

Dimensions and empty weight

Total length 2395 mm
Total width 870 mm
Total height 1270 mm
Ground clearance 260 mm
Empty weight 177 kg according to the vehicle registration document

engine

Single cylinder four-stroke engine
Air / oil cooling
Double ignition
an overhead camshaft
four valves operated by rocker arms
two lower balance shafts
Wet sump lubrication
Air filter with polyurethane foam insert
Starter primary kick starter

Mixture preparation

Constant pressure carburetor Mikuni BST 40 SS
Passage 40 mm
Idle speed ~ 1500 min ⁻¹
Float height 14.7 mm
Main jet 137.5
Main air nozzle 0.7 mm
Nozzle needle 6F6
Needle nozzle Y2
Throttle valve # 110
Idle jet # 47.5
Bypass No. 1,2,3,4 0.8 mm
Idle outlet 0.8 mm
Valve seat 2.3 mm
Cold start nozzle # 40
Idle control screw one turn out
Idle air nozzle 1.4 mm
Throttle cable play 0.5–1.0 mm
Choke cable play 0.5–1.0 mm
(Throttling possible via carburetor stop and nozzle needle)

transmission

mechanically operated multi-plate oil bath clutch
Five-speed synchromesh transmission
Scheme 1, N, 2,3,4,5
Primary reduction 2,200 (66/30)
Final reduction 2.625 (42/16) (chain wheel / pinion)
Gear ratio 1. 2.416 (29/12), 2. 1.625 (26/16), 3. 1.263 (24/19), 4. 1.000 (21/21), 5. 0.826 (19/23)
Drive chain 520, 114 links

Electrical system

Ignition Suzuki CDI
Ignition timing
- 0 ° before TDC below 2200 min ⁻¹
- 28 ° before TDC over 4300 min ⁻¹
Spark plug: two NGK DPR9EA9
- Electrode gap 0.8-0.9 mm
- Spark power over 8 mm at 1 atm
Ignition coil resistance
- Primary 0.1-1.0 ohms
- Secondary 23-35 kilo ohms
Magneto coil resistance
- Charging coil 0.1-1.5 ohms
- Excitation coil 240-360 ohms
- Sampling coil 160-240 ohms
Battery: 12 V, 3 Ah
Alternator: three-phase generator with magneto ignition
Alternator no-load voltage: more than 65 V (AC) at 5000 min ^-1
Alternator power approx. 150 watts at 5000 min ⁻¹
Control voltage 13.5-15.5 volts at 5000 min ^-1
Fuse: main fuse 20 A, indicator 10 A, high beam 10 A, low beam 10 A.
Wattage: High beam 60 W, low beam 55 W, parking light 4 W, taillight / brake light 5/21 W, indicator 21 W, speedometer lighting 1.7 W, indicator lamp 3 W, high beam indicator lamp 1.7 W, idle indicator lamp 3 W, license plate light 5 W.

wheel and tires

Wire spoke wheels with aluminum rims

Wheel suspensions

Front: telescopic fork springs with linear characteristic, telescopic fork stroke 240 mm
Rear: suspension strut without reservoir, progressive characteristic curve via lever system, rear wheel suspension travel 220 mm

Fuel, oil and oil pump

Motor oil type SAE 10W / 40 API SE or SF
Engine oil capacity: oil change 2000 ml, with filter change 2150 ml, engine overhaul 2600 ml
Oil pump reduction 2.688
Oil pressure (at 60 ° C): above 30 kPa (0.3 kg / cm²) and below 70 kPa (0.7 kg / cm²) at 3000 min ⁻¹
Fork oil 10 W, 536 ml per fork leg
Brake fluid DOT 4 or higher

Web links

Commons : Suzuki DR 650 - Collection of pictures, videos and audio files