7.15.2021: This bike has SOLD in just 5 days! Congratulations to buyer and seller! -dc
Suzuki was after some of that V-twin thunderbike love in the 1990’s, and developed the TL1000S which showed some innovative design solutions. RSBFS reader Michael’s TL1000S has had numerous performance upgrades, only 16,565 miles, and just one owner.
1997 Suzuki TL1000S for sale
Suzuki’s 996 cc twin had a breakthrough cam drive, a chain-driven gear which spun both cams, making the engine more compact and pushing 125 hp. Multi-port fuel injection reduced driveability issues normally expected in a big high compression twin. Quite a bit was done to lighten and reduce the mass of the drivetrain, like staggering the transmission shafts and incorporating a compression relief system to allow a smaller starter. The clutch size was reduced with a system of torque-sensitive ramps to increase clutch action under power, which also provided a slipper action on deceleration, smoothing downshifts. Suzuki spec’d a rotary shock to help keep the wheelbase under control, but the proximity to the exhaust caused overheating, stiction, and often replacement with a more conventional damper. The TL had a great-looking supersport fairing, revealing an oil cooler, upside-down forks and a small pillion above the two-into-two exhaust.
Michael has made a close study of all things TL1000S, and upgraded his bike carefully. Also carefully ridden, it shows 16.5K miles, and looks great in the dark green. The high points are the intake, exhaust, Power Commander, Racetech prepared forks, Öhlins shock and steering damper, cast iron rotors, Heli-Bars, and new Metzlers – but read through the list and see that just about everything has been improved and/or lightened –
The 1997 models were the most powerful of the TL1000S series. Suzuki later retuned them as sport tourers when they release the TL 1000R. I’m the original owner. The bike is dark green with 16,565 miles. There is one minor scuff on the lower right side of the fender* and right side mirror, due to a tumble when stopped. {edit: I meant “fairing”. In fact, looking more closely today, I think that it’s only the decal which is scratched.} Given the quality of components used, the thoroughness of preparation, this bike is a standout among TL1000’s. The bike has never been tracked but was tastefully modified with the best components available in the day which I will summarize below.
Performance –
Indigo Motorsports 50mm stainless steel full, equal length 2-1-2 spring mounted exhaust manufactured by Leo Vince, with carbon fiber oval cans. Front aluminum flange replaced with a welded SS flange to eliminate system droop. System now tucks in close to the engine.
K&N air filter
Airbox vacuum operated flapper valve removed and inlet enlarged to full ID of air filter. Side inlets from front scoops also enlarged. Work done in carbon fiber. I have step by step photos of the modification process and a side by side comparison of the current air box with the original
Original ECU, 32920-02F40 112100-0120 USA (original) replaced under warranty with 32920-02F41 112100-0123 USA (new, per Suzuki)
Dynojet Power Commander
Techtronics Quick Shifter
Suzuki uprated high performance clutch. Kit included springs, friction plates and steel plates
Valves Adjusted around 15,500 miles
Suspension –
Racetech prepared front fork w/Gold valves, uprated springs and Racetech synthetic Fork oil. Inner and out fork bushings, seals and oil changed 500 miles ago
Ohlins Rear shock
Ohlins steering damper mounted to a TL1000S (W) upper triple clamp (purchased new, the “W” means 1998 model year)
Vee Two adjustable rear link w/ increased rear ride height
Brakes –
Braking cast iron full floating rotors F&R. Front rotor carriers are aluminum.
6 piston GSXR-750 front calipers and master cylinders
Goodridge -2 teflon/SS brake lines F&R
Ti rotor and caliper bolts
Ferodo Ceramic metallic brake pads F&R
Controls/Steering –
Heli-bars with SS pinch bolts
Ti triple clamp pinch bolts
Euro right side switch gear with on/off headlight switch
Gearing –
Hard anodized AL rear sprocket w/ original number of teeth
1 tooth fewer countershaft sprocket
Carbon Fiber –
Airtech rear hugger/chain guard in CF
Yoshimura CF front fender
Carbon fiber heel guards and license plate frame
Miscellaneous –
Zero Gravity Windscreen
Zinc plated steel allen bolts replaced with SS cap screws
Fairing mount front turn signals w/o stalks
Twin Fiamm horns
Gel Cell Battery
Factory Suzuki gel seat covered with fabric.
Original saddle as well
Tail cowling included
Lightly stressed bolts (e.g. plastic side covers, fender and hugger) side replaced with AL screws
Front and rear tires (Metzler) replaced about 500 miles ago
Spares Package –
Factory Service Manual (paper binder, not fiche or CD)
2 oil filters
Hand and foot brake levers, clutch lever
1 pr throttle cables
Fuel pump gasket and bolts
Exhaust system springs
Clutch cover Gasket 11484-02F10
Spare Ferodo Brake pads F&R
1 front turn signal
Windshield rubber mounting nuts
Michael asks $4,000 for his TL1000S. Bike is located in Northern California, in Santa Cruz county, about half an hour south of Silicon Valley.
Suzuki saw SBK potential in the TL-S and developed a fully-faired TL1000R for 1998. They returned to the undeniable GSX-R for racebikes in 2002, but the great-sounding twin lived on in Bimota and Cagiva bikes, and still powers the V-Strom. The TL1000S might be seen as a V-twin supersport for fans of the brand or budget concious, but at this point has its own forum and book of knowledge. Michael has made his TL-S very ready for the next owner, who will be rewarded by the low mileage, single ownership, and extensive upgrades. Michael asks $4,000 for his TL1000S.
-donn
