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SQDBIKE Admin,
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spreaken zie deutch? can you translate this for me?!?!

Die TL 1000 S kam 1997 auf den Markt und erregte schon vor ihrem Erscheinen viel Aufmerksamkeit: Noch nie gab es einen japanischen Zweizylinder-V-Motor, der zu relativ erschwinglichen Preisen so viel Leistung versprach: mit 125 PS und 104 Nm erreichte die TL über 250 km/h Höchstgeschwindigkeit und katapultierte den geübten Fahrer in nur 2,9 Sekunden von 0 auf 100 km/h.
Hinzu kam das revolutionäre Design der TL, der erstmals mit einer elektronischen Einspritzung befeuerte V2-Motor steckte in einem Aluminium-Gitterrohrrahmen und die rundliche, organisch gezeichnete Halbschale verdeckte nur wenig von der Technik. Weitere technische Neuheiten, wie ein eigens entwickelter Drehflügeldämpfer mit getrennter Federung, schürten die Neugier.
Mit viel Spannung erwartet, sah sich die TL 1000 S so schon kurz nach ihrem Debüt herber Kritik ausgesetzt: schnell stellte sich heraus, dass sie an diversen Kinderkrankheiten litt, die über das normale Maß hinaus gingen. Als Sport-Twin gepriesen und auf der Rennstrecke von den Journalisten getestet, krankte die Hinterradfederung an der großen Hitze, die von dem nahe liegenden Krümmer des hinteren Zylinders abstrahlte. Durch die Hitze verlor der Dämpfer an Wirkung und hinterließ oft einen schlechten Eindruck.
Hinzu kam, dass die Gewichtsverteilung der TL 1000 S ungünstig hinterradlastig war. Durch die hohe Beschleunigungskraft des V2-Motors wurde das Vorderrad schnell leicht und bei entsprechend welligem Straßenbelag schlug der Lenker mitunter wild von einem Ende zum anderen ("Kick Back").
Ein Übriges dürfte hier die unglücklich gewählte Metzeler ME Z1 Erstbereifung in Sonderkennung getan haben, die hinten in der 190er Dimension sehr breit und unhandlich geriet und vorne mit schlechter Eigendämpfung auffiel.
Durch eine unsauber abgestimmte Einspritzung kam es besonders bei niedrigen Geschwindigkeiten zu, mitunter starkem, Konstantfahrruckeln und obendrein durch zu fettes Gemisch zu einer Ölverdünnung mit unverbranntem Benzin. Die wiederum wirkte sich negativ auf die Kupplung aus, die im selben Ölbad wie der Motor geschmiert wurde und so zum Rutschen neigen konnte. Verstärkt wurde dies noch durch einen zunächst zu schwach bemessenen Kupplungsaufbau.
Weiterhin kam es gelegentlich zu Rissbildungen bei einigen Tanks, was in seltenen Fällen zu auslaufendem Benzin führte.
Durch die Kritik in Zugzwang geraten, beeilte sich Suzuki, die Schwachpunkte der TL 1000 S durch Rückrufaktionen auszugleichen. Bereits ausgelieferte Fahrzeuge bekamen einen Lenkungsdämpfer nachgerüstet, ab 1998 war dieser Serie. Der Tank wurde kostenlos gegen ein neues Exemplar getauscht und mit zwei zusätzlichen Stützen im Bereich des Rahmens versehen. Neuere Modelle erhielten optimierte Motorsteuergeräte, die die Probleme mit Ölverdünnung und folgendem Kupplungsrutschen vermieden und den weiterhin vorhandenen Choke eigentlich überflüssig machten. Die Kupplung gab es ab 1998 trotzdem in einer verstärkten Version für TL 1000-Neufahrzeuge. Beim Drehflügeldämpfer blieb alles beim alten, war er doch auf der Landstraße kaum an seine Grenzen zu bringen.
Die TL 1000 S war 1997 das Motorrad mit den meisten, nämlich sechs, Rückrufaktionen aller Zeiten! Der Ruf in der Öffentlichkeit war danach endgültig ruiniert und die Produktion der TL 1000 S wurde nach nur vier Jahren (1997 bis 2000) wieder eingestellt.
Für die Freunde der Rennstrecke hatte Suzuki aber ab 1998 noch eine besondere Überraschung parat, die Superbike-Version TL 1000 R.
TL 1000 R [Bearbeiten]

1998 stellte Suzuki der Straßenversion TL 1000 S noch die, für die Rennstrecke optimierte, TL 1000 R zur Seite. Sie hatte mit der S-Version nur das Motor- und Dämpfungskonzept gemeinsam. Mit einem modifizierten Rahmen und einer Hinterradschwinge mit Unterzug, 6-Kolben-Bremssätteln vorn, einem überarbeiteten Motor mit jetzt 136 PS, zwei Einspritzdüsen pro Zylinder, einer verstärkten Kupplung, einer Vollverkleidung und einstellbarem Lenkkopfwinkel war sie deutlich auf Rennstreckenbetrieb ausgelegt. Die TL-R krankte jedoch an dem gleichen Dämpfungsproblem wie die Schwester TL-S.
Nach dem Debakel mit der TL 1000 S in der Presse wurde auch die TL 1000 R zum Ladenhüter und in Deutschland nur zwei Jahre lang verkauft.
Weitere Informationen [Bearbeiten]

Das Nachfolgemodell der TL 1000 S, die Suzuki SV 1000 S, nun wieder mit konventionellem Fahrwerk und durch verschärfte Emissionsvorschriften "beschnittener" Motorleistung und Charakteristik, ist inzwischen ebenfalls in Deutschland nicht mehr bei Suzuki im Programm. Der Motor hingegen ist, konzeptgerecht modifiziert, immer noch in der Suzuki DL1000 V-Strom und der Bimota SB8K zu finden.
Die Motorleistung der TL 1000 S, erst recht die der TL 1000 R, wurde im V2-Sektor von anderen Marken, wie Ducati, Aprilia und Honda, erst Jahre später erreicht. Kilometerleistungen von über 100.000 km sind durchaus erreicht worden, und das bei einem so großvolumigen Zweizylinder.
Die Leistungsentfaltung und vor allem auch der Klang bescherten der TL 1000 weltweit eine große Fangemeinde, die sich bis heute durch hohes Fachwissen auszeichnet und für praktisch alle auftretenden Probleme eine Lösung parat hält. Eine reibungslos laufende und mit sehr hohem Spaßfaktor fahrbare TL 1000 zu besitzen ist kein Ding der Unmöglichkeit und dank des Internets eigentlich nur eine Frage der Recherche, zumal jüngere Baujahre schon von Haus aus sehr weit optimiert wurden. So hat, ungeachtet der Probleme, die TL 1000 Kultstatus unter ihrer treuen Fangemeinde erlangt.
Laut Kraftfahrt-Bundesamt waren am 1. Januar 2005 von der TL 1000 S 3.287 Stück und von der TL 1000 R 667 Stück in Deutschland angemeldet. 2005 avangierte die TL 1000 in den USA auf Platz 3 der meistgestohlenen Motorräder.
link: http://de.wikipedia.org/wiki/Suzuki_TL1000

-:banana
 

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Follows the automated translation by Babelfish...
Not the best but you can get the idea of what it says

The tl 1000 S came 1997 on the market and excited already before its appearance much attention: Ever there was not a Japanese Zweizylinder v engine, which promised so much achievement at relatively reasonable prices: with 125 HP and 104 Nm the tl over 250 reached km/h maximum speed and catapulted the experienced driver in only 2.9 seconds of 0 to 100 km/h. In addition the revolutionary Design of the tl, the V2-Motor beaconed for the first time with an electronic injection came was in an aluminum lattice tubing framework and the roundish, organically drawn half shell covers only few from the technology. Further technical novelties, like a particularly developed rotary wing absorber with separate suspension, schuerten the curiosity. With much tension expected, the tl 1000 S saw itself so already briefly suspended after its debut harsh criticism: fast it turned out that she suffered from various teething troubles, which went beyond the normal measure. When sport twin praised and on the racing course of the journalists tested, krankte the hinterradfederung at the large heat, which radiated close lying elbow union of the rear cylinder from that. By the heat the absorber at effect lost and often left a bad impression. In addition it came that the weight distribution of the tl was unfavorably hinterradlastig 1000 S. By the high acceleration strength of the V2-Motors the front wheel became fast easy and with according to wavy road surfacing struck the steering wheel every now and then wildly by an end on the other hand ("Kick bake"). A remaining might have done here the unfortunately selected Metzeler ME Z1 Erstbereifung in special identification, which came very broadly and unmanageably in the back into the 190er dimension and was noticeable in front with bad self-absorption. By a carelessly co-ordinated injection it came to strong, Konstantfahrruckeln particularly at low speeds, every now and then and in addition through to fat mixture to a oelverduennung with unburned gasoline. Those again affected negatively the clutch, which in the same oil bath as the engine was lubricated and to chutes be inclined in such a way could. This was strengthened still by a first too weakly measured structure of clutch. Further it came occasionally to cracking with some tanks, which led in rare cases to running out gasoline. By the criticism in course obligation turned out, hurried itself Suzuki to adjust the weak points of the tl 1000 S by recall actions. Vehicles already delivered got a steering damper re-tooled, starting from 1998 were this series. The tank was exchanged free of charge for a new copy and provided with two additional supports within the range of the framework. Newer models received optimized engine expensive devices, which avoided the problems with oelverduennung and the following clutch chutes and which actually redundant further existing Choke made. The clutch gave it starting from 1998 nevertheless in an intensified version for tl 1000-Neufahrzeuge. With the rotary wing absorber everything remained with the old, was it on the highway to its borders hardly to be brought nevertheless. The tl 1000 S was 1997 the motorcycle with most, i.e. six, recall actions of all times! The call in the public was ruined and the production of the tl 1000 S after only four years (1997 to 2000) again was finally adjusted thereafter. For the friends of the racing course Suzuki had special surprise however starting from 1998 still another ready, the Superbike version tl 1000 R. tl 1000 R [ work on ] 1998 placed Suzuki of the road version tl 1000 S still those, for which racing course optimized, to tl 1000 R to the side. It had the engine and absorption concept together with the s-version only. With a modified framework and a rear wheel rocker with cross girder, 6-Kolben-Bremssaetteln in front, one revised engine with now 136 HP, two injection nozzles per cylinder, a strengthened clutch, a full lining and adjustable guidance head angle was clearly appropriate for racing course enterprise it. The TL-R krankte however at the same absorption problem as the sister TL-S. After the debacle with the tl 1000 S in the press also the tl was long sold 1000 R to the shop guardian and in Germany only two years. Further information [ work on ] The successor of the tl 1000 S, the Suzuki sports association 1000 S, now again with conventional chassis and by intensified emission regulations "more cut" engine performance and characteristic, is not in Germany any more in the meantime likewise with Suzuki in the program. The engine however is concept-fairly modified, to still find in the Suzuki DL1000 v-river and the Bimota SB8K. The engine performance of the tl 1000 S, only quite those the tl 1000 R, was reached in the V2-Sektor by other marks, like Ducati, Aprilia and Honda, only years later. Mileage from over 100.000 km was quite reached, and with a so large volume two-cylinder. The achievement development and above all also the sound gave to the tl 1000 world-wide a large fan municipality, which is characterised until today by high specialized knowledge and considers practically all arising problems a solution ready. A smoothly running and tl mobile with very high fun factor 1000 to possess is not a thing of the impossibility and owing to the Internets actually only one question of the search, particularly since recent years of construction were already as standard equipment very far optimized. So has, regardless of the problems, which tl 1000 cult status under their faithful fan municipality attains. According to force travel Federal Office 1000 S 3,287 pieces were announced and of the tl 1000 R 667 pieces in Germany on 1 January 2005 of the tl. 2005 avangierte the tl 1000 in the USA at place 3 of the usually-stolen motorcycles.
 

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Canton is not Chinese. Is it, in fact, a German company who have been manufacturing speakers for decades. Canton is one of the largest speaker manufacturers in Europe but is all but unknown here in New Zealand. (There are scores of quality hi-fi manufacturers in Europe who are unknown to us. Unless the brands get into the English-speaking hi-fi press, we never hear of them).
 

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Upside Down Super Mod,
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:laugh He's giving you info on German speakers.
 

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Premium Member
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7,285 Posts
Gigas said:
Follows the automated translation by Babelfish...
Not the best but you can get the idea of what it says

The tl 1000 S came 1997 on the market and excited already before its appearance much attention: Ever there was not a Japanese Zweizylinder v engine, which promised so much achievement at relatively reasonable prices: with 125 HP and 104 Nm the tl over 250 reached km/h maximum speed and catapulted the experienced driver in only 2.9 seconds of 0 to 100 km/h. In addition the revolutionary Design of the tl, the V2-Motor beaconed for the first time with an electronic injection came was in an aluminum lattice tubing framework and the roundish, organically drawn half shell covers only few from the technology. Further technical novelties, like a particularly developed rotary wing absorber with separate suspension, schuerten the curiosity. With much tension expected, the tl 1000 S saw itself so already briefly suspended after its debut harsh criticism: fast it turned out that she suffered from various teething troubles, which went beyond the normal measure. When sport twin praised and on the racing course of the journalists tested, krankte the hinterradfederung at the large heat, which radiated close lying elbow union of the rear cylinder from that. By the heat the absorber at effect lost and often left a bad impression. In addition it came that the weight distribution of the tl was unfavorably hinterradlastig 1000 S. By the high acceleration strength of the V2-Motors the front wheel became fast easy and with according to wavy road surfacing struck the steering wheel every now and then wildly by an end on the other hand ("Kick bake"). A remaining might have done here the unfortunately selected Metzeler ME Z1 Erstbereifung in special identification, which came very broadly and unmanageably in the back into the 190er dimension and was noticeable in front with bad self-absorption. By a carelessly co-ordinated injection it came to strong, Konstantfahrruckeln particularly at low speeds, every now and then and in addition through to fat mixture to a oelverduennung with unburned gasoline. Those again affected negatively the clutch, which in the same oil bath as the engine was lubricated and to chutes be inclined in such a way could. This was strengthened still by a first too weakly measured structure of clutch. Further it came occasionally to cracking with some tanks, which led in rare cases to running out gasoline. By the criticism in course obligation turned out, hurried itself Suzuki to adjust the weak points of the tl 1000 S by recall actions. Vehicles already delivered got a steering damper re-tooled, starting from 1998 were this series. The tank was exchanged free of charge for a new copy and provided with two additional supports within the range of the framework. Newer models received optimized engine expensive devices, which avoided the problems with oelverduennung and the following clutch chutes and which actually redundant further existing Choke made. The clutch gave it starting from 1998 nevertheless in an intensified version for tl 1000-Neufahrzeuge. With the rotary wing absorber everything remained with the old, was it on the highway to its borders hardly to be brought nevertheless. The tl 1000 S was 1997 the motorcycle with most, i.e. six, recall actions of all times! The call in the public was ruined and the production of the tl 1000 S after only four years (1997 to 2000) again was finally adjusted thereafter. For the friends of the racing course Suzuki had special surprise however starting from 1998 still another ready, the Superbike version tl 1000 R. tl 1000 R [ work on ] 1998 placed Suzuki of the road version tl 1000 S still those, for which racing course optimized, to tl 1000 R to the side. It had the engine and absorption concept together with the s-version only. With a modified framework and a rear wheel rocker with cross girder, 6-Kolben-Bremssaetteln in front, one revised engine with now 136 HP, two injection nozzles per cylinder, a strengthened clutch, a full lining and adjustable guidance head angle was clearly appropriate for racing course enterprise it. The TL-R krankte however at the same absorption problem as the sister TL-S. After the debacle with the tl 1000 S in the press also the tl was long sold 1000 R to the shop guardian and in Germany only two years. Further information [ work on ] The successor of the tl 1000 S, the Suzuki sports association 1000 S, now again with conventional chassis and by intensified emission regulations "more cut" engine performance and characteristic, is not in Germany any more in the meantime likewise with Suzuki in the program. The engine however is concept-fairly modified, to still find in the Suzuki DL1000 v-river and the Bimota SB8K. The engine performance of the tl 1000 S, only quite those the tl 1000 R, was reached in the V2-Sektor by other marks, like Ducati, Aprilia and Honda, only years later. Mileage from over 100.000 km was quite reached, and with a so large volume two-cylinder. The achievement development and above all also the sound gave to the tl 1000 world-wide a large fan municipality, which is characterised until today by high specialized knowledge and considers practically all arising problems a solution ready. A smoothly running and tl mobile with very high fun factor 1000 to possess is not a thing of the impossibility and owing to the Internets actually only one question of the search, particularly since recent years of construction were already as standard equipment very far optimized. So has, regardless of the problems, which tl 1000 cult status under their faithful fan municipality attains. According to force travel Federal Office 1000 S 3,287 pieces were announced and of the tl 1000 R 667 pieces in Germany on 1 January 2005 of the tl. 2005 avangierte the tl 1000 in the USA at place 3 of the usually-stolen motorcycles.
chopiesel said:
Canton is not Chinese. Is it, in fact, a German company who have been manufacturing speakers for decades. Canton is one of the largest speaker manufacturers in Europe but is all but unknown here in New Zealand. (There are scores of quality hi-fi manufacturers in Europe who are unknown to us. Unless the brands get into the English-speaking hi-fi press, we never hear of them).
:confused

ive got a chook & a side of pork in a FISHER & PAYKEL :O

Our heritage dates to the 1930’s with the manufacture of designs made under licence. The pioneering spirit established by the founders encouraged a culture that challenged conventional appliance design and production systems.

By making appliances under licence we determined that we were only destined to make a more expensive version of others’ products. We couldn’t generate economies of scale so we had to find other ways of creating a point of difference in our markets.

The answer lay in technology. By developing plastic liners and insulation using polyurethane foam we were the first in the world to commercialise this technology.

Another major breakthrough came in the late 1960’s when the Company saw the need to find a way of producing short runs of various models through common manufacturing machinery.

The idea of being able to make every model every day, just in time, had become reality and export opportunities opened up.

Learning to control flexible machinery lines during this phase had started to create another major advantage that was to come in the future.

Flexible machinery brought with it the notion of manufacturing cabinets using prepainted steel. In tandem with the Japanese steel mills appliance grade pre-painted steel was developed that enabled coiled steel to be processed through lines of machinery that could notch and pierce various sizes and shapes. The first product to incorporate this technology was the compact dryer. A ground up design conceived by our own engineers.

This technology carried over into refrigerators and washing machines and is now standard across all of our appliance range.


the original post from crashtd & Gigas was a interesting read :)
 
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