Suzuki TL1000S
From Wikipedia, the free encyclopedia
| Suzuki TL1000S | |
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| Manufacturer | Suzuki |
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| Also called | Tiller |
| Production | 1997-2001 |
| Successor | Suzuki SV1000S |
| Class | Sport bike |
| Engine | water cooled DOHC 996 cm³ V-twin |
| Transmission | 6-speed, chain |
| Wheelbase | 55.7 in |
| Dimensions | L 81.3 in W 28.1 in |
| Seat height | 32.9 in (835 mm) |
| Weight | 412 lbs (187 kg) |
| Fuel capacity | 4.50 US Gallons (with a 1.2 gallon reserve) |
| Related | Suzuki TL1000R |
| Similar | Ducati Monster Honda VTR1000F Aprilia SL1000 Falco |
The Suzuki TL1000S motorcycle was introduced in 1997 as Suzuki's V-Twin Roadster. Production ended in 2001.
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[edit] General background
The Suzuki TL1000S was introduced by Suzuki in 1997 and was produced until 2001 and is frequently referred to as the TLS or Suzuki TLS. It is notable for the v-twin engine which is still used in Suzuki's modern SV1000S and DL1000 motorcycles.
The TLS motor featured a 90-degree v-twin for perfect primary balance and had hybrid chain/gear driven cams. A traditional cam chain turned a gear that in-turn rotated the cams. This hybrid design eased maintenance immensely and gave the motor additional aural character because of the gear whine. The motor was also used for the Suzuki TL1000R. Suzuki also sold many of the TL motors to Cagiva to be used in the Navigator and V-Raptor models. Bimota also used the engine for their popular BiMoTa SB8K. Suzuki's TL motor is still viewed as one of the most enjoyable V-twin motors of the last 15 years and many wish Suzuki would have continued development and improvement of the TL line instead abandoning it in 2001.[citation needed]
The TL1000S was eventually replaced by the Suzuki SV1000 but many of the bikes endearing qualities were eliminated and although the TLS had many handling design problems, the SV1000 lacked the appeal of the TLS.
[edit] Design Flaws
Suzuki designers needed to find creative solutions to make the TL1000S a viable sportbike. V-twin motors are longer from front to rear than standard inline four cylinder motors used in most sportbikes. In order to keep the wheelbase as short as possible engineers separated the rear shock absorber/damper from the spring. The spring was located on the right side of the bike and Suzuki developed and employed a rotary style rear damper that provided its damping characteristics through rotating arms. A similar version was also used on the Suzuki TL1000R. The rear shock was similar to suspension dampers used on Formula One race cars, but didn't adequately address that motorcycles require longer suspension travel. As a result, the rotary damper did not have enough oil to handle the rigors of motorcycle duty and would quickly overheat. The lack of oil volume would also cause the oil to quickly degrade, losing viscosity which added to the problems of inconsistent suspension properties.[1]
The front forks had 10mm's less suspension travel than traditional motorcycles which made it easy to overwhelm the front suspension as well. Other problems with handling were caused by a swingarm that had too much lateral flex. When the rear axle was tightened, it would flex the swingarm and cause the chain to become too tight. If owners were to adjust the chain according to the owners manual, the chain would be tight enough to limit rear suspension movement and in some extreme cases would cause the rear suspension to lock up when ridden in excessively bumpy conditions, further degrading handling characteristics.
[edit] Reputation
The TL1000S was widely known as a "widow-maker".[2] Some riders crashed and a British Motorcycle Journalist was killed in a TL1000S crash, blaming the bike's instability. Suzuki addressed the bike's stability issues by recalling the 1997 models and installing the 1998 and later models with a remapped/detuned ECU and a steering damper. Despite this fact, the reputation stuck and Suzuki reported "sub-optimal" sales.
[edit] key features
- Powerful 996 cc 90o V-twin, DOHC 8-valve, liquid-cooled engine tuned for strong low & mid-range torque. Engine design is compact and simple by use of a short-stroke engine design combined with a narrow single-pin crankshaft.
- Electronic fuel injection system, fed by ram air intake, provides precise fuel/air mixture under all operating conditions for maximum acceleration and razor sharp throttle response. Includes self diagnostic system with LCD readout.
- Semi-gear driven valve system simplifies maintenance and minimizes cam sprocket size and engine height for optimum engine placement.
- Lightweight shim-under-bucket valve system operates large 40 mm intake and 33 mm exhaust valves.
- SCEM (Suzuki Composite Electro-chemical Material) plated cylinders minimize cylinder size and improve heat dissipation.
- Power-assist clutch amplifies torque for positive clutch engagement and acts as a back-torque limiter for smooth downshifts.
- High efficiency liquid cooling system for optimum engine operating temperature - includes compact liquid cooled oil cooler.
- Lightweight magnesium valve covers, ignition cover, and sound deadening plastic outer clutch cover.
- Smooth shifting 6-speed transmission.
- Stainless steel exhaust system with aluminum mufflers is tuned to enhance the engine's torque output.
- Lightweight speedo and tach. with LCD displays, twin operation tripmeter and odometer (similar to GSX-R750). Coolant temp. display doubles as EFI diagnostic display.
- Digital ignition system provides optimum ignition timing with separate maps for each cylinder.
- Aluminum truss frame is lightweight, compact and exceptionally rigid. Bolt-on sub-frame simplifies maintenance.
- Fully adjustable 43 mm inverted front forks with steering damper plus aluminum triple clamps and steering stem.
- Unique rotary damper rear suspension uses separate leverage ratios and linkage for the spring and damper, resulting in a smoother ride and better traction throughout the range of wheel travel. Damping and preload are fully adjustable.
- Strong and lightweight box-section aluminum swingarm.
- Powerful staggered-diameter 4-piston front brake calipers with 320 mm floating brake rotors. Radial tires mounted on lightweight 3-spoke aluminum wheels. Wide 190-size rear tire is mounted on 6" wide rim.
- Uniquely styled half fairing with aerodynamic headlights shows off the impressive frame and engine technology. Cables and wiring have been carefully routed out of sight.
- Hinged fuel tank (similar to GSX-R750) provides easy access to the airbox and air filter. Removable passenger seat cover comes as standard equipment.
Performance
0-60mph 3.00 0-100mph 6.00 0-130mph 10.70 0-150mph 18.00 SS/QM 10.7/130mph Top Speed 161mph
[edit] See also
[edit] References
- ^ Suzuki TL1000S Vs. Honda VTR1000F from Motorcycle.com
- ^ [1] DoctorDanger.com TL1000S (retrieved April 8 2007)
