Suzuki TL1000R Bike Review

10 Мар 2015 | Author: | Комментарии к записи Suzuki TL1000R Bike Review отключены

Suzuki TL1000R

The all new Suzuki was originally introduced to the motorcycling at the Eastern Creek racing in Australia back in March of year. The preliminary impressions of the were promising but, due to a few encountered in manufacturing the motorcycle, it until Mid-June for it to reach our ready for the show room. We one from the nice folk at we put our butts on the seat, and we rode it. Plant

As everyone knows, the engine is a slightly modified of the 1000cc, 90 degree, twin four valve, V-twin first appeared in last TL1000S. The modifications include bodies with dual injection and two injectors per cylinder, a air box for improved flow, cams higher lift and longer and a high-volume exhaust, to name a few. Taking a look the big twin, we find forged for increased durability over ones.

Forged pistons have the advantage of allowing for support walls for the wrist and the removal of nearly all of the side of the pistons. The rods connecting the to the crank are carburized for higher hardness, providing for light and high strength. Light is doubly important on moving because the weight savings is by the subsequently reduced inertia.

sort of like that with the giant cannon were dragging across and how, although it was difficult to the thing up the mountain side, it was more difficult to control its on the way down. I can never remember the of that movie.

So concerned the engineers about throwing horsepower when designing the that even the splashing of oil in the is controlled to reduce power To reduce agitation, the side that carries the return oil the heads has a fin cast into it to the oil away from the crankshaft.

To proper cooling while maintaining the narrow profile of a the TL-R’s radiator was split in two and piggyback – one above the other. The two are plumbed parallel with the radiator carrying two fans. And as if weren’t enough, the bike has a watercooled oil cooler.

Horsepower means heat, and means melting engines, so thing is way cooled.

Since is a large twin made for riding, the clutch has a back limiter to help reduce wheel hop on those less-than-tidy when engine speed quite matched with speed. None of us would need such a thing but it’s nice when put in anti-… devices to help us look smart. Just Suzuki’s GSX-R1100, the clutch is actuated and the feel is much than some of the other systems on the market.

The TL1000R’s fuel injection is about the system ever to come on a from the Pacific Rim. of the four injectors is controlled by two maps from the ECM (electronic module), which adds up to a of eight separate maps.

the giant diameter of the steerig with its external locking to allow for altering the bike’s and trail. The tach features a heat gauge that shows malfunction codes you have one.

To ensure the efi has complete knowledge of the bodily of the bike, the system monitors position, camshaft position, temperature, intake air temperature, position, intake manifold and atmospheric pressure. If judging this information it thinks too much of a wuss, it won’t you to close the throttle. Alright, last one’s a lie.

with this information, the stage efi system is able to for altitude, cold starting, temperature, and speed-induced ram air changes. If the diagnostics system detects a it displays a code number on the liquid crystal display on the white-faced tachometer.

The fuel system works sort of the classic four barrel with only the primary spraying fuel from low to rpms for economy and efficiency, and the injectors kicking in at high for full throttle acceleration. brings us to the obvious question – about the secondary injectors at full throttle at low rpms, That’d be cool. “Yaaaaaaaah. ” is the of me going over backwards.

If the performance of the TL1000R isn’t enough for you, you might to send piles of your income to Yoshimura to purchase of the really groovy race kit like aluminum radiators, dry race pistons, hot cams, and so on and so on. Or you buy a Porsche Boxter or put your kid college. Either way, call Yoshimura looking for stuff unless money is no to you.

The radiators alone set you back about $13,000.

As for function as for looks, the nose of the is the raddest, longest, farthest reaching fairing of those on any sport bike.


the TL1000R is the most different the TL1000S is in its chassis. The aluminum, trellis frame has been with a twin-spar box section that incorporates adjustability for the head and swing arm pivot. The has a most humongous cast head to provide room for the kit parts needed to alter the rake and trail. The rake or is changed by installing inserts – carry both upper and bearing races – within the head.

If you pester the guys at you might be able to buy yourself parts, too. But be forewarned, if you know what changes what results, don’t do it. The engineers delivered the bikes to the with the steering they best for you, and it’s to assume that they’re not a of idiots.

You can get yourself into the trouble with the swingarm, Little plates are available to the swing arm pivot around the cast aluminum mounting but again, don’t play it if you don’t fully understand you’re doing.

The exhaust is tight against the machine and inward to maintain the lowest of drag possible.

Any owner of a can have enough fun just by with the fully adjustable at each end. A screwdriver and one are all it takes. Forks and rear include compression and rebound as well as preload.

The rear radial damper the added feature of an automatic compensating system that unchanged damping as the shock oil hot and thinner. If you’re absolutely to drive yourself nuts, you order up linkages for the separately damper and shock and start combinations of spring and damping that even a factory team would have sorting out. Again, the provided on the machine are quite

Have fun with those and look for aditional ways to a monster out of a very nice

As stated earlier, the design of the was intended to maintain the smallest profile allowing the TL1000R to wind-cheating performance. To this the radiators are stacked and the battery has squeezed into the left of the fairing next to the front head and is accessible through a door.

Also to provide a low of drag, the exhaust canisters been tucked in tightly to the and the front nose of the fairing out way past the front axle no other sportbike since the of superbike “dust bin” of the ’60s. It makes what is a very short bike longer than a ’74 Ducati which was often referred to as legs”. This thing has short legs, it just a long dress.

The bike with a rear tail cover and a rear seat one of which has to stay at home. the cover – or pad – is enough room to two quart bottles of refreshments and bread and cheese. Or a sandwich, a a yo-yo, and a 5 x 7 framed picture of loved ones. Or a large of baby oil, four of rubber hose, a small and a ….

Or. well you get the picture.

The TL-R, like Suzuki’s is designed as a take-no-prisoners sportbike and its are exactly that. The bars are the pegs are high, and the riding is full race radical. As around town it’s a tiring, but in the twisties it’s right.

The bike we tested had been by Kevin Schwantz for a Suzuki-sponsored and it featured a fabric-covered gel seat Suzuki’s accessory catalog. The at first felt as hard as any sportbike pad, but the weird about it was that, after an in the saddle, the … pain my … usually suffers was This was better than a soft seat because the of the pad allows complete rider for fast riding on tight yet the magic inside the seat relieves cheek fatigue.

The less than wonderful about the TL-R in around riding is that it doesn’t low revs at all. It chugs 1,500 rpms. Because of the rider has to sort of slip the every time the bike is from a stop.

You get used to it, but that so many bikes launch off idle, it seems

Kevin sat here. Suzuki us with a bike that had ridden by Kevin Schwantz the Rock — Roll Marathon in San Diego. The embossed bra is also a Suzuki option.

the first reports from the intro stated that the was down on mid-range, it’s any street rider will complain of that. Additionally, remapping and installation of a pipe, problem can be cured instantly. The we tested was maybe down a tad on low end but the was plenty healthy, thank

For great wheelies, all you have to do is run the up to 5,000 rpms in first whack the throttle off and then on hard, and the front’s coming up. We that since its intro bike’s been re-brained. way, once you reach the end of the rev range the bike has a big hit of power reserved for multi-cylindered machines.

Ducati 98 TL

And the builds all the way to the top with only a noticeable drop off before you the rev limiter.

The nicest thing the TL1000R’s power is that it is instantly. And I mean instantly. The efi with every little of the throttle. And it delivers without the that we’ve all grown to from CV carburetors. The GSX-R efi was a bit of a nag coming from full off because the machine would

The efi of the TL-R is absolutely spot on. No no stumbling, no waiting, no nothing but climbing power. Suzuki got system right. It’s a nice system that of you will be a little surprised by how it works.

It’ll get you to loosen … grip on the bars, every little bump you hit and to the bars can jiggle the throttle. up and enjoy.

On the curvy country the bike is in its element, and we soon that our suspension set-up a little attention. The bike was way which might have due to that Schwantz guy who’d the bike before us. What’s he about setting up a bike

For squids, that is.

We softened ends a tad with the exception of in a little more rebound up This pleased us although it me more than Blake, who a bit more weight in his boots I do. With our changed settings, the was much more compliant sharp bumps, held its better through fast and gave great feedback the rear end when hard on the gas out of

And if that wasn’t good we had plenty of other directions to the suspension to.

Being a twin the has loads more mid-range any four banger in its class, and out on that are twistie enough it is most fun to leave the bike in one and just rip up and down through the rev Regarding top end, we haven’t yet able to do a top speed test of the but we’re certain it’ll do beyond an honest to God 160 mph. speed is where its shape comes into play.

The first thing we’d is removing the steering damper and it with an adjustable unit. a good guess that the was put on the bike just to diminish any of easily excitable journalists the motorcycle like some did the TL1000S. An adjustable damper has you on both ends because be there if you think you need it, yet you can it out for around town cruising. It also be that the bike need a damper at all.

But on your own if you tread there.

It was ambiently hot during our test, but we still surprised at the amount of heat that reached the Not since riding Triumph’s have we found a bike heated us up like the TL-R. get me wrong, it’s noticeable but not quite the convection oven of the

On cool days I’d be the first to about why don’t bikes more heat for the rider.

All the TL1000R is a clear standout its competition. It has a look all its own – I’ll mine in yellow, please – it has one of the two chassis available, it has a honk’n big engine, it has efi, and it has all the latest goodies. And it’s all in a package a blast to ride.

Outside of the 916, the TL1000R is the best bad sporting twin.


Compression Rebound Preload

out 5 clicks out 3 clicks 5.5 lines top

Rear out 17 clicks out 14 clicks of sag

Ducati 98 TL
Ducati 98 TL
Ducati 98 TL

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