Second hand advice Suzuki TL 1000 S

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Second hand advice Suzuki TL 1000 S

Second hand advice Suzuki TL 1000 S
Early start

Considered with a lot of praise in advance, engine and chassis weaknesses prevented a successful start of the Suzuki TL 1000 S. Today the V-Twin presents itself as a very healthy bargain.

Peter Limmert

09/14/2000

Suzuki is known for inexpensive motorcycle models that meet the taste of the times and are accordingly high in the hit lists. Recent examples: SV 650 and GSX-R 750, not to mention the revised bandits. The only exception: the TL 1000 S, the sale of which is very sluggish in this country. Their V-twin-cylinder is selling well at Cagiva and is used to drive the Raptor models and the Navigator.
A classic early start thwarted the success of the potent engine in its own model. 1997 Suzuki presented the TL 1000 S at the IFMA in Cologne ?? at the same time as Honda’s one-liter V-twin. Obviously, the development department was missing a few months to fine-tune the TL 1000. At the first driving reports, the press people cheered in unison. But when the newcomer was examined more closely in tests, disillusionment ensued. The chassis was not up to the potent expressions of life of the twin, the front part twitched excitedly, the rear pumped. As if that weren’t enough inconveniences for a completely new design, the engine sank like a hole, the electronic injection ran far too rich, the oil found a strange increase when it was mixed with gasoline, and the engine hardly reached the required operating temperature.
Suzuki could not leave the customers with the teething troubles and knelt down in the optimization work: The front section was calmed by means of a steering damper, the engine management changed, the thermostat changed, the clutch modified. And finally the TL 1000 S got a new tank. Suzuki allowed its two-cylinder customers to take these improvement measures quickly and unbureaucratically.
The problems on the engine side have been eliminated since 1998, with the chassis only the heaters of the rotary vane damper on the swing arm offered by Suzuki disturbs due to the rapidly decreasing effect. And yet: The planned success did not materialize because of the start-up difficulties. About 3500 TL sold in Germany within three and a half years ?? measured by the development costs and the claim ?? be unsatisfactory for the manufacturer.
How does the image-damaged star from 1997 drive today? MOTORRAD received a TL 1000 from the Stuttgart Suzuki dealer Werner Hiller, built in 1999, mileage 3400, which is being offered for 15,500 marks. The extras of the test vehicle include Termignoni silencers, leather tank protection and Bagster seat covers. For short-armed pilots, the handlebars are a bit low under the upper triple clamp, and the seating position is not particularly comfortable for urban traffic. Only outside of built-up areas does the wind relieve the upper body, so that the pressure on the wrists becomes more bearable. Especially in tight, slow corners, the TL 1000 with the non-adjustable steering damper requires a noticeably high level of effort.
Convincing, on the other hand, is the engine, which pulls off vigorously from around 3000 rpm without a performance drop. In terms of his expressions of life and his playful power, he is probably the ultimate in the big V2 segment. On the country road trip there is nothing to criticize about the very sensitive, softly appealing suspension and damping of the swing arm. The feeling in front is rather indifferent. The fork sinks in quickly, the standard Metzeler tire runs after longitudinal grooves, and the steering could be more precise.
If you are looking for a used TL 1000 S and are offered a 1997 model, you can assume that it was brought to the optimum level by a Suzuki dealer during the inspections. At Suzuki Germany, phone xxxxxxxx, the definitive modifications can be requested using the chassis number of the 1997 bike. Born in 1998, it was converted either from the Heppenheim branch or directly in Japan. The TL 1000 S is officially delivered with 98 hp. If you want to enjoy the open power of 125 hp, you need other intake manifolds (around 150 marks) and a modification to the wiring harness for the CDI unit (working time around 1.5 hours).
If the chassis doesn’t seem to be quite up to the great engine, you should first try an adjustable steering damper from Hyperpro, LSL, Ohlins or White Power, costing between 270 and around 1000 marks, as well as progressively wound fork springs from Technoflex for 180 marks. Replacing the rotary vane damper, which quickly deteriorates due to the engine heat, for higher quality struts is much more expensive: the Ohlins model costs 1,400 marks, Technoflex is available for 1,100 and 1,500 marks.
But the chassis optimizations can be financed with the savings made when buying a used vehicle. No other V-Twin is offered so cheaply. Those interested in the TL 1000 S benefit from the unsuccessful start. For relatively little money he gets an engine that has long been one of the best on the market.

Technical data – Suzuki TL 1000 S

Suzuki TL 1000 STechnical dataMotorWater-cooled two-cylinder four-stroke 90-degree V-engine, two overhead, gear-driven and chain-driven camshafts, four valves per cylinder operated via bucket tappets, electronic intake manifold injection, 0 52 mm, engine management, no exhaust gas cleaning, displacement 996 cm³ , Rated power 72 kW (98 PS) at 8500 rpm, six-speed gearbox, chain drive, electric starter. Chassis, tubular frame made of aluminum profiles, upside-down fork, guide tube diameter 43 mm, with adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut, Articulated via a lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, four-piston calipers, floating brake discs, 0 320 mm, disc brake at the rear, 0 220 mm, cast light alloy wheels, spring travel front / rear 120/128 mmDimensions and weightsSeat height 840 mmTank capacity / reserve 17 liters, full tank weight 216 kg, service intervals every 6000 km, test values, top speed Speed ​​solo / 254 km / hAcceleration 0-100 km / h solo 3.2 secondsConsumption 7.5 litersFuel normal 3427 MarkCovering with disk 1111 MarkWear partsChain kit 406 MarkBrake pads front complete 228 MarkClutch friction disks 116 MarkBrake disc front 506 MarkAir filter 53 MarkOil filter 24 MarkControl unit 1689 MarkStrengths and weaknessesStrengthsBearly strong V2 engineGood windshieldCheapest used in engine price equal to 5RAD1 / 1Spare parts1997Thest price in the same way 23/1999 Long distance test 20/1998 Tire approvals Type AG front rear 120/70 ZR 17 190/50 ZR 17 Bridgestone BT 56 SS Dunlop D 204 Metzeler ME Z1 Racing Pirelli MTR 01/02 S Corsa Footnotes: 1Tests can be ordered from the publisher, phone 0711 / 182- 1229

Market – Suzuki TL 1000 S

The prices for used TL 1000 S are still cheap. The Schwacke list noted: year of construction 1997 (27,500 kilometers) 10,000 marks: 1998 (19,100 kilometers) 11500 marks; 1999 (10,700 kilometers) 13,300 marks. Almost 3,500 are permitted on Germany’s roads. The Honda VTR 1000 F, presented at the same time as the TL 1000, is less conspicuous, but was spared from teething troubles. The Ducati ST 4 is also positioned in the immediate vicinity, but the price is a lot higher. The attempt to put the successful 916 engine in a chassis for touring riders was technically convincing, but the potential customers do not yet seem to trust the Bolognese conversion for convenience. Other solid, but also more expensive competition: BMW R1000 S and ?? with a cylinder more ?? the furious Triumph 955i.

Reader experiences – Suzuki TL 1000 S

At the beginning of April 1998 I discovered the Speer conversion of the TL 1000 S in MOTORRAD. Two months later I was in possession of the conversion, which has been moved 29,000 kilometers to date. Apart from defective camshafts, which were replaced under warranty after 25,000 kilometers, I have not had any problems so far. In terms of tires, I switched from Metzeler to Bridgestone because of the better handling. The brake pads are from France Equipement ?? because of the more effective effect.Torsten Robert, BeckingenThe TL 1000 S, bought in 1997, should serve as a second machine next to my Suzuki VS 1400. So far I’ve covered 22,000 kilometers and I’m still impressed by the engine and the performance. With the installation of higher LSL handlebar stubs and an MRA touring windshield, tours are now possible without wrist pain. In terms of tires, I switched to cheaper and more durable Avon. In general, I am satisfied with the motorcycle, the consumption of six to eight liters is okay with the power of the engine, only the tank could be a bit bigger.Thomas Noack, ReuriethThe TL was already chosen as the new Super-Vau before it started? ? and quickly put down again after the first problems. But the TL is by no means as bad as its reputation. The engine is absolutely fantastic, the design okay, the technology innovative. With a little flair (and money) you can get a grip on the exotic chassis. In 1999 I freshened it up with components from Technoflex: progressive fork springs and a fully adjustable shock absorber with reservoir and rocker arm. Michelin Pilot Sport tires and Micron steel braided lines were able to improve the driving characteristics even further. Michael Bauer, Grobhaslach

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