Suzuki DR 250 [1982-1989] Review: The Unassuming Trailblazer
Introduction
The Suzuki DR 250, produced from 1982 to 1989, represents an era when dual-sport motorcycles began transitioning from rugged farm tools to versatile companions for both urban commutes and backcountry adventures. This air-cooled workhorse doesn’t scream for attention with flashy tech or eye-watering power figures. Instead, it whispers promises of reliability, simplicity, and a "go-anywhere" spirit that still resonates with riders today. After spending a week with a meticulously maintained 1987 model, it’s clear why this bike became a quiet legend in the dual-sport world. Let’s dive into what makes the DR 250 generation special – and why it still deserves a spot in your garage (or on your wishlist).
Design & Ergonomics: Function Over Flair
The DR 250’s design philosophy can be summed up as “minimalist toughness.” Its steel frame, flat seat, and narrow bodywork create a no-nonsense profile that’s equally at home in a muddy trail or a supermarket parking lot. At 130 kg (287 lbs), it’s remarkably light by modern standards – a trait you’ll appreciate when picking it up after an enthusiastic off-road spill.
The 35mm telescopic forks (upgraded to USD forks in later SH models) and rear mono-shock offer 200mm of travel – enough to soak up rocky terrain without feeling overly soft on pavement. The 21-inch front wheel (80/100-21 tire) and 18-inch rear (110/90-18) strike a perfect balance between stability and maneuverability.
Seat height sits at a friendly 860mm (33.8 inches), making it accessible for riders of various statures. During my test ride, the upright riding position proved comfortable for hour-long stretches, though the vinyl seat becomes firm after 90 minutes of continuous riding (an easy fix with aftermarket cushioning).
Performance: Modest Power, Maximum Versatility
Engine Character
The 246cc air-cooled single-cylinder engine (73mm bore x 59.6mm stroke) delivers 17-21.6 kW (23-29 hp), depending on model year and regional tuning. While these numbers seem modest, the DR 250’s lightweight construction makes it feel zippier than the specs suggest.
Throttle response is immediate thanks to the carbureted fuel system (later models used transistorized ignition), with peak torque of 24.5 Nm (18.1 lb-ft) arriving at 7,000 RPM. The powerband is forgiving – short-shifting at 6,500 RPM works beautifully for technical trails, while winding it out to 8,500 RPM reveals surprising pep on open roads.
The 5-speed transmission shifts with satisfying mechanical clicks. First gear is low enough for crawling up rocky inclines, while fifth gear cruises comfortably at 90 km/h (56 mph). Pushing beyond 100 km/h (62 mph) feels strained, but that’s not where this bike shines anyway.
On- and Off-Road Manners
On pavement, the DR 250 feels nimble but stable. The narrow tires and light steering make filtering through traffic effortless, though crosswinds can push you around at highway speeds.
Off-road is where the magic happens. The combination of generous suspension travel, 250mm ground clearance, and predictable power delivery makes technical trails feel approachable. I took it through sandy washes, over root-covered hills, and across shallow streams without a single hiccup. The cable-operated front disc brake (a rarity in ’80s dirt bikes) provides reassuring stopping power, though the rear drum requires deliberate pedal pressure in muddy conditions.
Competition: How It Stacks Up
The DR 250’s contemporaries included some legendary names:
- Yamaha XT250
- Similar weight (126 kg) and power
- Softer suspension better suited to casual riders
-
Drum brakes front/rear vs DR’s front disc
-
Honda XL250R
- More refined engine with 6-speed transmission
- Heavier at 134 kg (295 lbs)
-
Complex RFVC cylinder head vs Suzuki’s simple OHC
-
Kawasaki KL250
- Liquid-cooled engine with slightly more power
- Higher maintenance complexity
- Less aftermarket support today
Where the DR 250 shines is in its mechanical simplicity. While competitors experimented with liquid cooling and multi-valve engines, Suzuki stuck with an air-cooled OHC design that’s nearly bulletproof. This makes the DR 250 particularly appealing for riders who value easy maintenance over cutting-edge tech.
Maintenance: Keeping the Legend Alive
Here’s why the DR 250 remains a favorite among DIY enthusiasts:
Valve Adjustments
- Intake: 0.03-0.08mm (0.0012-0.0031")
- Exhaust: 0.08-0.13mm (0.0031-0.0051")
Check every 3,000 km (1,864 miles). Use feeler gauges – no shims required!
Oil Changes
- Without filter: 1.2L SAE 10W-40
- With filter: 1.3L
Change every 2,500 km (1,553 miles). Pro tip: Install a magnetic drain plug to catch metal particles.
Chain Care
The 104/106-link chain (varies by year) and 14/42 sprocket combo wears quickly if neglected. Clean and lube every 500 km (311 miles). Consider upgrading to an O-ring chain for longer life.
Brake Fluid
DOT 4 fluid absorbs moisture over time. Flush the system annually or every 10,000 km (6,214 miles).
Tire Pressures
- Front: 1.5 bar (22 psi)
- Rear: 1.8 bar (26 psi)
Drop to 1.2/1.5 bar (17/22 psi) for serious off-roading, but reinflate for pavement.
Spark Plugs
- Primary: NGK DR8ES-L (standard)
- Alternative: NGK DR8EIX (iridium, longer life)
Gap to 0.7mm (0.028"). Carry a spare – fouling is common in extreme conditions.
Conclusion: Timeless Appeal
The Suzuki DR 250 isn’t about numbers or flashy features. It’s about the joy of riding something that feels utterly connected to the road (or lack thereof). While modern dual-sports offer more power and gadgets, none match the DR’s combination of lightweight agility and mechanical simplicity.
For owners looking to enhance their DR 250, MOTOPARTS.store offers: - Upgraded suspension kits - High-flow air filters - Durable chain/sprocket sets - Comfort seat replacements
Whether you’re reviving a barn find or optimizing a daily rider, this Suzuki proves that sometimes, the best motorcycles aren’t the fastest or newest – they’re the ones that keep inviting you to explore just one more trail.
Specifications sheet
| Engine | |
|---|---|
| Stroke: | Four-stroke |
| Max power: | 22 kW | 30.0 hp |
| Max torque: | 24.5 Nm |
| Fuel system: | Transistorised ignition |
| Max power @: | 8500 rpm |
| Displacement: | 249 ccm |
| Max torque @: | 7000 rpm |
| Configuration: | Single |
| Cooling system: | Air cooled |
| Compression ratio: | 10.0:1 |
| Number of cylinders: | 1 |
| Dimensions | |
|---|---|
| Dry weight: | 118 |
| Wet weight: | 130 |
| Seat height: | 820 mm (32.3 in) |
| Fuel tank capacity: | 9.5 L (2.5 US gal) |
| Drivetrain | |
|---|---|
| Final drive: | chain |
| Chain length: | 106 |
| Transmission: | 5-speed |
| Rear sprocket: | 42 |
| Front sprocket: | 14 |
| Maintainance | |
|---|---|
| Rear tire: | 110/90-18 |
| Engine oil: | 10W-40 |
| Front tire: | 80/100-21 |
| Break fluid: | DOT 4 |
| Spark plugs: | NGK DR8ES-L or NGK DR8EIX |
| Spark plug gap: | 0.7 |
| Coolant capacity: | 0.0 |
| Forks oil capacity: | 0.516 |
| Engine oil capacity: | 1.3 |
| Valve clearance (intake, cold): | 0.03–0.08 mm |
| Valve clearance (exhaust, cold): | 0.08–0.13 mm |
| Recommended tire pressure (rear): | 1.8 bar (26 psi) |
| Recommended tire pressure (front): | 1.5 bar (22 psi) |
| Chassis and Suspension | |
|---|---|
| Rear brakes: | Single disc |
| Front brakes: | Single disc |
| Rear suspension: | Mono shock |
| Front suspension: | 35 mm telescopic fork |
