1998 Suzuki TL1000R

26 Фев 2015 | Author: | Комментарии к записи 1998 Suzuki TL1000R отключены
motorcycle Suzuki AH

1998 Suzuki TL1000R

picked up this bike at Clawson Motorsports in Fresno, It’s *much* different the 1998 Honda CBR900RR I in for it — heavier, but generally stable; not as quick to turn, but huge lean angles fuss or drama; not of Honda quality, but with the … position.

It’s appearance has very controversial, evoking great adoration or complete When it first came I couldn’t decide which I fell into. After it on the showroom floor, however, I it! Unlike everyone else, I the rear seathump, sloped and twin ram-air intakes.

The Suzuki blue and white job does it for me too.

The engine is strong, although after off the super-smooth Honda 4-cylinder, it did like it was falling apart and itself to …. If you can get past the noise, you’ll find a flexible engine with low-down grunt, as well as a top-end. Once I get a few more on it, I’ll drag it down to a and see how it compares to the 900RR (a fair bit I suspect).

With any luck be in the next couple of weeks, as likely be back in Fresno

I had started to think the engine that much of a powerplant, but got a to ride my old 900RR again a week with the TL1000R. either due to the low reciprocating weight or gearing, the TL1000R seems to rev faster. I found myself the 900RR at around 8k RPMs I was about to redline.


The brakes on the TL1000R outshine on the 900RR in a huge way. from the warped rotors I on the 900RR, the feel at the lever wasn’t there. The TL1000R’s on the other hand, are very with good feel, and stop the bike on a dime.

The on the TL1000R is firm, but not harsh. is never a problem, although cornering transitions, it can give you a Once you get it on its side and in a corner, the is … stable, and can generate huge lean angles.

It feel like you’re that fast, but I’m I’m actually cornering at higher speeds than the (the lack of sensation of applies pretty much — you can cruise down the at 3-digit speeds and still like you’re under the limit). Throw a nasty dip or into that corner, or the bike down hard up for a corner, and you’re often with some serious end squirming.

I haven’t played with the enough to say the rotary damper is and should be chucked, however. else on the planet seems to this is the problem, though.

One of the things about the bike, is the gearbox. I started out on a 96 CBR600F3, moved to the 98 900RR. The improvement in was incredible. the RR’s was so much it wasn’t even funny.

I got on a friend’s GSX-R. Oh dear. The box on the RR like there were rocks crunching between the after that. The TL1000R has a silky gearbox — that just has to be experienced.

has a legendary reputation in this and rightfully so.

Other miscellaneous bits are the headlights (nice wide spread without the my 900RR had), riding (low bars, high underseat storage (but never rival the 900RR on one), and maintenance accessibility. last bit is especially nice. bolts on each side the bottom fairing, which you drain the oil and change the filter; the gas is hinged and comes with a for easy access to the airbox; is much commonality among sizes; the mirrors are amazingly especially compared to the 900RR;

Some not so nice bits: tall seat height, fit and finish (stickers aren’t coated, and not well placed, bolts, etc.), bad tank (see below), EFI stumbles some circumstances, and the bike is

The only big problem I’m with it right now is the fuel It’s a 4.5 gallon tank, but I use all of it. The fuel light is supposed to blinking at 0.8 gallons left, and go at 0.4 gallons. Well, the light on at 2 gallons left, and go solid 1.5 gallons. Once the light solid, I get a couple more and then upon any sort of the bike will …

It’ll start right up, and be fine so long as I’m at constant throttle or accelerating, but I back off, the bike … again. This is annoying, and potentially quite So, the fuel light will on just past 100 miles or so if being somewhat nice to it.

The is, there’s a lot more range in there.

Other problems out are the fuel line coming off the in the tank, which causes the to … until it’s There’s a recall/update on this Suzuki, however — was done when I picked up the More than a few people reported slipping clutches, Suzuki seems to be covering warranty. Most people staying away from synthetic oil, as this to just exacerbate the problem. more than a few rear humps have gone down the road.

In the US there’s no recall for this, in the UK there is a service bulletin with a different latch and Suzuki figures it’s the bouncing around and causing the to release.

June 19th, update: Of course my seat went airborne this without provocation. The toolkit was in its compartment, and the latch was definitely (I make bloody sure time because of reports of seathumps). All the same, I heard a rattling, felt something hit my and saw the hump fly away in the rear mirror.

Oh well. Clawson is ordering me another. I did manage to go and find the hump, but it’s beat up, of course. Very

July 5th, 1999 Well, I got the bike dyno’d on 2nd at Rob’s Cycle Repair in San As expected, the results are a fair healthier than the 900RR. I 4 reports:

Single-gear horsepower against MPH

horsepower against MPH

Raw numbers

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and torque against RPM

The short is the bike pulled 119.6 and 73.4 ft-lbs of torque. The had about 2,300 miles on it, and was stock. This is about for these bikes, so far as I can tell. In the dyno operator said done about 4 TL1000Rs in two of which when dyno’d turned up 122hp.

An Indigo and setup along with injection remap netted bikes 128hp and 129hp,

September 23rd, 1999 Since July, I’ve a BMC air filter and a Yoshimura RS-3 system. Curiously, the RS-3 had the optional QRB (quiet race rather than the standard cans. I’m not sure Yoshimura considers quiet, but pipes are loud!

The additional doesn’t seem like do much, anyway.

Ah yes, to the point. I went back to Cycle Repair today to get the dyno’d again (about miles) as well as have the injection remapped. Here are the

Raw numbers, box stock (run 4)

Raw BMC and RS-3, no remap (run 5)

Raw BMC and RS-3, +10/+10/+0/11 o’clock (run 9)

All-gear horsepower MPH (run 15)

Box stock versus (4 vs. 9)

Box stock versus no remap remap (4 vs. 5 vs. 9)

Short version 119.6 hp and 73.4 ft-lbs box Just the filter and exhaust no remap brought the numbers to 124 hp and ft-lbs (+4.4 hp and +2.0 The same modifications plus the totalled 126.8 hp and 76.8 (+7.2 hp and +3.4 ft-lbs).

So the itself was worth an additional 2.8 hp and 1.4 — definitely a worthwhile to do.

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