Suzuki TL1000S

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The Suzuki TL1000S motorcycle was introduced in 1997 as Suzuki's V-twin superbike and produced till 2001.

If ever a motorcycle gained a reputation as a baby-eating monster, then the TL1000S was it. Wholly unjustified of course, but still enough to imbue Suzuki’s fearsome V-twin with a caché more normally reserved for wayward rock stars or serial killers.

It all stemmed from the decision to use a novel and unique rotary damper, with remote spring, to control the rear end. Opinions are divided, but it works for some people and doesn’t for others, causing all sorts of interesting back-end shenanigans which then translated into front end foibles. General consensus was that the heavier the rider, the better it worked, but it spooked Suzuki sufficiently for them to recall all the TLs and retro-fit a steering damper. Strange as it may seem, chain tension has a lot to do with it. If the chain’s too tight it can have an adverse effect on the suspension movement, causing the back end to ‘freeze’ and therefore provoke a possible hedge-bottom appointment. But adjust the slack with the back end compressed three inches, and Bob’s your mother’s brother.

But it’s the engine which really guarantees the TL a place in the motorcycling hall of fame infamy. Producing more power than a Ducati 916 (20 percent more, actually) it is an arm-wrenching-wheelie-pulling-mean-V-twin-gruntorama device and tastier than All Saints in an ice-cream factory.

In fact it’s this Ducati-beating performance, without the premium price, that attracted riders keen to experience the V-twin phenomenon. From just off idle the fuel-injected lump pulls with gusto. It’s just about the best wheelie machine since the Yamaha RD350LC.

Of course, all this grunt in a short, quick steering chassis with a bit of a rearward weight bias also added to the TL’s reputation as a head shaker to rival a parcel-shelf dog. Hence the damper.

This penchant for high-octane histrionics naturally detracts not one jot from the Suzuki’s appeal as a bike to be wrestled into submission and ultimately conquered. It’s a challenge, bestowing riding-God status on those who have owned, ridden and tamed the beast. Colour changes are about all that Suzuki see fit to alter over the years, but from the S-W models on the TL got even more low and midrange grunt from engine and fuel-injection mods. Like the Diesel jeans ad says: None But The Brave.

[edit] Specs (at release)

Colours : Red; green; black; silver; blue; yellow

Engine : Liquid-cooled, 996cc (98mm x 66mm) 8v dohc four-stroke 90° V-twin. Fuel injection. 6 gears

Chassis : Tubular alloy trellis

Front suspension : 43mm inverted forks, adjustments for pre-load, compression and rebound damping

Rear suspension : Rotary damper and remote spring, adjustments for pre-load, compression and rebound damping

Tyres : Metzeler Z3; 120/70 x 17 front, 190/50 x 17 rear

Brakes : Tokico;2 x 320mm front discs with 4-piston calipers, 220mm rear disc with 2-piston caliper

Power : 125bhp @ 8600rpm

Torque : 77ftlb @ 8000rpm

Weight, power-to-weight ratio : 187kg (411lb), n/a

Acceleration (Standing 1/4-mile time, terminal speed) : 11s, 120mph

Top speed : 159mph

Geometry (Rake, trail, wheelbase) : 23.7º, 9.4cm, 141.5cm

Fuel consumption (Average mpg, tank capacity, range) : 41mpg, 17 litres, 150 miles

[edit] See also

• Suzuki DL1000 VStrom
• Suzuki SV1000
• Suzuki TL1000R