Pre­cious few prob­lems

Practical Sportsbikes (UK) - - Tl1000r - Use­ful con­tacts tl­


Can take all kinds of abuse with­out any prob­lems. Snatchy de­liv­ery around 3000rpm can be reme­died with a power com­man­der. The only other no­table fault is an oc­ca­sion­ally leak­ing gearchange shaft seal re­vealed by an ex­cess of oil on the swingarm. It’s a fairly easy fix.


The GSX-R750 Srad-style alu­minium twin-spar frame of the R man­ages to avoid most of the faults of the trel­lis frame of its TL1000S sib­ling, namely crack­ing around the steer­ing head.although it isn’t com­pletely fault-free with in­stances of crack­ing around the rear damper mount­ing.

Fuel tank

Gas­ket be­tween the fuel pump un­der the tank and the fuel tank it­self is known to leak. To check, run your fin­ger around the lower lip of the tank and in­spect the rear cam­box cover for mys­tery gunk. Some­times this can be fixed with a new gas­ket but oth­ers, where threads are warped or stripped, can re­quire more ma­jor re­pairs, or even a new tank.


TL1000R’S up­rated six-pis­ton To­kico brake calipers pro­vide plenty of stop­ping power, though like the four-pi­s­toned S, re­quire reg­u­lar clean­ing and main­te­nance to keep them at their best and avoid bind­ing pis­tons.also check for loose disc bob­bins and ex­ces­sive disc move­ment. Gen­uine pads last longer than af­ter­mar­ket ones.


Suzukis are rarely great in terms of cos­metic dura­bil­ity but thetl1000r is bet­ter than most and the over­all stan­dard of its fin­ish is quite high.that said, the wheels, disc hang­ers, fork low­ers, head­ers and sim­i­lar are all vul­ner­a­ble if rid­den year round and the bike is not cleaned reg­u­larly.


Bat­tery health is vi­tal on thetl1000r as it needs to be in rude health to turn over that bigv-twin. So check it with a volt­meter and in­vest in an trickle charger.there have also been some wiring har­ness is­sues, par­tic­u­larly around the ig­ni­tion switch so start the bike and check for any drop in revs or flick­er­ing of the neu­tral light when you turn the ’bars.

Head bear­ings

THETL1000R’S steer­ing head bear­ings are ball not ta­per-rollers so need to be main­tained and pre-loaded reg­u­larly and cor­rectly.they’re also vul­ner­a­ble to dam­age through wheelie abuse so check for smooth oper­a­tion and no notch­i­ness.

Crash dam­age

THETL-R is no more prone to drops than any other sports­bike but looking for dam­age should still be high up the check­list. Look through the forks at the ra­di­a­tors for any bends or kinks; one-off paint jobs can mean bike has been down the road and also check all levers, ’pegs etc – although scraped TL-R ’pegs or gear/brake ped­als don’t nec­es­sar­ily mean it’s been crashed as these can touch when the R is pushed hard.

Rear shock

Although thetl-r’s ro­tary damper is an im­prove­ment on the hugely con­tro­ver­sial one fit­ted to the orig­inaltl1000s many owners still fit con­ven­tional al­ter­na­tives from Bi­tubo, Penske or Öh­lins.


Mosttl-rs have af­ter­mar­ket cans fit­ted, and not just be­cause the orig­i­nals can leak. Af­ter­mar­ket per­for­mance units don’t just get the boom­ing Suzukiv-twin sound­ing its best but can also lib­er­ate a few ex­tra ponies. It’s worth keep­ing hold of the orig­i­nals, though, as re­place­ments are ex­pen­sive.

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