Precious few problems
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.
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.
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.
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.
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.