Suzuki TL1000S
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Make Model | Suzuki TL1000S |
Year | 1997-98 |
Engine | Four stroke, 90°-V-twin, DOHC, 4 valves per cylinder. |
Capacity | 996 cc / 60.8 cu-in |
Bore x Stroke | 98 x 66 mm |
Cooling System | Liquid cooled |
Compression Ratio | 11.3:1 |
Lubrication | Wet sump |
Induction | 2x 52mm Mikuni Denso EFI |
Ignition | Digital transistorized |
Spark Plug | NGK, CR9EK |
Starting | Electric |
Max Power | 125 hp / 91.1 kW @ 8500 rpm |
Max Power Rear Tyree | 113.7 hp @ 8500 rpm |
Max Torque | 103 Nm / 75.9 lb/ft @ 8000 rpm |
Clutch | Wet, multiple discs, cable operated |
Transmission | 6 Speed |
Final Drive | Chain |
Frame | Aluminium, Trellis frame |
Front Suspension | 43mm Inverted telescopic fork, coil spring, fully adjustable spring preload, rebound and compression damping |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | Rotary damping system, fully adjustable spring preload, compression and rebound damping |
Rear Wheel Travel | 128 mm / 5.0 in |
Front Brakes | 2x 320mm discs 4 piston calipers |
Rear Brakes | Single 220mm disc 2 piston caliper |
Front Tyre | 120/70-17 |
Rear Tyre | 180/60-17 |
Dimensions | Length 2065 mm / 81.3 in Width 715 mm / 28.1 in Height 1175 mm / 46.3 in |
Wheelbase | 1415 mm / 55.7 in |
Seat Height | 835 mm / 32.9 in |
Ground Clearance | 140 mm / 5.5 in |
Dry Weight | 191 Kg / 421 lbs |
Wet Weight | 211 kg / 463 lbs |
Fuel Capacity | 17 Litres / 4.4 gal |
Consumption Average | 16.1 km/lit |
Braking 60 - 0 / 100 - 0 | 12.9 m / 37.9 m |
Standing ? Mile | 10.9 sec / 208.4 km/h |
Top Speed | 257.8 km/h / 160 mph |
The late 1990s saw a rash of new V-twin sports machines, spurred by the success of Ducati's 916. Suzuki's first attempt was the TL1000S, a stylish, half-faired sports machine, with a host of innovative technologies.
The heart of the TL-S is a liquid-cooled V-twin, which produces a healthy 93kW (125bhp) at 9000rpm. Fairing-mounted ram-air intake scoops feed an advanced fuel-injection system which enhances power and reduces emissions, while a slick, six-speed gearbox delivers the power to a broad 190-section rear tyre. The valve-train design is also unusual, using a mixture of chains and gears to drive the camshafts in order to reduce the size of the cylinder heads.
The chassis is unusual.
The frame uses an aluminium tube trellis design which combines stiffness with low weight. Upside-down 43mm (1.7in) Kayaba forks are more conventional, but the rear suspension was unique when launched. Rather than use a combined linearspring/damper unit as on most bikes, the TL split the spring from the damper, and used a new rotary damper design. This layout, partly chosen to assist in routing the rear cylinder and exhaust, has been criticized by some experts, although in theory it should offer benefits including reduced friction.
The TL1000S received some criticism for its handling, particularly claims that it wi susceptible to front-end instability. Suzuki reacted to these claims by adding a steering damper shortly after the bike was introduced, and retro-fitting the damper to customers' bikes.
The non-adjustable damper fits above the top yoke, and does calm the steering under hard acceleration, although it makes the steering slightly heavier at low speeds.
Despite its strong performance and aggressive character, the TL1000S wasn't a big success for Suzuki. Price discounting did keep sales bouyant in some markets though, and many riders also appreciated the aggressive reputation which the TL had gained through its strong performance and tricky handling. The TL1000S was discontinued in 2002.