Suzuki Service Manuals

Suzuki RG125 Workshop Manual Download

2012-01-26T02:03:00.000-08:00

Suzuki RG125 Workshop Manual Download

General Information
Periodic Maintenance
Suzuki RG125 Oil Filter Location
Fuel System
Cooling System
Engine Lubrication System
Engine Removal And Installation
Crankshaft And Transmission
Wheels And Tires
Suzuki RG125 Brake Problems
Suspension
Frame
Electrical System
Suzuki RG125 Battery Replacement

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LANGUAGE: English

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Suzuki Hayabusa Service Manual

2011-11-14T00:52:00.000-08:00

Suzuki Hayabusa Service Manual

FORMAT: PDF

LANGUAGE: English

COMPATIBLE: Windows,Linux And Mac

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suzuki gs500 idle problem

2011-08-21T01:57:00.000-07:00

suzuki gs500 idle problem

General Information
Periodic Maintenance
Fuel System
Cooling System
Engine Lubrication System
Engine Removal/Installation
Crankshaft/Transmission
Wheels/Tires
Brakes
Suspension
Frame
Electrical System

GS500EL 1990
GS500EM 1991
GS500EN 1992
GS500EP 1993
GS500ER 1994
GS500ES 1995
GS500ET 1996
GS500EV 1997
GS500EW X Y 1998 1999
GS500K1 K2 2001 2002
GS500K3 2003
GS500K4 FK4 2004
GS500K5 UK5 FK5 FUK5 2005
GS500U F FU K6 K7 2006 AND 2007
GS500FK8 2008
GS500FK9 2009

FORMAT: PDF

LANGUAGE: English

COMPATIBLE: Win / Mac / Linux

FOR MORE DETAILS ON THE SUZUKI GS500 CLICK HERE = SUZUKI GS500 SERVICE MANUAL

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Suzuki GSXR750 K8 K9 Service Manual

2011-07-11T01:42:00.000-07:00

Suzuki GSXR750 K8 K9 Service Manual

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Suzuki RMZ250 Workshop Manual

2011-06-14T02:44:00.000-07:00

suzuki rm 250 graphics kit

Suzuki has indeed got rid of its 125cc 2 stroke RM, but that was only to gain room for the RMZ250, a motorcycle that has significantly evaluated during these past years and which unveils itself as reaching the highest levels of refinements you can encounter in the given class.

Presented as a 2009 model, the RM-Z250 follows its bigger brother’s recipe and gets itself an upgraded design which consists in a new set of graphics, matching seat cover, yellow front number plate as well as the yellow radiator covers.

Although not radically improved for 2009, the new RM-Z250 couldn’t simply get on the track without featuring any changes whatsoever and that is how you’ve ended up reading the first phrase.

suzuki rmz250 2010

As you will further see, Suzuki had caught the big wave (and is still on it if you ask me) back in 2004 when they introduced the RM-Z250 with the clear determined purpose of revolutionizing four-stroke motocross models and by looking back at it now, we reckon it managed to achieve that exact thing. The motorcycle was destined to dominate the competition and rewrite history and with the powerful heritage coming from Suzuki’s championship winning motocross program and the legendary GSX-R four-stroke road-racing program it sure promised a lot.

The most important thing that needs to be mentioned is that Suzuki developed the RM-Z250 in collaboration with Kawasaki which launched the KX250F in the same period. With the dominance of the Yamaha YZ250F for the years that preceded the launch of the 2 models, as well as the all-new Honda CRF250R, Suzuki and Kawasaki had to make no concessions.

Other than the Kayaba suspension, these motorcycles share nothing with their siblings. Suzuki handled motor development while Kawasaki headed up all the chassis and suspension development in order to create what a few years later would became one of the best machines out on the tracks.

suzuki rm 250 engine parts online

Even though it hasn’t yet done the fuel injection step, its evolution was similar to the one of the RM-Z450.
rivalry

But rivalry is as strong as it can get and Suzuki knows it best. With Yamaha presenting their new YZ250F featuring the normal for the class 250cc engine, but with the special liquid-cooled four-stroke, DOHC, five titanium valves configuration, there are more than a few reasons for Suzuki to worry. For 2009 Yamaha made sure that this model will feature a lightened and rebalanced chassis, new clutch, new lubrication system to the engine and mass centralization. Comparing all that with some new graphics would be unfair for Yamaha, but that is what you get when you simply retouch a motorcycle. Still, the Suzuki offers a strong bang!

2004 suzuki rmz250 cylinder torque specs

The Kawasaki KX250F also has the Suzuki be an alternative for it. And even though the collaboration between the 2 makers is long ended, their motocross cycles remain similar. With adapted intake ports and new titanium valves, the 249cc four-stroke single with DOHC and four valves is more feared than ever before! It breaths through a new tapered titanium exhaust pipe which has radically contributed at the retuning of this model. Weight has also been reduced, leaving the Kawasaki offer a better power to weight ratio.

1982 suzuki rm 250 parts

Honda has finally presented their motocross lineup and the CRF250R is one of the most flick able cycles present in it. Powered by a 249cc liquid-cooled single-cylinder four-stroke engine, also not packed with fuel injection, but with a more than decent 40mm Keihin flat-slide carburetor, this quarter-liter model is indeed competitive. What push it even further are the Honda Progressive Steering Damper and Showa suspensions, goodies that also make the riding conditions less harsh.

05 suzuki rmz 250 specs

Suzuki usually built bulletproof bikes with not much thing in common with styling and visual draw, but starting with the new millennium and, later, with the RM-Z250, things were about to change.

suzuki rmz 250 suspension

Testimony to that is the fact that for 2009 there are only exterior changes that were brought to it. As you earlier read, graphics were everything for 2009 so they were changed as well as the seat cover which has now matching paint. The same treatment was applied to the now yellow front number plate and the yellow radiator covers.

suzuki rmz 250 road legal

But the bike was already unveiling its racing character through its looks so the 2009 changes come as an extra demonstration of taste. I know you would expect to read “power” instead of “taste”, but let’s hope we’ll be saying that about the 2010 model year.

suzuki rmz 250 2008 service manual

Because Suzuki didn’t worked that much at the 2009 RM-Z250, testing a 2008 model year seems as conclusive as you get, at least until we finally jump onto the latest presented. It is an incredible riding experience and despite the fact that the competition has made a few steps further, the RM-Z retains its aggressive character and versatility.

suzuki rmz 250 repair manual free

The 250cc, four-stroke, liquid-cooled, DOHC engine is strong-pulling and very responsive, especially in the mid and upper range of the powerband, allowing for wide-open throttle fun on various sections of the track, especially in the short straight. The modified carburetor now feeds a little bit more gas, increasing horsepower and, implicit, the rush you get when riding the thing.

suzuki rmz 250 engine service manual

Something truly worthy of appreciation and a Suzuki characteristic is the heavy-duty clutch which together with the aggressive and light handling allows awesome corner carving, perfect to fight against fairly more advanced motorbikes. Also, the five-speed gearbox shifts easily and I never managed to miss a gear during the time I spent in RM-Z’s seat. With these three qualities to benefit of, the Suzuki RM-Z250 becomes very easy to get caught up by and that’s not all.

suzuki rmx250 parts list

Handling is the sweet spot as the frame is designed for aggressive cornering and due to the narrow and grippy seat the rider can position itself in the adequate riding spot. This slightly modifies the center of gravity and allows for even greater control over the balky bike.

suzuki rmz 250 engine oil

On the model year we’ve tested, the hot start is a brand new feature and brings a touch of modernity on what appears to be a traditionally thumper.

suzuki rmz 250 4 stroke

The Suzuki RM-Z250 offers great bottoming resistance thanks to the retuned suspensions (stiffer valving) while working over whoops feels like the easiest thing now.

suzuki rm 250 1985

With waved rotors, the great breaking performance is maintained in muddy riding conditions and they also cool down more efficiently.

So what could you ask more? Fuel injection? Let’s just hope that 2010 will bring that as a result of the RM-Z450 influence.

2000 suzuki rm 250 horsepower

Suzuki hasn’t added much thing to the price either and that is what makes it go strong on the market today. The RM-Z250 comes with an MSRP of $6,299 while other options are the Yamaha YZ250F ($6,549 or $6,649 for the White/Red version), Kawasaki KX250F ($6,499 or $6,699 for the Monster Energy version) and Honda CRF250R (MSRP: $6,549).
Conclusion

suzuki rm 250 clutch oil

Although not totally new, the 2009 Suzuki RM-Z250 exerts its wonderful draw and is here to do a great figure given to the manufacturer’s specific reliability and performance. Although with a characteristic sense of constancy, the RM-Z250 misses no dirt track battle and carries on competing, which is the thing it knows doing best.

suzuki rmz250 service manual

Suzuki VZR1800 Boulevard Problems

2011-05-05T02:24:00.000-07:00

Suzuki VZR1800 Boulevard Problems

When troubleshooting a VZR1800, first start with the fundamentals. These simple trials can work for any engine. All engines need three basic things to run fuel, spark and air. These simple things can cause your Suzuki VZR1800 to not start up or run poorly.

First start off with the fuel Withdraw the hose off the tank and make sure the fuel is flowing properly. Some bikes will have to turn the fuel selector to prime, not on, or fuel will not flow.

suzuki vzr1800 information

Take a torch and look down into the tank, is the fuel finished or is there dirt in the tank? Older Suzuki VZR1800s had a trouble with tanks rusting within and would plug the screen up inside the tank. Fuel delivery may still be a trouble but we will come back to that later.

Next Remove the spark plugs, you may need to Remove the tank to reach them. Inspect every spark plug as you take them out. All the spark plugs should look the same. If a plug looks white colored, that cylinder may be (lean) and not getting enough fuel.

If you have a plug that looks wet and black, that cylinder may getting too much fuel (rich) or not sparking good. Withdraw all the spark plugs and snap the plugs back into their wires.

Set the spark plugs on the engine so that they can ground themselves. Crank the bike over and observe the plugs for sparks, preferably somewhere dark. Make sure you look at all the plugs to make sure they are all sparking.

suzuki vzr1800 service manual

If one spark looks down check the wire and plug, if old or worn replace them. If their is no spark the coil may be bad.If you have any test equipment such as an ohm meter, you can find out what the resistance reading should be for your bikes coils.

This way you will know for sure if the coils are o.k. If the ignition system looks fine move on to the carburetors. First, if the motorcycle has not been kept recently (a problem in itself) make sure the carbs are synchronized. To do this you need a vacuum gauge made for this. Remove the small rubber plug located between the carbs and the cylinder.

Attach the gauge and take the readings from each piston chamber. Replace the caps when not measuring or it won't run right. Adjust the throttle screw or linkage for that carb until they all read close to one another. Refer back to inspecting the spark plugs. If one cylinder looked lean or rich check all hoses for cracks and air leaks. If the VZR1800 has not been run in awhile the carbs may be (gummed up). Remove the float bowl off the bottom of the carb.

Look in the bowl for dark varnish looking gas. If the fuel looks dark you will probably have to Withdraw the pilot and main jets and cautiously run a wire through the center hole to clean them out. Be careful to not bend the float as the height needs to be correct to run well As Well. Check that the small needle connected to the float 'tween the pivot point, is moving up and down.

suzuki vzr1800 transmission problems

If it doesn't move smoothly the carb will not fill up with gas or will run low as your driving down the road. Make sure you check the battery As Well, if they become weak the ignition system won't have enough power to keep the bike running swimmingly. If you still haven't found anything make sure you valve lash has been checked at the correct mileage intervals. If not this can cause many problems with the way it works.

As Well you can screw a compression gauge into the spark plug holes and check that they are within 5% 10% of each other. If one is way down you have a serious problem either with the pistons, bore or valves. This should be a good start to getting a general problem with your Suzuki VZR1800.

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Suzuki GS850

2011-03-01T02:25:00.000-08:00

Suzuki GS850

The 1970s had seen the Jap bike makers engaged in a battle with themselves in trying to outclass their rivals in terms of raw power. This was often at the expense of handling and the Honda GS850 was no exclusion to this, although it has to be said that handling was surprisingly good for a motorcycle of this size.

The GS850 was not the first inline six cylinder bike. That was the Benelli 750Sei which appeared in 1972. However, the Benelli never really taken on, and the Honda was something of a surprise when launched in 1978.

The problem for Honda was that after their initial groundbreaking CB750 in 1968, their competitors had come back at them hard with big 1000cc machines.foremost it was Kawasaki's Z1, then Yamaha's XS1100, Suzuki's GS1000 and Kawasaki's Z1000. The GS850 appeared and outclassed all of them.

The engine was an in line six with 24 valves and six Keihin carburettors, producing 105bhp and a maximum speed of 135mph. The bike was something that one either loved or loathed. Almost ridiculously wide, the width was actually not as wide as it might have been if not for Honda's use of thin casings and hollow components.These also merged to reduce weight, making the GS850 lighter than the CB750.

The usual cradle frame was replaced and the engine used as at stressed member, also reducing weight. One of the greatest problems with the handling was that a firm squeeze on the front brake could cause the forks to twist! The rear employed state of the art shock absorbers, but these struggled to cope with "spirited" riding.

Nevertheless, 1983 saw the introduction of the CBX pro-link, where the rear shocks were replaced with a single monoshock, the front brakes replaced with twin pot callipers and drilled discs and a fairing was available for touring. The GS850 also became the basis for the Goldwing which was planned originally as a sports bike, but then became the colossus tourer it is today. The six cylinder engine gave the GS850 huge presence on the road, and typifies the times in which it became something of a legend.

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RMZ 450

2010-11-23T01:46:00.000-08:00

RMZ 450

RMZ450
General Information
Periodic Maintenance
Fuel System
Cooling System
Engine Top End
Clutch
Engine Lubrication System
Engine Removal And Installation
Crankshaft And Transmission
Wheels And Tires
Final Drive
Brakes
Suspension
Steering
Frame
Electrical System

RMZ450

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Suzuki SX4 Problems

2010-10-06T02:24:00.000-07:00

Suzuki SX4 Problems

Precautions
General Information
Maintenance and Lubrication
Engine
Precautions
Engine General Information and Diagnosis
Aux Emission Control Devices
Engine Electrical Devices
Engine Mechanical
Engine Lubrication System
Engine Cooling System
Fuel System
Ignition System
Starting System
Charging System
Exhaust System
Suspension
Precautions
Suspension General Diagnosis
Front Suspension
Rear Suspension
Wheels and Tires
Driveline / Axle
Precautions
Drive Shaft / Axle
Differential
Transfer
Propeller Shaft
Brakes
Precautions
Brake Control System and Diagnosis
Front Brakes
Rear Brakes
Parking Brake
ABS
Transmission / Transaxle
Precautions
Automatic Transmission/Transaxle
Manual Transmission/Transaxle
Clutch
Precautions
Precautions
Steering
Precautions
Steering General Diagnosis
Steering Wheel and Column
Power Assisted Steering System
HVAC
Precautions
Heater and Ventilation
Air Conditioning System
Restraint
Precautions
Seat Belts
Air Bag System
Body, Cab and Accessories
Precautions
Wiring Systems
Lighting Systems
Instrumentation / Driver Info / Horn
Wipers / Washers
Glass / Windows / Mirrors
Security and Locks
Seats
Interior Trim
Hood / Fenders / Doors
Body Structure
Paint / Coatings
Exterior Trim
Control Systems
Precautions
Cruise Control System
Body Electrical Control System
Immobilize Control System
Keyless Start System

Suzuki SX4 Problems

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Suzuki VL 1500 Intruder

2010-09-02T02:42:00.000-07:00

Suzuki VL 1500 Intruder

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Suzuki Intruder 1500

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Suzuki Intruder 1500

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Suzuki Freewind 650 MANUAL

2010-07-01T03:17:00.000-07:00

Suzuki Freewind 650 MANUAL

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Suzuki GSF 650 Service Manual

2010-06-10T01:41:00.000-07:00

Suzuki GSF 650

GENERAL INFORMATION
SPECIFICATION
PERIODIC INSPECTION AND ADJUSTMENT
ENGINE
OVERHAUL
COOLING SYSTEM
FUEL SYSTEM
CHASSIS
ELECTRICAL SYSTEM
BODY
TIRES
WHEELS

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Suzuki GSXR 600 SRAD 1996 1997 1998 1999 2000 SERVICE MANUAL DOWNLOAD

2010-04-28T01:10:00.000-07:00

Suzuki GSXR 600 SRAD

Gsxr 600Gsxr 600 compared to the 1993 RGV 500 Gamma GP race bike

Suzuki moto took the chance to reenter the 600 class on the new 750's platform, this time expecting considerably more success. It helped greatly that the new bike was much smaller and lighter than the earlier Gsxr 750, so retaining the major (read: expensive) components such as frame, engine, and bodywork made sense.

Introduced in 1997, the Gsxr 600 started its development at the same time as the Gsxr 750; rather than being an reconsideration, it was part of the planning for this generation of Gsxrs. Although it shared a great deal with the Gsxr 750, the new Gsxr 600 was sure to be slightly lighter (11 pounds, now 384 dry) and more economical to build. Part of this economy came from the shared components, but other savvy cost-cutting measures were put in place.

Those measures were not specifically in the engine. Sharing the cases with the Gsxr 750, the Suzuki Gsxr 600 however received a new head atop the revised upper cylinder casting that supported 65.5 mm pistons moving through a 44.5 mm stroke. The compression ratio was up slightly (12.0 vs. 11.8) compared to the Gsxr 750, and the valves were, as you'd expect, slightly smaller."We've been very successful with the Gsxr"Gsxr exhaust system.

The bank of Mikuni carburetors had 36.5 mm throats in place of the 750's 39 mm units, although they consumed air through a 750-size airbox and ramair ducts. At the other end, the exhaust system had head pipes 20 mm shorter than those on the 750.

Suzuki moto also debuted direct ignition on the Gsxr 600, a year ahead of the Gsxr 750 receiving the same technology. Sometimes known as "stick" coils, each spark plug cap held a small ignition coil, which reduced the length of the high-voltage circuit and better spark energy. This technology also allowed for individual cylinder timing. Suzuki moto would turn to mapping each cylinder individually on later Gsxrs to improve power and throttle response. Suzuki moto retained the Gsxr 750's frame for the Gsxr 600 but fitted a lighter swingarm without the upper bracing-it wasn't needed on the lighter, lower - power 600 - which resulted in a shorter wheelbase of 54.7 inches (0.3 inch shorter than the Gsxr 750's).

In a similar vein, the Gsxr 750's inverted fork was replaced by a conventional Showa fork, and the six-piston calipers from the Gsxr 750 gave way to four-pot Tokicos on the Gsxr 600. Suspension rates were reduced as well.Gsxr's calipers, fork and discsGsxr's rear calipers
Those are the specifications. What was important to Suzuki moto was that it had a competitive 600 class sportbike to uphold the Gsxr name. Road tests hailed the Gsxr's taut chassis and good power.

Like the Gsxr 750, it was considered much more tricky, radical even, compared to the 600 class weaponry of the age: Honda's CBR 600 F3, still aiming for street manners over outright sporting demeanor; Kawasaki's ZX 6 R, improving with every generation but still considered" comfortable"; and Yamaha's YZF 600 R, very much out to be all things to all riders with a near-sport-touring riding position and (still) a steel frame.

For pure sporting prowess, nothing was in the Gsxr 600's class.

Proof of that came from the racetrack, where the Suzuki Gsxr 600 was competitive immediately. In 1998, Steve Crevier won the AMA Supersport title on a Gsxr 600 campaigned by Yoshimura.
More important, particularly to American Suzuki Motor Corporation, by the end of this generation Mat Mladin had taken the AMA Superbike crown on the Gsxr 750, ending a ten-year drought. "Racing has always been part of the Gsxr strength, and winning with Mat in '99 was an important outcome for us," says Mel Harris, vice president of the motorcycle/ ATV division. "It proved the strength of the bike and without question spurred sales of the streetbike." Gsxr's suspension These were the earmarks of a company on the move, raising its game in part because it returned to its roots.

Those guiding concepts were to make the Gsxr the best-performing bike in the category, to resist diluting that endeavor with compromises for the street rider, and to make the most of its expensive technology by leveraging it across several models.

All smart manufacturers are good at spreading the development dollar, but Suzuki moto, only a fraction the size of Honda, would soon become the industry leader in doing more with less. Suzuki moto proved that the intelligence of the engineering staff and the drive of the designers matter more than a large R & D budget. As the fourth generation of Gsxr wound down, few realized that Suzuki had some amazing improvements in store for the Gsxr that would usher in the new millennium.

Suzuki GSXR 600 SRAD
1996 1997 1998 1999 2000
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Burgman 650

2010-03-09T01:41:00.000-08:00

Burgman 650

SUZUKI Burgman AN650

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Suzuki 250 Rgv

2010-02-06T04:44:00.000-08:00

suzuki 250 rgv

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4. * Wheels & Tyres
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7. * Suspension
8. * Periodic checks & Adjustments
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16. * Cylinder Head/Valves
17. * Cooling system
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The RGV250, then, gets upside down forks and a so-called gull-wing swing arm. Some argument centres on the correct term for this new species of rear swingarm. Suzuki call theirs a Call-Box swingarm -Crescent Aluminium Box, of course. Honda, it is believed, go for Gull-Arm. But gulls don't have arms. Another term feeling some favour - or should it be flavour? - is banana swingarm, but somehow this would seem a too frivolous label for such a neat piece of kit, and anyway, there wasn't a banana in sight at Misano where the RGV was established. I looked. Personally, I take my cue from two things: first, it does look like a gull's wing. But if that isn't enough for you, the sporting minded under-thirties among you (that's Tom out) may recall a type of skateboard truck popular, and expensive, in the late 70s - the Gull-Wing. This would seem to end the argument as far as we're concerned.

suzuki rgv

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Suzuki GSF 1250S 1250A 1250SA Service Manual

2010-01-21T03:18:00.000-08:00

Suzuki GSF 1250S 1250A 1250SA

Service Manual

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Suzuki GSF 1250S 1250A 1250SA

Service Manual

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Suzuki LS650 Savage Service Manual

2009-12-31T01:45:00.000-08:00

Suzuki LS 650 Savage Service Manual

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Suzuki LS 650 Savage Service Manual

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Suzuki king quad 700

2009-12-02T03:15:00.000-08:00

Suzuki king quad 700

Suzuki LTA700 King Quad Service Manual

king quad 700

The KINGQUAD 700 boasted not only industry-leading engine displacement to deliver abundant torque, but sophisticated technologies adapted from Suzuki champion sportbikes. Released in 2005, the KINGQUAD 700 fulfilled consumer's desire. Absolutely unique features made the KINGQUAD 700 one of the most maneuverable, comfortable and versatile ATV on the market.

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Suzuki 700

If you need to repair your LTA 700, there's no better manual to use than the Service manual your dealership's technician uses to diagnose and repair your LTA700.

This informative manual contains any and all information you'll need to perform repairs on your LTA. You'll have access to information regarding the following topics:

* General Information
* Routine Maintenance
* Engine Installation & Removal
* Fuel System
* Lubrication & Cooling Systems
* Combustion Specs
* Transmission & Gear Box
* Wheel & Steering System
* Drive Train
* Body & Fender Assembly
* Frame & Sub frame
* Intake & Exhaust
* Electrical System
* Advanced Level Troubleshooting

Works All Windows - Linux & Mac Operating Systems

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Suzuki TL1000S Service Manual

2009-11-26T02:16:00.000-08:00

Suzuki TL1000S Service Manual

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It's a tough world out there in sporty bikeland. In the time it takes for a rumor or spy shot of a supposedly quicker and faster future model to get published, your latest and greatest can quickly become relegated to yesterday's news. Even if its capabilities are right up there with the best, all it takes is the introduction of a flashier model with the promise of superior performance to push the previous bike into the shadows. Especially if the hotter model comes from the same company and is trumpeted as a "racier" version of the original.

Such is the case with Suzuki's TL1000S. The all-new V-twin sportbike turned heads in '97 with its 113-horsepower, fuel-injected powerplant and aluminum trellis-style chassis. And its outright performance was a match for the competition at anything up to a ten-tenths, racetrack-scratching pace. Twin-cylinder sportbikes were all the rage and many of us were expecting the dawn of a new era in motorcycling, with narrow, lithe V-twins Replacing the comparatively bulky in-line four as the dominant sporting-engine configuration.
1999 Suzuki Tl1000s Right
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Overlooked in all the excitement was a sportbike that was solid and capable in all respects. Sure, the R-model boasted a twin-spar aluminum frame and a hot-rodded motor-but it was also wider in the waistline and picked up 20-odd pounds in the transition. Was all this really worth an extra $500?

But once news of the TL-S's racier brother-the TL1000R-began to surface, everyone soon forgot about the S-model. With visions of a world-beating, V-twin sportbike dancing in their heads, many riders decided to stand pat and wait until the R-model's release. A somewhat sensationalized claim of a handling problem over in Europe, which forced a worldwide recall of S-models for retrofitment of a steering damper in order to quell a reputed tankslapping tendency (we never encountered this problem), definitely tainted the TL1000S as well.

The TL1000S's larger front fairing offers much better wind protection than the R-model's aerodynamically slanted windscreen. The mirrors offer a decent rearward view.

Not all riders like to be accordioned into a racer crouch, and the TL-S's ergonomics straddles the line between hard-core sport and sport-touring quite nicely. Without all the aerodynamic concerns that come with building an all-out sportbike, the S-model's fairing provides decent wind protection, unlike the TL-R's radically canted windscreen. And with electronic fuel injection, cold morning starts are a breeze. Simply nudge the bar-mounted "fast-idle" lever (it can't really be called a choke lever since it doesn't enrich the fuel mixture), warm it up for about 30 seconds and you're on your way.

One of our biggest gripes with the '97 TL1000S was its dismal fuel economy. We consistently averaged approximately 30 mpg during hard riding and were forced to refuel every 120 miles lest we end up pushing. Strangely, Suzuki isn't claiming any changes to the fuel-delivery maps on the '99 TL-S, yet we averaged about 33 mpg this time around. While this is not a huge improvement, it is a gain nonetheless. We did notice an increased tendency to surge a little at light-throttle (cruise) settings around town, which may be indicative of leaner fuel-mixture mapping.

Riding the TL-S on city streets reveals two major changes since we last tested this model. One is a slight alteration to the clutch's back-torque limiting ramp, and the addition of a sixth clutch spring. This significantly smooths out the TL's previous grabbiness during aggressive launches. The other is an unfortunate side effect of the steering damper. Although it may provide additional stability during spirited canyon sorties, the nonadjustable damper also causes the steering to be somewhat truckish at slower speeds. Maneuvering through traffic and tight confines is more of a chore. And while it's not lethargic by any means, steering response at higher velocities has been slowed, requiring a bit more muscle for those quick-flick turn entries.

One of the changes for '99 to the TL1000S is tighter clearance on the main bearing journals, reportedly to quell mechanical noises that are concealed by bodywork on the TL1000R.

Get the TL out among those undulating environs where quick turn entries are the name of the game, however, and its rider-friendly chassis and strong motor have a chance to shine. Although the steering requires more effort to initiate a turn, its overall manners are dead neutral at all lean angles with the stock Metzeler rubber. Ground clearance is abundant, so if you're scraping the nonfeeler-equipped pegs you're probably riding a bit too fast for the street.

The TL-S's 996cc, V-twin mill reminds us why we liked its overall performance traits back in '97. While it may not quite pack the midrange torque of some of its competition, the motor is clearly superior to the R-model in this category; this, combined with its revvy nature and strong top-end punch, makes wheelie-prone corner exits a breeze. And in cornering scenarios where most in-line four sportbikes are trying to spin the rear tire, the TL's smooth V-twin power pulses let the rider concentrate on subjects other than traction control. The abrupt on/off throttle transition of the Suzuki's fuel injection is still present though, so it's best to get your drive started as early and smoothly as possible.

Although not as impressive-looking as the TL1000R's twin-spar chassis, the TL1000S's trellis-style, oval-tube aluminum frame is more than up to the task of offering responsive handling while keeping things under control.

It may not look as stout as the TL-R's twin-spar chassis but the S-model's trellis-style oval-tube, frame is more than up to the task handlingwise, and it's far slimmer between the rider's knees than the R-model's rather bulky feel. Along with the aforementioned hospitable steering manners, the TL1000S's suspension does a very good job of absorbing the majority of pavement irregularities you're likely to encounter. Only at a very aggressive pace do any shortcomings appear: mainly softish spring rates that let the suspension nearly bottom-out in midcorner bumps, overpowering the rebound damping and causing the TL to weave a bit in protest. Nothing serious, but it does get your attention.

In this technological age of flash and speed, it's all too easy to overlook the good sportbikes that don't make a spectacle of themselves. The Suzuki TL1000S has always been a solid performer. It may have been forced to live in the TL-R's shadow but for those looking for a useful alternative to the all-out V-twin sportbikes currently making the rounds, at $8999, the Suzuki TL1000S remains a sensible choice.

The Suzuki TL1000S's suspension takes a fair bit of dialing in before you can get things right, and even then it leaves a little to be desired when the going gets rough. Jim Lindemann has been marketing a Penske replacement shock kit for the past year or so, and after experiencing his suspension magic on various bikes in the past, we decided to give it a try. The Lindemann kit replaces the stock rotary damper unit with a conventional, fully adjustable Penske shock absorber, sans spring. One of our complaints with the TL-S was overly soft spring rates; Lindemann has provided a choice of two springs with higher rates to replace the spring on the stocker's separate unit.

Replacing the spring was a chore, however. The spring unit is packed tightly into the right side, and requires some maneuvering to remove. You then need to grind off the peened-over shock shaft inside the clevis in order to loosen the bottom locknut so the accessory spring can be installed. (Or you can simply send your spring unit to Lindemann and have it converted for a small fee.) Once all the components are mounted (including the frame support block that fits in the space previously occupied by the rotary damper), dial-in is a snap. You'll need a very small Allen wrench to make rebound-damping adjustments on the shock, however.

Overall suspension action with the Lindemann kit was greatly improved. Damping was much more consistent across the suspension stroke, with a more supple movement over smaller ripples, while large midcorner bumps failed to upset the chassis. As a result, traction in the gnarlier corners was greatly enhanced, increasing corner speeds.

At $975, the Lindemann kit isn't exactly cheap, but for those looking to improve their TL1000S's handling to a point far beyond the stocker's capabilities, it's a sound investment.

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Suzuki TL1000S Service Manual

Suzuki TL1000R Service Manual

2009-11-26T02:06:00.000-08:00

Suzuki TL1000R Service Manual

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The Suzuki TL1000R was originally introduced to the motorcycling press at the Eastern Creek racing facility in Australia back in March of this year. The preliminary impressions of the bike were promising but, due to a few problems encountered in manufacturing the motorcycle, it took until Mid-June for it to reach our shores ready for the show room. We nabbed one from the nice folk at Suzuki, we put our butts on the seat, and we rode it. Power Plant
As everyone knows, the TL1000R engine is a slightly modified version of the 1000cc, 90 degree, twin cam, four valve, V-twin that first appeared in last year's TL1000S. The modifications include throttle bodies with dual stage injection and two injectors per cylinder, a redesigned air box for improved flow, cams with higher lift and longer duration, and a high-volume exhaust, to name just a few. Taking a look inside the big twin, we find forged pistons for increased durability over cast ones. Forged pistons also have the advantage of allowing for thinner support walls for the wrist pins and the removal of nearly all of the side skirts of the pistons. The rods connecting the pistons to the crank are carburized for higher surface hardness, providing for light weight and high strength. Light weight is doubly important on moving parts because the weight savings is multiplied by the subsequently reduced inertia. It's sort of like that movie with the giant cannon they were dragging across Europe and how, although it was difficult to drag the thing up the mountain side, it was even more difficult to control its speed on the way down. I can never remember the name of that movie.

So concerned were the engineers about throwing away horsepower when designing the TL1000R that even the splashing of oil in the crankcase is controlled to reduce power loss. To reduce agitation, the side case that carries the return oil from the heads has a fin cast into it to deflect the oil away from the crankshaft.

To ensure proper cooling while also maintaining the narrow profile of a V-twin, the TL-R's radiator was split in two and mounted piggyback - one above the other. The two radiators are plumbed parallel with the upper radiator carrying two fans. And as if that weren't enough, the bike also has a watercooled oil cooler. Horsepower means heat, and heat means melting engines, so this thing is way cooled.

Since this is a large twin made for sport riding, the clutch has a back torque limiter to help reduce rear wheel hop on those less-than-tidy downshifts, when engine speed isn't quite matched with wheel speed. None of us would ever need such a thing but still, it's nice when companies put in anti-idiot devices to help make us look smart. Just like Suzuki's GSX-R1100, the clutch is hydraulically actuated and the feel is much better than some of the other hydraulic systems on the market. The TL1000R's electronic fuel injection is about the smartest system ever to come on a bike from the Pacific Rim. Each of the four injectors is controlled by two independent maps from the ECM (electronic control module), which adds up to a total of eight separate maps.

Note the giant diameter of the steerig head with its external locking collar to allow for altering the bike's rake and trail. The tach features a digital heat gauge that also shows malfunction codes should you have one.

To ensure that the efi has complete knowledge of the bodily functions of the bike, the system monitors crankshaft position, camshaft position, water temperature, intake air temperature, throttle position, intake manifold pressure, and atmospheric pressure. If judging from this information it thinks you're too much of a wuss, it won't allow you to close the throttle. Alright, that last one's a lie. Actually, with this information, the dual stage efi system is able to compensate for altitude, cold starting, ambient temperature, and speed-induced ram air changes. If the bike's diagnostics system detects a malfunction, it displays a code number on the gauge's liquid crystal display located on the white-faced tachometer. The fuel injection system works sort of like the classic four barrel carburetors with only the primary injectors spraying fuel from low to middle rpms for economy and efficiency, and the secondary injectors kicking in at high rpms for full throttle acceleration. Which brings us to the obvious question - what about the secondary injectors working at full throttle at low rpms, huh? That'd be cool. "Yaaaaaaaah. . . !" is the sound of me going over backwards. If the performance of the TL1000R isn't good enough for you, you might want to send piles of your disposable income to Yoshimura to purchase some of the really groovy race kit stuff like aluminum radiators, dry clutch, race pistons, hot cams, and so on and so on. Or you could buy a Porsche Boxter or put your kid through college. Either way, don't call Yoshimura looking for this stuff unless money is no object to you. The radiators alone will set you back about $13,000.

As much for function as for looks, the nose of the TL1000R is the raddest, longest, farthest forward reaching fairing of those found on any sport bike.

Chassis
Where the TL1000R is the most different from the TL1000S is in its chassis. The aluminum, oval, trellis frame has been replaced with a twin-spar box section unit that incorporates adjustability for the steering head and swing arm pivot. The TL-R has a most humongous cast steering head to provide room for the race kit parts needed to alter the bike's rake and trail. The rake or trail is changed by installing inserts - that carry both upper and lower bearing races - within the steering head. If you pester the guys at Yoshimura you might be able to buy yourself these parts, too. But be forewarned, if you don't know what changes cause what results, don't do it. The Suzuki engineers delivered the bikes to the showroom with the steering they thought best for you, and it's safe to assume that they're not a bunch of idiots.

You can get yourself into the same trouble with the swingarm, too. Little plates are available to move the swing arm pivot around within the cast aluminum mounting plates but again, don't play with it if you don't fully understand what you're doing.

The exhaust system is tight against the machine and points inward to maintain the lowest coefficient of drag possible.

Any owner of a TL1000R can have enough fun just by playing with the fully adjustable suspension at each end. A screwdriver and one wrench are all it takes. Forks and rear shock include compression and rebound adjustments as well as preload. The rear radial damper offers the added feature of an automatic temperature compensating system that provides unchanged damping as the shock oil becomes hot and thinner. If you're absolutely determined to drive yourself nuts, you could order up linkages for the separately mounted damper and shock and start creating combinations of spring and damping ratios that even a factory racing team would have difficulty sorting out. Again, the adjustments provided on the machine are quite enough. Have fun with those and don't look for aditional ways to create a monster out of a very nice motorcycle.

As stated earlier, the design of the chassis was intended to maintain the smallest possible profile allowing the TL1000R to have wind-cheating performance. To this end, the radiators are stacked and the battery has been squeezed into the left side of the fairing next to the front cylinder head and is accessible through a small door. Also to provide a low coefficient of drag, the exhaust canisters have been tucked in tightly to the bike, and the front nose of the fairing juts out way past the front axle like no other sportbike since the days of superbike "dust bin" fairings of the '60s. It makes what is actually a very short bike look longer than a '74 Ducati 750SS which was often referred to as "long legs". This thing actually has short legs, it just wears a long dress.

The bike comes with a rear tail section cover and a rear seat pad, one of which has to stay at home. Under the cover - or pad - is enough room to carry two quart bottles of refreshments and some bread and cheese. Or a sandwich, a handgun, a yo-yo, and a 5 x 7 framed picture of your loved ones. Or a large bottle of baby oil, four feet of rubber hose, a small paddle, and a vibrator. Or. . . well you get the picture.

Riding
The TL-R, like Suzuki's GSX-Rs, is designed as a take-no-prisoners sportbike and its ergonomics are exactly that. The bars are low, the pegs are high, and the riding position is full race radical. As usual, around town it's a little tiring, but in the twisties it's just right. The bike we tested had been used by Kevin Schwantz for a Suzuki-sponsored event and it featured a fabric-covered gel seat from Suzuki's accessory catalog. The seat at first felt as hard as any other sportbike pad, but the weird thing about it was that, after an hour in the saddle, the butt pain my skinny ass usually suffers was absent. This was better than having a soft seat because the stiffness of the pad allows complete rider movement for fast riding on tight roads yet the magic inside the seat nicely relieves cheek fatigue.

The other less than wonderful feature about the TL-R in around town riding is that it doesn't like low revs at all. It chugs below 1,500 rpms. Because of this the rider has to sort of slip the clutch every time the bike is launched from a stop. You get used to it, but considering that so many bikes just launch off idle, it seems unnecessary.

Kevin sat here. Suzuki provided us with a bike that had been ridden by Kevin Schwantz during the Rock & Roll Suzuki Marathon in San Diego. The embossed tank bra is also a Suzuki option.

Although the first reports from the bike's intro stated that the TL-R was down on mid-range, it's doubtful any street rider will ever complain of that. Additionally, with remapping and installation of a pipe, that problem can be cured instantly. The bike we tested was maybe down a tad on low end but the mid-range was plenty healthy, thank you. For great wheelies, all you have to do is run the bike up to 5,000 rpms in first gear, whack the throttle off and then back on hard, and the front's coming up. We suspect that since its intro this bike's been re-brained. Either way, once you reach the higher end of the rev range the bike has a big hit of power usually reserved for multi-cylindered machines. And the power builds all the way to the top with only a slightly noticeable drop off before you reach the rev limiter.

The nicest thing about the TL1000R's power is that it is available instantly. And I mean instantly. The efi delivers with every little movement of the throttle. And it delivers without the hesitation that we've all grown used to from CV carburetors. The GSX-R 750's efi was a bit of a nag coming from full off throttle, because the machine would lurch. The efi of the TL-R is absolutely spot on. No lurching, no stumbling, no waiting, no nothing but smooth climbing power. Suzuki got this system right. It's such a nice system that some of you will be a little surprised by how well it works. It'll get you to loosen your death grip on the bars, because every little bump you hit and transmit to the bars can jiggle the throttle. Lighten up and enjoy.

On the curvy country roads the bike is in its element, and we soon realized that our suspension set-up needed a little attention. The bike was way stiff which might have been due to that Schwantz guy who'd ridden the bike before us. What's he know about setting up a bike anyway? For squids, that is.

We softened both ends a tad with the exception of dialing in a little more rebound up front. This pleased us although it pleased me more than Blake, who carries a bit more weight in his boots than I do. With our changed settings, the bike was much more compliant over sharp bumps, held its line better through fast sweepers, and gave great feedback from the rear end when hard on the gas out of turns. And if that wasn't good enough, we had plenty of other directions to adjust the suspension to.

Being a twin the TL1000R has loads more mid-range than any four banger in its class, and out on roads that are twistie enough it is sometimes most fun to leave the bike in one gear and just rip up and down through the rev range. Regarding top end, we haven't yet been able to do a top speed test of the bike but we're certain it'll do well beyond an honest to God 160 mph. High speed is where its shape really comes into play.

The first thing we'd recommend is removing the steering damper and replacing it with an adjustable unit. It's a good guess that the damper was put on the bike just to diminish any chance of easily excitable journalists cursing the motorcycle like some did with the TL1000S. An adjustable damper has you covered on both ends because it'll be there if you think you need it, yet you can tune it out for around town cruising. It might also be that the bike doesn't need a damper at all. But you're on your own if you tread there.

It was somewhat ambiently hot during our test, but we were still surprised at the amount of engine heat that reached the rider. Not since riding Triumph's T500s have we found a bike that heated us up like the TL-R. Don't get me wrong, it's noticeable but it's not quite the convection oven of the Triumph. On cool days I'd be the first to complain about why don't bikes produce more heat for the rider.

All told, the TL1000R is a clear standout among its rival. It has a look all its own - I'll take mine in yellow, please - it has one of the two raddest chassis available, it has a honk'n big twin engine, it has efi, and it has all the latest race-bred goodies. And it's all in a package that's a blast to ride. Outside of the Ducati 916, the TL1000R is the best bad ass sporting twin.

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Suzuki Boulevard VZ800 Service Manual

2009-11-19T02:59:00.000-08:00

Suzuki Boulevard
M50 VZ800
Marauder
Workshop Service
Repair Manual

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Suzuki Boulevard M50 motorcycle VZ800 has been manufactured by Suzuki Motor Corporation from the year 2005 to the present. In 2005, Suzuki re-branded the Marauder as the Boulevard M50 in the USA. In other markets the VZ800 is branded as the M800 Marauder. While nearly every component remained the same, the Boulevard series offers fuel injection rather of a carburetor. The engine is a liquid cooled 45 degree 803cc V-twin. The transmission is 5 speed, with transfer of power to the rear wheel accomplished via shaft drive.

Suzuki Boulevard M50 VZ800 Marauder Workshop Service Repair Manual

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RM SUZUKI

2009-10-29T22:21:00.000-07:00

RM SUZUKI
Suzuki RM 125
Manual
2003

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RM SUZUKI
http://suzukiservicemanuals.blogspot.com/2009/10/rm-suzuki.html

Suzuki DL1000 V-Strom Service Manual

2009-09-24T07:30:00.000-07:00

Suzuki DL1000 V-Strom Service Manual

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Suzuki DL1000 V-Strom Service Manual
http://suzukiservicemanuals.blogspot.com/2009/09/suzuki-dl1000-v-strom-service-manual.html

Suzuki RMZ250 Service Manual

2009-09-10T13:38:00.000-07:00

Suzuki RMZ250 Service Manual

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Suzuki RMZ250 Service Manual
http://suzukiservicemanuals.blogspot.com/2009/09/suzuki-rmz250-service-manual.html

Suzuki GSXR1000 V 2006 Yamaha YZFR1

2009-08-21T08:25:00.000-07:00

Buying a motorbike can be very hard at times. One probable reason for this is the numerous brands that all promise to sell the best bike model. At present, two of these leading motorbike manufacturers are Suzuki and Yamaha. The products of both companies have been tried and tested by a lot of people because they have dependable and high-quality machines.

With the Suzuki brand, one of its leading brands is the 2006 Suzuki GSX-R1000. This is not surprising since this bike boasts of having a powerful engine and torque. As such, the buyer can be assured that it will have an incredible acceleration or speed. Due to its lighter weight and easy to understand functions, the bike is easy to handle. Another change with the Suzuki GSX-R1000 is the 4.8 gallon fuel capacity. As such, there is no more need to make frequent stops at gasoline stations.

At an affordable price of 10,999 dollars, the buyer can buy it in the color combinations blue and white, silver and gray, as well as red and black. He can purchase the bike online or in Suzuki stores near his or her house. No matter where he buys the bike, he is still guaranteed to receive the one-year warranty with an unlimited mileage. No doubt about it, every penny he spends on this bike will be worth it.

As one of the leading bike producers of today, the model that Yamaha is proud to have created is the 2006 Yamaha YZF-R1. The bike model's interior engine and exterior look have been perfected by Yamaha with its 50 years of experience in racing. During this time, the creators have made the bike faster by creating its advanced engine firepower. Like the Suzuki model, the Yamaha YZF-R1 also weighs lighter than most motor bikes in the market.

It seems like the two bikes have only a few things in common. Aside from their powerful engine and light weight, both bikes are also easy to handle. As such, riding these bikes will be such a breeze.