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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

2 x 52 mm Mikuni Denso EFI

Ignition

Digital transistorized 

Spark Plug NGK, CR9EK
Starting Electric

Max Power

91.1 kW / 125 hp @ 8500 rpm 

Max Power Rear Tyre

84.8 kW / 113.7 hp @ 8500 rpm

Max Torque

103 Nm / 10.5 kgf-m / 75.9 lb-ft @ 8000 rpm

Clutch Wet, multiple discs, cable operated

Transmission 

6 Speed 

Final Drive Chain
Frame Aluminium, trellis frame

Front Suspension

43 mm 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

2 x 320mm Discs, 4 piston calipers

Rear Brakes

Single 220 mm 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 US gal / 3.7 Imp gal

Consumption Average

6.2 L/100 km / 16.1 km/l / 37.9 US mpg / 45.5 Imp mpg

Braking 60 km/h - 0

12.9 m / 42.3 ft

Braking 100 km/h - 0

37.9 m / 124.3 ft

Standing ¼ Mile  

10.9 sec / 208.4 km/h / 129.5 mph

Top Speed

257.8 km/h / 160.2 mph

Road Tests

Motoplus 1997

Motosprint 1997

The late 1990s saw a rush 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.