SUZUKI TL1000S 全面解析

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以下是国外三大摩托车专业网站（http://www.motorcyclenews.com是世界著名的摩托车专业网站，以公正、客观地对各个厂商的市贩车的公正评价而深受世界各地摩托车爱好者的喜爱。同时，该网站的review亦是评介年度最佳摩托车的重要依据之一）对TL1000S的公正评价，由于本人的英文水平太差（顶多只有英语1级的档次），即使逐个单词逐个词组的进行翻译，可能意思也不可能完全准确，现将原文全部照搬如下，希望各位大侠帮忙翻译，不胜感谢：

Suzuki TL 1000S The New Wave in Super Sport Motorcycle
commentary by Masatsugu Arimoto

Reassessing super sport motorcycles a new generation of the Suzuki super sport motorcycle made its debut in Cologne in early October. Called the TLIOOOS, the new machine carries a 1-1iter V-shaped 2-cylinder engine on an aluminum frame and an organically shaped cowl. Strangely, at the same show Honda unveiled its VTR1000F also with a 1-1iter, V-shaped twin engine. This makes one think that changes are taking place in the world of super sport motorcycles, which previously all carried 4-cylinder engines. Most of the demand for motorcycles in the super sport category (with large displacements of 750 cc to about I Iiter) is in Europe and the United States. Suzuki says that the TLIOOOS will be the main model in its lineup of super sport motorcycles in Europe. Though strong sales of this category of bike cannot be expected in Japan because of the country's stringent licensing system, this category is important to manufacturers as a showcase of their technical abilities. The TLIOOOS project got started about two years ago, in the summer of 1994. Says Yuji Nishimoto, a planner in the product planning and design department who was involved with preparations for the project even before it actually got off the ground, "We started off by reexamining the definition of a super sport motorcycle. We thought that super sport motorcycles should not simply be racer replicas." The term "racer replica" is only used in Japan. It refers to a category of motorcycle with an alminium frame concealing a multi-cylinder engine inside the cowl and designed with thorough emphasis on performance. The term was coined during the racer replica boom in Japan in the '80s. The word "replica" is not really accurate to describe marketed motorcycles that are not simply racers remodeled so they can run on public roads. Still, recently some market motorcycles have been developed with super bike races in Europe in mind, Iike the GSX-R750 Suzuki unveiled at the Paris Salon in the fall of 1995. The distance between racers and "replicas" is shortening, and with this the hardware, structure and styling of these motorcycles are becoming increasingly uniform. Nishimoto's aim was to stop this trend.
But that does not mean that Suzuki pursued performance any less. Says Nishimoto, "The racer replica boom in Japan tapered off in around 1990, but their popularity overseas remains high. Racer replicas have become the core of super sport motorcycles. That is why we developed the GSX-R750. But then we wanted to build another core, a machine aiming at high performance but with a new type of appeal, a more emotional attraction. We thought we could do this with a 2-cylinder engine." It is said that 2-cylinder engines are appealing for their pulsation and the sense of acceleration they provide. Also, at the time the project got started V-twin Ducati's had begyn winning super bike races. According to racing rules, 4-cylinder bikes must only have a displacement 750 cc, but I Iitter displacements are allowed for 2-cylinder,r machines. Though we still don't know whether the TL1000S will participate in super bike races, it is not hard to imagine that it will.

The V-twin engine
The LTIOOOS carries a I-litter 90' V-shaped 2-cylinder engine that was developed from scratch. Small angle V-twin engines like those used on the American style "Intruder" have a high center of gravity that makes the bike diffrcult to handle. Inline 2-cylinder engines are lighter but have a wide crank case, Iimiting the banking angle. Another advantage of 90' V-shaped engines is that theoretically they eliminated primary vibration of the crank shaft. On the TLIOOOS the engine is mounted on the frame with the cylinder at the front side at a 30' angle from the horizontal. The Ducati has the front cylinder virtually horizontal. of layout tends to make the wheelbase longer and results in a lack of weight on the front tire. The height of the cylinder head at the exhaust side(the front side of the front cylinder) was set lower than the intake side, also to keep the wheelbase short The work of the designers started before the shape of the frame and engine angle were decided. Even so, the design of the TLIOOOS revolves around the V- twin engine. Says Tsuyoshi Murakami, Manager of the product planning and design department and the person responsible for supervising the design of all two-wheelers, "We wanted to show the engine.We wanted to get away from the 'universal Japanese' image through a new engine and a new design" The frame is of the twin spur type directly linking the steering head and swing arm pivot, so the rear cylinder is hidden from view. But the front cylinder is clearly visible under the front cowl. Incidentally, on the Honda VTR that made its debut at the same time as the TLIOOOS the cowl extends almost to the crank case so the engine cannot be seen from the side.

A new balance
According to Fumichika Sugiura, chief designer in charge of road sport motorcycles, 'We tried to achieve a design unlike the uniform designs of racer replicas." Kiyoshi Katagiri, a young designer who participated in the development of the TLIOOOS and worked on the winning proposal, says "We were careful not to make the new motorcycle look simply like a racer replica without the lower cowl." On racer replicas the rear cowl is usually somewhat on the large side so that there is enough space for applying the racing number. The TLIOOOS was designed for a rich sense of volume, even though the rear was lightened. and the front sleeve shortened to show the engine. The balance of the volume leans towards the front, creating a sense of forward motion and giving the TLIOOOS its distinctive look. Actually Suzuki created a sensation 16 years ago when it proposed the same sort of balance on its GSX1100.
The black zone extending from the transparent screen above the cowl to the headlight also stresses forward motion. Such details as the expression of the headlight (with a projector type low beam) and the air intake with its CFRP-Iike water transfer print give the TLIOOOS an aggressive look unlike that of regular racers. The air intake provides a supercharging effect at high speeds due to wind pressure. This is no longer a rarity in the world of racers and super sport motorcycles, but the TLIOOOS takes a new turn in making its presence stand out through the CFRP-Iike surface treatment. A separate panel is provided inside the cowl to carry the meters, "in an aim at achieving a high sense quality unlike racer replicas" (Murakami).
Another feature of this cowl is its organic form making extensive use of curved lines and surfaces. The trend today among Japanese four-wheelers is for sharp shapes, but with two-wheelers that have markets around the globe apparently manufacturers do not have to worry too much about the trends in forms. In fact, Sugiura says "We aimed at a non-Japanese look through thoroughly rounded surfaces." According to Katagiri, "Aerodynamic requirements were not as strict as for racer replicas, so we did as much as we could get away with." These statements show how much the designers stressed the shape. We would be lying if we said that the TLIOOOS does not remind us of certain other models like the Egli and Bimota, but it has been a long time since we have even wanted to discuss the taste in shapes of Japanese motorcycles. Let's hope that this is a sign of a turning point for motorcycles.

评价一：

Torque exists as a technical concept, used by engineers to describe internal combustion engine output. It can be measured and quantified in terms of pounds-feet and force, calculated and plotted on graph paper.

But torque is also a visceral concept, used by motorcycle enthusiasts to describe engine power. It can be felt and enjoyed in terms of response and acceleration, delivered at relatively low rpm and unleashed on real pavement.

For some, the best definition of torque comes from a big V-Twin with a loping gait, instant throttle response, and a willingness to leap forward regardless of gear selection or engine speed.
The wide power-band, rush of acceleration and enhanced traction produced by a booming V-Twin can be so seductive that some enthusiasts are willing to sacrifice comfort, forego long-term reliability and serviceability, and give up the parts and warranty support of a comprehensive dealer network.

But what if it didn't have to be that way? What if all the visceral appeal of a traditional large-displacement V-Twin engine could be combined with the latest performance technology? With less weight. Better handling. Rider comfort. Long-term reliability. Easier serviceability. Extensive dealer support. And a reasonable price.

To a V-Twin lover, it sounds like a dream. In reality, it's the 1998 Suzuki TL1000S.

Understanding the appeal of a V-Twin engine is one thing. Getting the engineering right is quite another. A narrow-angle V-Twin engine might be easier to fit into a short-wheelbase chassis-but would require the complication of counter-balance shafts or rubber mounts to control vibration. A 90-degree V-Twin has perfect primary balance, but is more difficult to fit into compact chassis.

Conventional design rotates a 90-degree V-Twin engine forward, until it looks like an L, one cylinder pointing UP, one pointing straight forward. That approach makes room behind the engine for traditional single-shock rear suspension, but can require shortening the swingarm or lengthening the wheelbase to keep the front wheel clear of the forward cylinder and head.

Fitting a 90-degree engine into a chassis with the dimension and geometry required for nimble, confident handling demanded, a new look at V-Twin technology.

评价二：

IF ever a motorcycle gained a reputation as a baby-eating monster, then the TL1000S is it. Wholly unjustified of course, but still enough to imbue Suzuki’s fearsome V-twin with a caché more normally reserved for wayward rock stars or serial killers.

It all stemmed from the decision to use a novel and unique rotary damper, with remote spring, to control the rear end. Opinions are divided, but it works for some people and doesn’t for others, causing all sorts of interesting back end shenanigans which then translated into front end foibles.

General consensus was that the heavier the rider, the better it worked, but it spooked Suzuki sufficientlyfor them to recall all the TLs and retro-fit a steering damper. Strange as it may seem, chain tension has a lot to do with it. If the chain’s too tight it can have an adverse effect on the suspension movement, causing the back end to ‘freeze’ and therefore provoke a possible hedge-bottom appointment. Adjust the slack with the back end compressed 3-in though, and Bob’s your mother’s brother.

But it’s the engine which really guarantees the TL a place in the motorcycling hall of (in)fame(y). Producing more power than a Ducati 916 (20% more, actually) it is an arm-wrenching-wheelie-pulling-mean-V-twin-gruntorama device and tastier than All Saints in an ice-cream factory.

In fact it’s this Ducati-beating performance, without the premium price, that attracted riders keen to experience the V-twin phenomenon. From just off idle the fuel-injected lump pulls with gusto. It’s just about the best wheelie machine since the Yamaha RD350LC.

评价三：

I bought my 2000 TL1000S as my second sport bike. I have several friends who have TLRs and had ridden their bikes. I fell in love with the torque and thump of the V-Twin engines. If you are looking for serious low end power for quick acceleration out of corners and off the line, then a TL is for you. These bikes are not called "wheelie machines" for nothing. I have been very satisfied with my bike. I have 2000 miles on it thus far and have loved every bit of it. The bike has a comfortable riding posture and a fantastic seat. The suspension comes from the factory a little stiff, so you will probably have to make minor adjustments.
Now for the negative. The electrical system seems a bit shakey. The original prep of my bike took a bit longer than expected. There was some sort of short that wouldn't let the bike start. That was located and fixed by the dealership. Then the rear blinker would have periods of working, then not. The dealership blamed it on a bad bulb. I looked at the bulb and it appeared fine. I tried to install diamond blue bulbs in the headlights. That didn't work out because the high output of the bulbs seems to trip a breaker. The bulbs won't work on low beam...only high beam.
All in all, I have been very satisfied with my TL. It is a blast to ride and gets a lot of looks (on the street and in the parking lot). If you like whiplash-like torque and having power at 2000 RPM rather than 6000 RPM, then get this bike.

附波涛汹涌的译文：
SUZUKI　TL1000S—超级运动摩托车中的新秀
回顾十月初铃木公司在德国科隆展出的一款名为TL1000S的新一代革新型超级运动摩托车，该车采用铝合金车架，在紧凑的包围下，搭载了一颗一升V型双缸引擎。令人感到奇怪的是，同在科隆车展上新露面的一款由本田公司推出的名为VTR1000F的超级运动摩托车也搭载了一颗一升V型双缸引擎，这使人感到先前在超级运动摩托车上普遍采用四缸引擎的做法现在正在改变。面对对超级运动摩托车的需求绝大多数来自欧洲国家和美国的这一情况，铃木公司表示他们将把这款名为TL1000S的摩托车做为旗下超级运动摩托车组中的旗舰产品推向欧洲市场。
由于日本有关法律的严格规定，厂家不指望这种大排量摩托车强劲的销售势头在本土发生，但厂商们把生产这种大排量摩托车看做是展示他们精湛制造技术的重要手段。
据铃木公司产品研发部YOSINISHMOTO先生说：“早在大约两年前，也就是一九九四年的夏天，他们就有了关于这款车的想法并开始准备研发工作。”他说：“我们试图重新定义超级运动摩托车的概念，我们不想超级运动摩托车简单地成为赛车的翻版。”“仿赛车”这一术语只在日本使用，这里提到的赛车是指一种被设计用来比赛、彻底强调速度、充分发挥运动性能的全包围多缸引擎摩托车。这一术语起源于日本八十年代初，各厂商竞相仿制赛车的风潮中，如今“仿赛车”一词已不能准确形容那些不是靠简单仿制赛车，在公路上行驶的市贩车了，但现在，在欧洲人们对这种车的青睐程度仍然取决于该车的原型车在赛道上的表现。于是就有了铃木公司于一九九五年秋在巴黎推出的GSX—750的“仿赛车”版和原版赛车在配置上只存在微小的差别的情况，而NISHIMOTO的目标就是阻止这种在硬件、风格、结构与原型赛车趋于雷同的趋势。
但这并不意味着铃木公司放弃了对该款车运动性能的追求，NISHIMOTO先生说到：“在日本仿赛车风潮在九十年代初逐渐平息下来，但在海外，这种风头正劲，仿赛车款已成为超级运动摩托车的主流，这就是我们力推GSX—750的原因。但同时我们想打造另一种产品：它不单只具有优异的运动性能，同时也应具有一种全新的吸引力，多在驾乘感觉上的吸引，我想我们能用一台双缸引擎做到这一点。”这类双缸引擎吸引人之处在于它的排气声浪和油门响应的感觉。与此同时，杜卡迪公司的V型双缸引擎开始在超级摩托车大奖赛上赢得胜利。根据竞赛规则，四缸赛车最多只可拥有750CC的排气量，而两缸赛车则可拥有1000CC的排气量。尽管我们无从得知TL1000S是否会参加超级摩托车大奖赛，但是不难想像：它会的。