Suzuki TL 1000 S test comparison against Triumph Daytona T 595

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Suzuki TL 1000 S test comparison against Triumph Daytona T 595

Wild hearts

They are new, exciting, different. They have rough edges and two wildly storming hearts. They are the character actors in the sports shop, the Suzuki TL 1000 S and the Triumph Daytona T 595.

Sure, you drive open, like a Japanese four-cylinder with at least 125 horses. And you can’t hold back that extra wide grin under your helmet when you turn the indicator on the three-lane Daimler in front of you for 250 items. And now you think you know all about performance. In truth, you don’t know anything, because you don’t know either the TL 1000 S from Suzuki or the Triumph Daytona T 595.
Save yourself the trouble, do not turn to the measured performance now, only to calmly discover that your open four-cylinder accelerates just as brutally, pulls through just as vehemently and is just as fast as an arrow. That may be all, but when determining all of these values, the gas tap is always fully open – except for a brief moment when accelerating in the first two gears. In real life on the country road, however, the engine works 95 percent in the partial load range, and here another criterion counts much more: "throttle response"is what the professional calls it and means how the engine depends on the gas. All engines fed by constant pressure carburettors need a certain amount of time until full power is available at the rear wheel, the engines of the TL and Daytona equipped with injection systems do the same job in fractions of a second. If suddenly 40 HP more pulls on the chain, then that is real, noticeable performance. So far, only a Ducati 916 has offered something similar.
With this catapult-like acceleration and its hoarse hiss that creates goosebumps, the Triumph three-cylinder cleverly conceals its drop in performance at 4500 rpm. This deficit compared to the TL is only noticeable on winding and steep uphill sections, where the triple requires a gear step lower in order to keep up. On the other hand, there are no acoustic goose bumps on the Suzuki, because there is nothing to be heard from a thundering Vau-Twin à la 916 – at least under the helmet – instead only a twittering and whistling from the valve train. But do not worry, because the Suzuki will give you goose bumps too, but more on that later under the heading Chassis.
Under the drive category, the impeccably working transmissions – albeit with too long a first gear on the Suzuki – and the backlash-free drive trains of the two impetuous athletes’ hearts are to be praised. The tested TL 1000 gets point deductions in terms of running culture for its annoying jerking at constant speed between 3000 and 4000 rpm. This is possibly due to the flap at the entrance to the airbox, which constantly opens and closes precisely in this speed range.
After all, the Suzuki was not once plagued by the rough misfires during the almost 800 test kilometers, which repeatedly lead to engine failures on the MOTORRAD endurance test machine – and with many other TL owners. Even the synchronization of the throttle valve and setting of the throttle valve sensor carried out by an authorized dealer according to a detailed description of the importer only solved the problem for a short time. Spark plugs with two electrodes of the type NGK R CR 8 EK brought at least some relief.
The Daytona long-term test was also in the workshop: spacer sleeves in the rubber seal between the tank and fuel pump flange were retrofitted to prevent any leaks. Speed ​​triples are also affected by the conversion campaign. And soon the T 595 has to move in again to load new software into the on-board computer, which is supposed to eliminate the stubborn but unfounded error messages from the engine management (yellow warning light in the cockpit).
But we come back to more pleasant things, for example the particularly well-designed test Suzuki with real 128 hp, which however – probably because of its poor half-shell – just misses the top speed of the eight hp weaker, but fully faired Triumph . Due to the more generous casing and the higher windshield, the Triumph pilot is also more effectively protected from wind and weather than his colleague on the Suzuki, who does not have to endure such deafening turbulence and whose feet are ruthlessly smeared in when it rains – just like the engine. But you can actually see the following traffic in the TL rear-view mirrors, in which the Daytona mainly elbows. Apart from the somewhat short bulges for the thighs in the Suzuki tank, even tall people will find a decent job on both athletes.
The acceleration duel from zero to 100 km / h decides the Vau-Zwo just in its favor. However, life-affirming contemporaries will find it difficult to reproduce the 2.9 seconds, because the front wheel of the Suzuki is constantly on the frightening heights. In contrast, the 3.1 seconds with the T 595 are almost easy.
Top performance, breathtaking engines, and yet the TL 1000 (against the Honda VTR 1000, MOTORRAD 7/1997) and the Daytona (against the Honda CBR 900, issue 5/1997) each lost their comparison tests – which brings us to the chassis. The Triumph, at least, cuts a fine figure on a smooth road: it pulls its course precisely and with stoic calm – with this ground effect that you can also feel on a 916 – without becoming unwieldy. The Suzuki requires more effort in fast changing bends and pushes over the front wheel when applying the gas in long bends. Both are plagued by a significant momentum when braking in an inclined position, the Triumph on Bridgestone BT 56 tires mainly because their Nissin stoppers decelerate enormously with the slightest touch, the Suzuki because of the mounted Metzeler ME Z1. Your brake is innocent because it needs a lot of manual effort even for slight delays. The trend towards such toothless brakes can now be observed among many manufacturers, which is intended to reduce the risk of the front wheel locking in the event of a panic braking.
With a pillion passenger, the TL is really hearty, because then the understeer is accompanied by a coarse and collapsing rear tire. To get the lucrative OEM contract, Metzeler developed this super light tire especially for Suzuki. The weight limit set by the Japanese had priority. Unfortunately, because with a stiffer substructure, the problem would probably be over.
When choosing the tire size, Suzuki, on the other hand, had to clunk instead of spill, just like for Triumph. The wide 190 slippers may appeal to the public, but you can no longer make a line with them on second-missed asphalt. The two athletes stagger around the corner as if shot and are easy prey for any CB 500 – the Daytona even earlier than the TL, which may be due to the seating position: On the Suzuki, the driver is better integrated into the motorcycle and can therefore swing better balance.
And now to the promised goose skin on the Suzuki: Although its spring and damper set-up is more on the comfortable side compared to the Triumph, it uses uneven ground with a certain, yet unpredictable regularity – even if only small heels – to hit the handlebars. Sometimes from lock to lock and preferably when accelerating. Bumpy corner exits and sometimes also fast motorway passages become the Russian Roullet. An effective antidote: A steering damper from Ohlins (phone 08669 / 8576-41) for around 1,000 marks (including new fairing brackets), which is mounted in front of the tank, as with the 916.
Tspit of being careful with the throttle, the TL burned over eight liters per 100 kilometers on the country road, and the Daytona was hardly inferior to it – a peculiar and no longer up-to-date binge that the wild hearts celebrate. And the whole thing without a regulated catalytic converter, although your injection systems offer the ideal conditions for this.

People’s voice

The Daytona spontaneously arouses greater interest from the public than the Suzuki. Even die-hard touring riders’ hearts beat faster when they sit down for a test: “The Triumph is an original, the Suzuki looks imitated and cannot hold a candle to the Ducati model. We often drive through passes, so the Daytona is unfortunately out of the question for us. ”The engine has to be started several times to get a taste of its husky sound. Both Triumph and Suzuki drivers unanimously report handling problems due to the series tires. TL 1000 drivers also complain of occasional engine misfires at low engine speeds, with the Daytona gasoline can leak through incorrectly installed fuel pump seals. The manufacturers have already reacted and instructed the dealers accordingly. JM

1st place – Triumph T 595

What a feast for the ears when the triple storms off and unloads its strength in a split second. All around, the British have built a handy chassis with fine brakes that knows how to impress on smooth asphalt strips. Unfortunately, the thick rear roller dilutes the line over bumps, and the rampant consumption of unleaded super also brings water to your eyes. Nevertheless, there are only a few athletes for 21,500 marks who exude such fascination.

2nd square – Suzuki TL 1000

What an engine. Spontaneous pressure in all speed ranges, something like this has never existed before, especially not for 17,800 marks. It’s just a shame that the injection is not yet fully developed – the TL drinks like a hole, and the engine does not always run smoothly. But it is inexcusable that Suzuki delivers the motorcycle with this tire and without a steering damper. Serious defects such as handlebar slap have to be noticed before a motorcycle goes into series production.

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