nects the swingarm to the rotary
damper unit and another that connects
to the remote spring. The remote
spring. is situated on the right side of
the TL, next to the rear cylinder of the
V-twin. Suzuki claims that the use of
two linkages results in better reaction
to small bumps.and road irregularities
throughout the full range of rear
wheel travel (which is five inches),
delivering a smoother ride and better
traction. Additionally, since the rotary
damper has no exposed moving parts
or sliding. seals (the whole thing is
contained in a cast-aluminum housing), Suzuki claims that stiction is significantly reduced. Also, the housing
has more surface area and dissipates
heat better than a conventional shockabsorber body, delivering more constant damping performance, according
to Suzuki. Damping is controlled the
normal way and rebound and compression damping can be externally
adjusted - with the damping control
devLce positioned next to the rotary
damper's vane chamber. It should
. prove to be more sensitive to adjustment than a standard shock.
One concern with the rotary design
is that it is non-serviceab'le, leading
one engineer to say, "Don't worry, you
don't need to service."
Up front, the Suzuki uses an inverted 43mm fork wLth external controls to
adjust spring preload, compression
damping and rebound damping - it's
basically a GSXR750 front fork.
As always, beauty are in the eye of
the beholder and there are 'certain to
be varied opinions on the styling of
the TLlOOOS. Most of those variations
will likely have to do with the half
fairing, undoubtedly chosen by the
engineers to show off their handiwork.
The half fairing features the big holes
up front that signify ram-air induction
and the radiator is completely hidden
up high. Like the GSXRs, the tank on
the TL is hinged at the rear, allowing
for easy access to the airbox and aircleaner element. The instrument cluster is very simLlar to those used on the
new GSXRs, displaying some of its
information in LCD format.
Conversation of the new Suzuki
won't pass without mention of the
Ducati 916. And soon that conversa-
tion will include Honda's all-new
VTRI000S. How the three stack up is
an argument for another day, but one
thing is certain: Suzuki's press kit
describes its newest creation as "a rare
engineering masterpiece. Innovative.
Creative. Functionally superior and
emotionally appealing." And they're
not far off.
l'~
