|Engine||water cooled DOHC 996 cc V-twin|
|Seat height||32.5 in (825 mm)|
|Weight||434 lb (197 kg)|
|Fuel capacity||4.50 US Gallons (with a 1.2 gallon reserve)|
The Suzuki TL1000R motorcycle was introduced in 1998 as Suzuki's V-Twin Superbike. Production ended in 2003.
The TL1000R is a [full fairing] racing-oriented version of Suzuki's popular TL1000S. The TL1000R was launched in 1998, one year after its sibling, the TL1000S. Unlike the TL-S, the TL-R was designed to compete in the World and American Superbike Championships, although it achieved only one race win before Suzuki pulled the plug on the TL racing program, in favor of returning to the lighter GSX-R750 as its Superbike entry. The TL-R took aim at Ducati's 916 both in the Superbike Championship and in consumer sales. The R shares basic engine architecture with the S but has special components including forged pistons, stronger connecting rods, and a much stiffer frame. The engine tweaks given to the TL-R made it known for its very good top-end horsepower (as compared to most V-twins that make better bottom end power). The TL-R was offered in Yellow, Blue/White, Black, and Red. Suzuki stopped production of both TL models in 2003.
The TL1000R's sibling, the TL1000S, was widely known as a "widow-maker". Some riders crashed, and blamed the bike's instability. Although Suzuki claimed that they fixed this problem on the TL-R, the reputation stuck and Suzuki reported "sub-optimal" sales on both TL models. The TL1000R was also criticized by many in the motorcycle press for being overweight, and is faulted for its rotary damper rear suspension. Despite these set backs, the TL-R enjoys a strong almost cult like following amongst its owners, who take pride in their bike's history and uniqueness.
All specifications are manufacturer claimed.
|Engine||996 cc, 4-stroke, V-twin, liquid-cooled, DOHC, 8-valve|
|Bore/Stroke||98.0 mm x 66.0 mm|
|Max Power||135 bhp (101 kW) at 9500 rpm|
|Max Torque||78 ft·lbf (106 N·m) at 7500 rpm|
|Fuel System||Fuel Injection|
|Ignition||Computer Controlled Digital Electronic|
|Transmission||6-speed, constant mesh|
|Final Drive||#530 chain|
|Overall Length||82.6 in|
|Overall Width||29.1 in|
|Seat Height||32.5 in (825 mm)|
|Dry Weight||424 lb (192 kg)|
|Suspension Front||43 mm inverted forks with spring preload, rebound and compression damping|
|Suspension Rear||Progressive linkage with adjustable damper, rear spring in isolation with adjustable preload|
|Brakes Front||Twin 320 mm discs with six-piston calipers|
|Brakes Rear||Single 220 mm disc with dual piston caliper|
|Fuel Tank Capacity||4.5 US gallons (with a 1.2 gallon reserve) (17 L, 4.5 L reserve)|
- Port, Martin (September 1998). "On the Record: TL1000R Road Test". Australian Motorcycle News 48 (6): 41. ISSN 1320-2103.
- "Suzuki TL1000R - The Twin with a top end" (in English) (HTML). MCNews. http://www.mcnews.com.au/Testing/tl1000r.htm. Retrieved on 2007-02-17.
- Ricky Mullis. "TL1000S Owner's Report". DoctorDanger.com. http://www.doctordanger.com/motorbikeroad/TL1000S.html. Retrieved on 2007-04-08.
- Suzuki Motorcycles at the Open Directory Project
- MCN AU Online review
- TLPlanet.com - TL1000S & TL1000R owners forum
- ChuckSirois TL Mods and Info
Suzuki motorcycle timeline, 1990s–present
|Cruisers||Boulevard C109R/Intruder C1800R|
|GSF1200 Bandit||GSF1250S Bandit|
|Sport touring bikes||RF600F||DL650 V-Strom|
|RV 125 Van Van|