I would much rather keep the TLR-W motor I've got. If I want more "mid-range" I'll remap.
SV1000/TL Motor Swap
Quoted from Motorcycledaily.com
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Although the SV1000 utilizes the same engine as prior 1000cc v-twin Suzukis (the precise displacement is 996cc), plenty of new technology was thrown at this motor for use in the SV. With roughly 300 changes, Suzuki describes the 90 degree v-twin in the SV as "thoroughly evolved and refined".
Compared to the TL1000S, intake valves have gone from 40mm to 36mm in size, providing a big boost in low-end and mid-range power without much sacrifice in top-end power. The fuel injected SV is fed by Suzuki's dual throttle valve system controlled by a 32 bit CPU.
This powerful computer brain keeps track of a number of performance criteria, including throttle position and even crank position, which contribute to more precise metering of fuel injection volume and ignition timing. Cam profile is also changed from the TL1000S, improving power output in the low-end and mid-range. Basically, Suzuki's goal for the engine was to smooth power output, without sacrificing much from the top-end of the TL1000S. Suzuki provided the comparison dyno chart illustration to show that they came pretty close to achieving their goal -- greatly improved low-end and mid-range, smoother transition from low-end to top-end, and only a minor loss of top-end peak power.
Suzuki also made countless changes aimed at reducing weight in the engine, such as going to single valve springs (the TL1000S had double valve springs), aluminum valve spring retainers, smaller cam chain (which allows a related reduction in the width of the intermediate gear and idler gear), forged pistons (versus the TL1000S cast pistons), tempered conrods (30 grams lighter), etc.
The SV1000 is the first Suzuki to employ a new aluminum cylinder plating technology called Suzuki Advanced Plating (SAP), which, essentially, results in a more consistent surface plating in about 1/5th the time of the conventional immersion plating method. Apparently, this results in reduced manufacturing costs, and reduced retail price.
The six-speed, close-ratio transmission used in the SV1000 is identical, in terms of gear ratios, to that used in the TL1000S, except that the final drive ratio is lower. A lower final drive ratio means quicker acceleration.
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Since Zuki aint spent no money to refine our bikes, anyone ever thought of an SV/TL Motor swap to beathe a little "new" life that it prolly would have recieved if the interest/funds was available from Suzuki?
Speak up!
************************************************************************************************************************************************************
Although the SV1000 utilizes the same engine as prior 1000cc v-twin Suzukis (the precise displacement is 996cc), plenty of new technology was thrown at this motor for use in the SV. With roughly 300 changes, Suzuki describes the 90 degree v-twin in the SV as "thoroughly evolved and refined".
Compared to the TL1000S, intake valves have gone from 40mm to 36mm in size, providing a big boost in low-end and mid-range power without much sacrifice in top-end power. The fuel injected SV is fed by Suzuki's dual throttle valve system controlled by a 32 bit CPU.
This powerful computer brain keeps track of a number of performance criteria, including throttle position and even crank position, which contribute to more precise metering of fuel injection volume and ignition timing. Cam profile is also changed from the TL1000S, improving power output in the low-end and mid-range. Basically, Suzuki's goal for the engine was to smooth power output, without sacrificing much from the top-end of the TL1000S. Suzuki provided the comparison dyno chart illustration to show that they came pretty close to achieving their goal -- greatly improved low-end and mid-range, smoother transition from low-end to top-end, and only a minor loss of top-end peak power.
Suzuki also made countless changes aimed at reducing weight in the engine, such as going to single valve springs (the TL1000S had double valve springs), aluminum valve spring retainers, smaller cam chain (which allows a related reduction in the width of the intermediate gear and idler gear), forged pistons (versus the TL1000S cast pistons), tempered conrods (30 grams lighter), etc.
The SV1000 is the first Suzuki to employ a new aluminum cylinder plating technology called Suzuki Advanced Plating (SAP), which, essentially, results in a more consistent surface plating in about 1/5th the time of the conventional immersion plating method. Apparently, this results in reduced manufacturing costs, and reduced retail price.
The six-speed, close-ratio transmission used in the SV1000 is identical, in terms of gear ratios, to that used in the TL1000S, except that the final drive ratio is lower. A lower final drive ratio means quicker acceleration.
************************************************************************************************************************************************************
Since Zuki aint spent no money to refine our bikes, anyone ever thought of an SV/TL Motor swap to beathe a little "new" life that it prolly would have recieved if the interest/funds was available from Suzuki?
Speak up!
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