Following the success of Ducati’s V-Twin-powered racers in the World Superbike Championship, other major manufacturers followed suit by developing their own race-bred V-Twins. Suzuki’s first attempt at a performance-driven V-Twin model came in the form of the TL1000S in 1997, though the next year the Japanese marque would follow up the half-faired 1000S with the even racier TL1000R. “The concept behind the TL1000R is simple: Build a V-Twin with the potential to win Superbike races”, explained Hiroshi Moritake who led the TL-R project.
While the 1000S and 1000R models both shared the same engine, the R-spec was far more than just a full-faired version of its predecessor. The 1000R featured a beefy aluminum twin-spar frame based on the GSX-R750. The frame was complemented by a new braced swingarm, a standard steering damper, and a revised version of the 1000S’s notoriously finicky rotary damper spring unit with new linkages.
The V-Twin motor was also updated for the TLR, getting a revised ram-air-box, Mikuni electronic dual-injector throttle bodies, upgraded cams, forged pistons, beefier connecting rods, improved ignition timing, and a 1,000 rpm higher redline. The changes to the liquid-cooled, four-stroke, 996cc, 8V, DOHC, 90-degree V-Twin ultimately afforded the TLR a cool 135hp at 9,500 rpm and 78 ft-lbs of torque at 7,500 rpm. And despite the bump in performance, the V-Twin retained its reputation for bullet-proof reliability.
The Gixxer-derived chassis was paired with a 43mm inverted fork, and both the front and rear suspension are adjustable for spring preload, rebound, and compression damping. Slowing the twin-cylinder superbike was a pair of 320mm front discs bit by six-piston calipers and a single 220mm disc with a dual-piston caliper in the rear — all provided by Tokico.
Weighing around 430 lbs dry, the TL1000R sported wind-tunnel-developed bodywork including a distinctive “shark nose” fairing, which helped the 135 hp V-Twin cut through the air and reach speeds of up to 170 mph. Suzuki also offered a myriad of trick factory race kit parts for the TLR, including upgraded internals, and a wide array of chassis adjustability such as swing-arm pivot position, ride height, and steering stem rake.
This example is VIN: VT52A100028.
During his ownership, the seller has covered 938 miles. The odometer shows 20,974 miles but it was swapped as part of the seller’s de-restriction modifications (please see below). When he acquired it, the bike had 21,368 kilometers (13,276) miles.
This bike was originally sold in Japan and was imported to the United States in 2023.
The seller purchased it in October 2024 from an Iconic Motorbikes auction. “I’ve always wanted a TL-R in this color scheme as it was the bike that I used to drool over when they first came out in the magazines. I think this bike represents the pinnacle in sport bike design aesthetics from Suzuki. Moving on to other projects. I enjoyed owning it, but it’s time to let someone else enjoy it.”
Maintenance:
“I replaced the missing front turn signals. I also replaced the air filter and the fuel pump to tank seal.”
In preparation for the listing, the seller had us perform a safety inspection, changed the oil/filter, flush the coolant system, flush the hydraulic fluids, clean/lube/adjust the chain, and replace the fuel pump base gasket. Our service department notes the following on their condition report:
Gas Tank Internal Condition: Ok
Engine Oil Level: Ok
Engine Oil Quality: New
2T Oil Level: N/A
Coolant Level: Ok
Coolant Quality: New
Front Hydraulic Fluid Level: Ok
Front Hydraulic Fluid Quality: New
Rear Hydraulic Fluid Level: Ok
Rear Hydraulic Fluid Quality: New
Clutch Hydraulic Fluid Level: Ok
Clutch Hydraulic Fluid Quality: New
Final Drive Condition: Cleaned, Lubed, Adjusted
Headlight High Beam: Ok
Headlight Low Beam: Ok
Passing Light: Ok
Parking Light: N/A
Turn Signals: Ok
Tail Light: Ok
Brake Light (Front Switch): Ok
Brake Light (Rear Switch): Ok
Plate Light: Ok
Horn: Ok
Kill Switch: Ok
Brake Pad % Remaining Front: 50%
Brake Pad % Remaining Rear: 65%
Forks: Ok
Shock/s: Ok
Tire Date Code Front: 2022
Tire Date Code Rear: 2222
Tire % Remaining Front: 70%
Tire % Remaining Rear: 45%
Tire Press. Front: 34
Tire Press. Rear: 38
Battery Standing Voltage: 12.9
Charging Voltage @ 4k RPM: 13.6
Running Condition: Running Well
Test Ride Completed: Yes
Test Ride Distance: 2 KM
Modifications:
“I accumulated all the parts to derestrict it to the equivalent of a US model bike to include the ECM, speedometer cluster, larger throttle body intake plenums, and Yoshimura RS-3 carbon fiber mufflers. When I opened up the air box to replace the throttle body intake plenums, I found that the larger ones were already installed, so an extra set will be included with the sale as well as all the stock parts.”
Braided brake lines.
Aftermarket tank protector.
Swingarm spools.
Battery tender lead.
Inside of the tank:
It is riding on Pirelli Diablo Rosso IV tires with date codes of 2022 and 2222.
The sale includes two keys, the original exhaust, an extra tail section, and two rear cowls.
The sale also includes an aftermarket decal set, turn signals, and the parts replaced for derestriction (JDM dash, JDM ECM, and a spare set of larger throttle body intake plenums).
Cosmetic Blemishes: please see the album in the “Photos” tab for all known cosmetic blemishes. Here is a selection:
Currently located in Panorama City, California, (please make an appointment for an inspection) this Suzuki is offered on a clean Kansas title. Have any TL1000R stories or questions about this listing? Let us know in the “Comments” tab!
