Description
Additional photos of this Suzuki TL1000R are available here for your perusal.
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 set of 43mm inverted forks and a Progressive link shock, both 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: VT52A100530. It came to Iconic as an import from Japan.
The odometer shows 24,068 kilometers (14,955 miles).
Maintenance:
In preparation for the listing, the seller had us replace the battery, the air filter, the fuel pump, the stator, the regulator/rectifier, and the fork seals. We also flushed the oil, the brake fluid, and the coolant. Finally, we cleaned the tank, serviced the chain, and installed Michelin Pilot Power 2CT tires with date codes of 0522 and 1422.
Alex and Yonni did the work, they note the following in their condition report:
Brake Life % Front/ Rear :80/50
Hydraulic: NEW
Oil: NEW
Coolant: NEW
Low Beam: OK
High Beam: OK
Turn: OK
Tail Light: OK
Brake Light: OK
Plate Light: OK
Kill: OK
Horn: OK
Battery: OK
Modifications:
Kenz Sports exhaust.
Carbon fiber front fender.
Aftermarket front and rear turn signals.
Aftermarket brake rotors.
Stainless steel brake lines.
AFAM rear sprocket, aftermarket chain.
Swingarm spools.
Carbon fiber wrap on the OEM heel guards.
Aftermarket front brake master cylinder reservoir bracket.
Moto Fizz stopwatch.
Battery tender.
Aftermarket stickers.
Cosmetic Blemishes: please see the album up top for all known cosmetic blemishes. Here is a selection:
Inside of the tank:
The sale includes one key.
Currently located at our facility in Santa Monica, California (please make an appointment for an inspection), this Suzuki is offered on a clean Oregon title. Have any TL1000R stories or questions about this listing? Let us know in the “Comments” tab!
