In 1998 Suzuki tried to tackle Ducati head-to-head with Japan’s first V-twin superbike. Jon Urry reviews…
Within the late Nineteen Nineties World Superbikes’ reputation was at its top. A whole bunch of 1000’s of followers flooded into race circuits everywhere in the world to observe the motion on observe whereas thousands and thousands extra sat at dwelling glued to their TV screens. However in case you had been a fan of Japanese bikes there was an issue as from 1994 till 2000 the collection was dominated by Ducati’s V-twins. Honda grabbed a single victory in 1997 however that took an RC45, the genius of John Kocinski and an open cheque e book for HRC’s racing funds. A comparatively small firm like Suzuki, who had been determined to get in on the motion, had no likelihood and their GSX-R750 racer was merely outgunned and under-funded. So, considering exterior the field, Suzuki’s race division got here up with a plan…
In 1997 the agency launched the TL1000S, a brand-new bare bike powered by a litre V-twin, which was adopted a 12 months later by a superbike sibling – the TL1000R had arrived. Though, sadly for Suzuki, it landed proper in the course of a shitstorm!
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Everyone knows the problems that the TL-S had and the way the repercussions blighted the TL1000R, so as a substitute let’s concentrate on the nice factors a couple of bike that, even these days, makes for a superb, and really characterful, street bike. So the place ought to we begin? Why not with that V-twin motor?
Extra superior than the TL-S’s engine, the R gained solid pistons, greater valves, lighter conrods and a better compression ratio, one thing that, alongside a brand new twin injector system, boosted its claimed peak energy from the TL-S’s 125bhp to 135bhp. Okay, the rear wheel actuality is nearer to 115bhp however that’s nonetheless fairly respectable and the way in which the TL-R makes its energy is much extra thrilling than a Ducati.
Not wishing to be too cynical right here, however it’s hardly a coincidence that the TL-R has the identical capability, bore and stroke and V-twin angle because the Ducati 996 – as they are saying, imitation is the sincerest type of flattery. However the place the Bologna V-twin is sort of lazy-feeling, Suzuki’s providing has a dollop of perspective inside, making it seem quicker revving and extra thrilling to trip. To not point out extra dependable – you may merrily hammer a TL-R and even skip a couple of providers with none concern of all of it going very badly unsuitable. So, the engine ticks all the correct containers, what in regards to the chassis? That is the place you could know what you might be shopping for…
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Again in 1998, and egged on by Suzuki’s advertising division’s claims it must be stated, riders anticipated the TL-R to be a correct racing whippet. The actual fact of the matter was, nevertheless, nothing might have been been farther from the reality. Though Suzuki claimed it was simply 1kg heavier than the 996, in actuality it was about 20kg extra and it felt as a lot. Huge, cumbersome and set decidedly for stability over agility (perhaps because of the TL-S fiasco), whenever you trip a TL-R it feels much more akin to a sports activities tourer than the sportsbike.
Heavy steering from the off, the TL-R’s sluggish dealing with isn’t something to do with the controversial rotary damper, extra Suzuki’s option to over-engineer the bike and in doing so add a stack of pointless weight. Should you anticipate a nimble, track-focused sportsbike you may be in for a disappointment. Nevertheless, in case you deal with the TL-R as a street bike at the start it’s an absolute delight to trip and the machine you’d choose over a 996 for a rideout on the UK’s bumpy roads any day of the week.
Your wrists, again and bum can be delighted at your sensible considering, too, because the TL-R has a pleasingly spacious driving place and remarkably deeply padded seat. Even pillions are pretty nicely catered for, though sticking on the flat pillion seat does imply you may’t have the basic ‘duck invoice’ rear finish, which is a big a part of the TL’s attraction and an on the spot speaking level…
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Wanting on the costs of used TL1000Rs it’s laborious to not assume they are going to very quickly soar up in worth. For across the £4000 space (which, it must be famous, is half the price of a Honda SP-1) you will get a dependable V-twin that with pretty minimal alterations (exhaust, suspension rebuild, brake caliper refresh) could be made even higher and will likely be very happy for use every single day, regardless of the climate, with no complaints. And, higher nonetheless, it’s truly a really uncommon bike.
Within the UK, Suzuki offered simply 2291 TL-Rs between 1998 and 2001. Sure, simply 2291. If you’re after an unique superbike that turns heads (particularly within the basic blue and white paint scheme) however gained’t put an excessive amount of of a dent in your pockets, the TL1000R is a superb choice. Sure, it bombed on observe, however who doesn’t see a TL1000R and wish to take a more in-depth take a look at this really distinctive machine?
Value information: £2995-£5500
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Most cost-effective personal: £2995
32,000 miles, 1998 bike with Dream Machine paint job, hundreds spent on it
Our alternative personal: £4095
27,145 miles, simply serviced, blue and white bike with an excellent service historical past
Most cost-effective supplier: £4388
15,663 miles, 1998 bike in yellow and good situation
Our alternative supplier: £4499
16,242 miles, pretty low mileage crimson bike with an extended MoT
Ex-demo: n/a
Issues to appears to be like out for…
Race equipment…
The fabled TL-R race equipment was pictured on the bike’s launch however in keeping with the worldwide distributer of Suzuki race components on the time, Harris Efficiency, none truly ever materialised! They’re a little bit of a unicorn within the TL-R world…
Body cracks!
Just like the TL-S, the TL-R’s body is susceptible to cracking across the mounting factors for the suspension system. Verify this space very nicely for any injury or bodged restore welds and if its soiled, wipe away any grease with a material and little bit of degreaser to be 100 per cent certain about what’s beneath.
Rotary damper
Everyone knows the problems with the damper unit and which means there are many alternative models on the market. Maxton nonetheless construct a standard shock that does away utterly with the damper unit and sits the place the unique spring was, whereas Öhlins have stopped producing their various.
Rocker
The TL’s suspension spring rocker could be very weak with house owners reporting that cracks can develop on older examples. Maxton embody a alternative billet unit with their shock conversion.
Stator magnets
A standard problem on older bikes, however the TL-R’s stator magnets are actually beginning to come free as a result of age and the glue holding them degrading. Substitute models aren’t that costly (about £90) or you may simply reglue them in with a really sturdy epoxy if you’re a decent wad.
Fuelling
The TL-R responds very nicely to a set of pipes, free-flowing air filter and fuelling remap. From the inventory 115bhp you may moderately anticipate to see a 10bhp acquire, which isn’t to be sniffed at!
Clutch and gearbox
When the ramps on the TL’s again torque limiter (it’s not a slipper clutch) begin to put on they trigger the clutch to slide. Homeowners remedy this by welding the clutch centre, which appears to work however is sort of drastic. At all times test the gearbox works as third gear usually goes wayward…
Engine
When on a check trip, hear for the engine making a knocking sound that signifies the crank bearing is on its method out, which is a typical fault on high-mileage TL motors. Additionally search for indicators of oil within the airbox, which is attributable to an excessive amount of strain build up within the crank circumstances. There are a couple of fixes in case you go on boards and ask the query.
Brakes
The Tokico brake calipers are fairly poor performing and have a behavior of growing sticking pistons. They aren’t too laborious to rebuild (a seal equipment prices about £40 a aspect) and becoming stainless-steel pistons helps keep off future points. A full equipment (stainless pistons and seals) could be had for round £150.
Specs
Engine:
Kind: 996cc, liquid-cooled, 8v, V-twin
Bore x Stroke: 98mm x 66mm
Compression: 11.7:1
Fuelling: Digital fuel-injection
Examined Energy: 120bhp @ 9000rpm
Examined Torque: 100Nm @ 7400rpm
Chassis
Body: Aluminium twin spar
F Suspension: 43mm inverted forks, absolutely adjustable
R suspension: Monoshock, rotary damper, absolutely adjustable
Entrance brakes: Six-piston calipers, 320mm discs
Rear brake: Single-piston caliper, 220mm disc
Dimensions:
Wheelbase: 1395mm
Seat Peak: 825mm
Dry Weight: 197kg
Gasoline Capability: 17 litres
Working prices:
Service interval:
Minor: 4000
Main: 8000
Valve clearances: 16,000
Service prices:
Minor: £180
Main: £250
Valve clearances: £550
Proper fairing: £803.42
RH Engine casing: £169.66
Brake lever: £50.82
Verdict: 7/10
Though a lot maligned in its day, the TL1000R has an iconic silhouette, a singular historical past, and nonetheless makes for a superbly relaxed V-twin street bike to trip
+ The V-twin is a magnificence, excessive consolation ranges, good reliability
– Ageing brakes, she’s a lardy previous woman, dealing with is sluggish
