Second-hand advice Suzuki TL 1000

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Second-hand advice Suzuki TL 1000

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Used purchase

Second-hand advice Suzuki TL 1000

Second-hand advice Suzuki TL 1000
A real treat

Should she be a real treat? but when it comes to seasoning, Suzuki seasoned the TL 1000. As used, it still tastes good to a large number of two-cylinder gourmets.

Thorsten Dentges

05/12/2006

Actually, Ducati is to blame. In the mid-1990s, the Italians gave motorcyclists a taste for appetizing sport twins. In 1997, Suzuki wanted to prepare delicious food with the TL 1000 S. And the press peppered this courageous venture with big advance praise. Very spicy: The cheap TL should become an affordable dream for everyone for whom Italian prices were too steep.

For Suzuki it became a nightmare. And that was neither due to Ducati nor to the hasty journaille, but to the manufacturer itself. The apparently not fully fermented machine had to be returned to the workshop several times. However, Suzuki drank the soup they had brewed themselves and fixed problems such as an uncanny oil dilution or the extremely high clutch wear on over 3000 affected motorcycles without any problems. But the reputation of the two-cylinder was ruined. In 1998, only around 150 intrepid people signed a purchase agreement, and just over 1000 were added by the time production was halted two years later.

The super sporty TL 1000 R, available from 1998, also failed because of the self-imposed claim and even lost the piste duel against its own sister. It was not up to the established competition on the circuit with similar chassis weaknesses as the »S« (too soft fork and poorly functioning rotary damper). The result: in 1999 it said goodbye to the market again. Amazingly, the TL as used is by no means a flop. On the contrary: two-cylinder fans are specifically looking for the now very interesting, still fiery machine. A lucky loser with a loyal circle of friends.

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A real treat

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Market situation

Six years after production stopped, only 3200 TL 1000 S are approved, with the R version the original inventory has even shrunk by more than a third to currently around 650 pieces. The »R« is therefore an exotic item on the used market and can only be found through a very targeted search. The few interested parties who want to preserve this really rare motorcycle as a cultural heritage are usually willing to pay up to over 4,000 euros for properly cared for copies in their original condition. However, machines that have been repainted, scratched or even destroyed on the racetrack are difficult to find a buyer. The S version, which is much more popular as used and more frequently offered, also has sales difficulties if it is only offered regionally or if it is a vehicle with strong signs of use. Otherwise, according to dealer statements, an “S” with a few kilometers (less than 20,000) that has been maintained in a checkbook seldom stays in the store for long, because fans accept a journey of several hundred kilometers for a test drive.

Facelift

1997 Market launch of the TL 1000 S at a price of 17,790 marks. Various product recalls from April: Steering damper retrofitted, in autumn the control unit for ignition and injection as well as the thermostat will be replaced, a little later free replacement of the tank, which tends to crack due to vibrations. The TL 1000 S is only available in red and black until the end of its construction period
1998 The TL 1000 R model is added to the side as a super sporty, fully clad variant of the »S«. Price including additional costs: 19650 marks. Available in the colors blue / white and red
1999 Model upgrade for the TL 1000 S: modifications to the injection system, control unit and clutch. Also changed valve timing and reinforced frame. Empty weight increases from 212 to 215 kilograms. The R version is offered in black as well as in blue / white and is withdrawn from the range after only two years of construction
2000 End of the series. Last official list price 2000: 19,390 marks. Sale 2000, a few copies until 2002

sightseeing

In the case of the most widespread machines built in 1997, all defects complained about at the time (control unit, clutch, tank) have long been fixed by authorized dealers. To be on the safe side, you should have evidence presented during the inspection that documents all of the conversion work required during the recall campaigns. Nevertheless, caution is advised, since, for example, if the faulty control unit was converted too late and the associated oil dilution problems, damage to the connecting rod bearings could have occurred. At least the results of the long-distance test in MOTORRAD 20/1998 suggest this assumption. During the test drive you should pay attention to mechanical engine noises anyway, because in particular-
Some of the impatient, sporty previous owners may have put too much strain on the actually very robust two-cylinder by warming-up phases that were too short. In addition, carefully examine specimens that have been moved on the racetrack for scratches, cracks and other fall marks. With good care, on the other hand, the TL is a very reliable partner, and that too
Mileage beyond 50,000
Kilometers away. For 98 hp machines:
Dethrottling costs around 150 euros.
In general, those interested in TL should consult with those familiar with the model in advance. Technical advice and useful screwdriver tips as well as information on conversions and round tables can also be found on the Internet at www.tl1000.de.

MOTORCYCLE tests

TL 1000 S:
5/1997 (T),
7/1997 (VT),
11/1997 (VT),
18/1997 (optimization),
20/1998 (LT),
23/1999 (VT)

TL 1000 R:
5/1998 (FB),
12/1998 (T),
13/1998 (VT),
21/1998 (VT)

Technical data Suzuki TL 1000 S (1999)

DATA
Suzuki TL 1000 S.
(Model year 1999)

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear and chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 52 mm, no exhaust gas cleaning, alternator 375 watt, battery 12 V / 10 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 98 x 66 mm
Cubic capacity 996 cm³
Compression ratio 11.3: 1
Rated capacity:
92 kW (125 PS) at 8500 rpm
Max. Torque:
104 Nm at 7100 rpm

landing gear
Aluminum tubular frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17

mass and weight
Wheelbase 1415 mm, steering head angle 66.3 degrees, caster 93 mm, spring travel f / r 120/128 mm, seat height * 840 mm, weight with a full tank * 216 kg, payload * 184 kg, tank capacity 17 liters.

measurements
(MOTORCYCLE 23/1999)

Performance
Top speed 252 km / h

acceleration
0 100 km / h 3.0 sec
0 160 km / h 11.4 sec

Draft
60 ?? 100 km / h 4.6 sec

consumption
5.8 l / 100 km (at 100 km / h)
7.9 l / 100 km (at 160 km / h)
Regular gasoline

Technical data Suzuki TL 1000 R (1998)

DATA
Suzuki TL 1000 R.
(Model year 1998)

engine
Water-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear and chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 52 mm, no exhaust gas cleaning, 380 watt alternator, 12 V battery / 10 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 98 x 66 mm
Displacement 996 cm3
Compression ratio 11.7: 1
Rated capacity:
99 kW (135 PS) at 9500 rpm
Max. Torque:
106 Nm at 7500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm (with support) made of aluminum, central spring strut with
Lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, six-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/50 ZR 17

mass and weight
Wheelbase 1405 mm, steering head angle 66 degrees, caster 96 mm, spring travel f / r 115/125 mm, seat height * 820 mm, weight with a full tank * 231 kg, payload * 179 kg, tank capacity 17 liters.

measurements
(MOTORCYCLE 21/1998)

Performance
Top speed 266 km / h

acceleration
0 100 km / h 2.9 sec
0 200 km / h 10.4 sec

Draft
60 ?? 100 km / h 4.8 sec

consumption
6.2 / 100 km (at 100 km / h)
6.4 l / 100 km (at 160 km / h)
Regular gasoline

Where else the heart beats

The heart of the TL 1000: the slim and ultra-potent motor. The initial teething troubles are understandable insofar as Suzuki ventured into such a high-revving 90-degree V2 with injection for the first time, i.e. without any experience. Amazing: Although many of the engines of the 1997 model were due to a faulty control unit
scrubbing down several miles with engine oil diluted with gasoline, there were few capital losses. A sign that the engine will last a long time with correct adjustment and maintenance. Comparable Italian counterparts usually have more problems. Reasons enough to transplant this healthy heart into other motorcycles as well (see right). These models found many friends, but they did not advance to top sellers. So far, the heart was probably not beating in the right place.

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