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Review Suzuki TL 1000 R

R-driving

Suzuki’s two-cylinder TL 1000 S did not run under a lucky star. Now the even sportier TL 1000 R should prove that experience not only makes you smart, but better.

At first glance, you could easily guess at four-cylinder athletes: The traditional white and blue paintwork of the Suzuki GSX-R line, the cladding front expansively wide and a bridge frame that the athletes favor. Only the striking rear stands out from the familiar image. Nevertheless, it says Suzuki TL 1000 R: The last super sporty novelty for 1998 is here, and the deep thud from its two huge silencers removes all doubts – a 90-degree V-twin-cylinder beats under the plastic skin.
So on? S preserves. The water-cooled twin delivers 132 hp on the MOTORCYCLE test bench. Not quite as much as promised, anyway: respect. After all, the Ducati 916 SPS, which was twice as expensive, only managed 124 little horses. Of course, a top speed of 257 km / h does not necessarily show that the aerodynamicists were able to appreciate this performance. The fairing is hardly able to effectively protect even a completely folded driver. To compensate, the speedometer marks a full 280 km / h top speed – quite sufficient for personal satisfaction.
In terms of acceleration and pulling power, the problem is even more pronounced. Even the less ambitious, eight hp weaker TL 1000 S can do that better. If the only average acceleration values ​​can still be explained by a wildly rearing front wheel, the weak torque must have other causes: The R loses around two seconds in the classic torque test in the last gear from 60 to 160 km / h on its older sister. And that with the same gear ratios and a slightly fuller performance curve. How can something like that happen?
The explanation seems simple: You are too fat, "says the incorruptible electronic scale to the TL 1000 R and attests to it 231 kilograms. That is another 15 more than with the TL 1000 S. Anything but a super sporty recommendation.
What the heck, being overweight doesn’t always have to be a handicap. After all, the Suzuki technicians managed to load the extra pounds mainly onto the front wheel. Together with the standard steering damper, they should eliminate the problem of handlebar slap. And it works. Even on bad roads, the R only reacts with a slight but harmless twitch in the steering.
The suspension elements can be adjusted extremely comfortably for such trips on bad roads. The somewhat smaller rotary vane damper on the hindquarters is noticeable, the rebound and compression adjustment of which is now easily accessible. If you want to change the spring preload of the strut, which is now located behind the engine, you have to bend your fingers properly.
You also have to bend your backbone on the TL 1000 R, because the seating position is decidedly sporty. Handlebar stubs attached to the triple clamps and a very close distance between the lower bench and the high-mounted footrests require articulated bones. It is a matter of honor among super athletes that the wrists are heavily stressed, especially when driving slowly, and thus tire quickly.
On winding roads with quick changes in lean angle, the TL requires a lot of effort on the handlebars. Even if the track gets faster and the curve radii wider, the Suzuki doesn’t look too happy. If the slope is not completely flat, the R begins to lurch slightly again and again in an inclined position. It also feels a bit spongy on the brakes and indirectly in the stem. This machine is miles away from the driving stability of a Ducati. Obviously, Suzuki was not very lucky when it came to choosing tires, because a large part of the capricious driving behavior is due to the Metzeler ME Z3 Racing tire. The original tires with the additional identifier A leave a lot to be desired in terms of handling, accuracy and cornering stability.
There it is little consolation that the beefed up Vau-Zwo turns evenly and powerfully into the red area without grumbling. Unfortunately, the R inherited the typical problems with concentricity when idling from the S model. The engine sometimes suddenly quits when it is warm at the traffic light and slaps into the exhaust again and again when it is coasting. In addition, the injector is annoying when rolling in the lower three gears due to clear constant jerking.
Another kind of start-up problem plagues the Suzuki’s braking system. At the beginning of the approximately 1500 test kilometers, she irritated with delayed response and high hand strength. Only since she had to tackle a few fast laps in Hockenheim did the six-piston pliers grip spontaneously, powerfully and easily and deserve the title: superior mediocrity.
D.he mediocrity is the biggest problem with the Suzuki TL 1000 R. Too heavy for a super sports car, too wide for a two-cylinder and too uniform for a character actor. Even if one does the ambition of the Japanese engineers and their courage to always new creations injustice: The The fascination of two-cylinder has already been implemented better. And not just from a sinfully expensive Ducati 916 PLC.

Technical specifications

Engine: water-cooled two-cylinder four-stroke 90-degree V-engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, engine management, electric starter, 380 W alternator, 12 V battery / 10 Ah. Engine data: bore / stroke 98.0 / 66.0 mm, displacement 996 cm³, compression 11.7: 1, rated output 99 kW (135 PS) at 9500 rpm, max. Torque 106 Nm (10.8 kpm) at 7500 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain. Secondary ratio 2.23 Chassis: aluminum bridge frame, upside-down fork, sliding tube diameter 43 mm, adjustable spring base, rebound and compression damping, aluminum two-arm swing arm, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, six-piston calipers, floating bearings Brake discs, Ø 320 mm, rear disc brake, two-piston caliper, Ø 220 mm, cast aluminum wheels 3.50 x 17; 6.00 x 17 tires 120/70 ZR 17; 190/50 ZR 17 Chassis data: wheelbase 1405 mm, steering head angle 66 °, caster 93 mm, suspension travel 115/125 mm Service data Service intervals every 6000 km Oil change (with filter) every 6000 km / 3.1 l, (18 000 km / 3.3 l) engine oil SAE 10 W 40 fork oil SAE 5 W spark plugs NGK CR 9 EK, chain 5/8 x 3/8, 104 rollers idle speed 1200 ± 100 / min valve clearance, inlet / outlet 0.10 – 0.20 / 0.20 – 0, 30 mm Tire approvalsMetzeler ME Z3 A Front Racing / ME Z3 A, Dunlop D 207 FM / J, tire pressure front / rear 2.5 / 2.5 bar Price including VAT and additional costs 19,650 Marks Warranty two years without km limitColors red, blue / White

Lead by technology? – Suzuki TL 1000 R

The Suzuki TL 1000 R in direct comparison to the TL 1000 S.

What can the new R version do better than its less sporty sister S. To find out, both machines in Hockenheim had to be lashed out for the small course. Both on Metzeler ME Z3 Racing tires, both in the dethrottled version. After a few laps the two drivers come to the pits, both plagued by the same problem. With the high outside temperatures of 30 degrees and the heavy use of the spring elements, the damping decreases significantly, especially on the rear rotary vane damper. In general, the damping characteristics are very ambiguous. It does not allow perfect coordination and only allows the choice between good response behavior or satisfactory damping on strong bumps. This very tight setting reduces the strong pendulum movements that are always irrelevant when accelerating in a lean position. This indirect feeling is only retained when the brakes are applied due to the slight stirring movements. This problem occurs especially at the end of the very fast crossbar and when braking the depression. However, the new R version does not have a clear advantage in any section of the route. As expected, the two bogies behave quite similarly due to their comfortable basic set-up, but the engines offer a much bigger surprise. Because no matter how hard the R driver tries, the old TL 1000 S cannot be left behind on the short straights in Hockenheim. No matter how often the machines are exchanged, the result always remains the same. With an identical lap time of 1: 14.2 minutes, the two brawlers left the arena exhausted after a good 40 laps. With one small difference, however: the TL 1000 S with a swollen chest, the TL 1000 R a little disappointed.

Conclusion

No, you can’t scare anyone like that, and certainly not Ducatis. Slightly overweight at 231 kilograms, the R also shows weaknesses in terms of driving stability. You miss a safe, direct feeling to the road. On the engine side, there are no problems with the exception of an annoying constant speed jolt. The power output with real 132 HP is always impressive. However, the driving performance offered for this is less exhilarating. From a purely visual point of view, the TL 1000 R has a hard time conveying fascination with two cylinders.

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