Endurance test final balance Triumph Sprint ST

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Endurance test final balance Triumph Sprint ST
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Endurance test final balance Triumph Sprint ST

well done

There is no doubt that the Triumph Sprint ST is one of the most dynamic and powerful sports tourers. Now the sleek British woman was also able to demonstrate great reliability.

December 2006. The visit of the
Triumph delegation at MOTORRAD is truly turning into a triumphal procession. Because the dismantled S.print ST put the
Efforts over 50,000 kilometers of endurance test with ease. A solid core is hidden behind the stylish blue full casing: massive housing halves of the three-cylinder and many generously dimensioned parts. Wear? This is completely alien to the engine’s innards, despite the minimally out-of-round third cylinder.
Ten out of 15 parts and dimensions assessed by default are on the
Level of new parts, i.e. in the installation tolerance ?? see the graphic on page 56. Whatever sprint, it’s a real endurance runner! The performance and compression values, which remained consistently good over the running time, already indicated high durability. Likewise, the low oil consumption averaging 0.05 liters per 1000 kilometers. The 125 hp sports tourer never broke down once.
Well, once, at 46,499 kilometers. But the ABS-reinforced Triumph couldn’t help. Who does not know that: wide eyes, a desperate fidgeting on the handlebars, followed by unpleasant creaking and scratching noises. And then
this damn silence. Splitt in the curve, somewhere in the Vosges, left a freelance MOTORRAD employee at speed
50 rush. And the tilt switch in
Take the action: At lean angles of 65 degrees or more that last longer than three seconds, it switches off injection and ignition.
After the fall, ugly grinding marks left like scars on the right side: from the black dip tube of the fork to the side panels to the broad case. Who probably prevented worse. Only the handlebar was crooked. And the shapely »blinker mirror« needed a supportive tape bandage. Lucky. One press of the button and it went on. Keyword starting behavior: Generally speaking, three of a kind require a long press on the button. The unwillingness to start increases with the engine temperature and is more pronounced when a gear is engaged with the clutch pulled.
Williger starts the Triumph in idle and with a cold engine. New software for the engine control brought only limited improvement. Only the 2007 model starts faster, thanks to a new control unit that cannot be retrofitted, see MOTORRAD 2/2007. But if the charismatic
Once Triple runs, he is even more enthusiastic. The logbook receives a lot of praise for him: »Great«, »great«, »top notch«.
The round express themselves similarly positive
20 owners who thankfully shared their experiences? see also page 58. “The engine is a stunner,” writes Bernhard Hubner, “pulls from 2000 /
min steadily and powerfully, without constant jerking. «A little twist of the wrist and the triple goes completely off. The Sprint lives up to its name, sprinting from zero to a hundred in 3.3 seconds. Wow. But that
is not the British woman’s true destiny. Rather relaxed, flying towards distant travel destinations at high speed, gliding over the train. The sports tourer manages a swift 255 km / h.
Roaring sound from the underseat exhaust system underscores the great thrust: “Up to 3000 tours a bearish rasping growl, from then on an almost ordinary blaring and from 7000 tours hissing like an irritated tiger,” writes MOTORRAD reader Stefan Gotz. Not to mention the grumbling when the throttle is closed. If you accelerate again from the push mode, the performance sets in, depending on the load and personal feelings, quite directly to quite hard.
In addition to the development of power, the heat radiation of the
Engine. “Big city traffic in summer is almost impossible,” continues Reader Gotz, “on a tour through Sardinia in July I even got a fire-
Blow on the right lower leg. “Three additional, now standard
Heat insulation mats under the cladding
should cool the “egg boiler” (Gotz), retrofitting is free. The 2007 model also received modified ventilation holes in the fairing to improve heat dissipation.
And new software should curb the thirst a little. It’s a shame, the 1050 engine is no longer as economical with fuel as its 955 predecessor. Okay, 6.5
Liters of average consumption are just okay. But the stylish Sprint hardly drinks less than six liters even at creep speed. The high minimum-
Consumption, the triple doesn’t do it below a documented 5.3 liters, pushing the travel average over long distances. Only in the rarest cases are 300 kilometers and more
between two refueling stops.
The very precise remaining range display of the extensive on-board computer in the same cockpit helps with planning: if it reports less than ten kilometers, around a liter of gasoline sloshes in the plastic tank. The original tank bag requires an ugly under-protective hood made of PVC, which must be firmly attached. But the Sprint ST will receive a steel tank this year,
like the Tiger or Daytona 675. It will be lighter and, for Triumph, cheaper to produce, offers support for magnetic tank bags and can be closed in the event of a problem
bulging slightly in a case.
Speaking of repair. The British woman dealt with wearing parts in an almost Scottish manner, even the chain set held up
easily almost 29,000 kilometers. However, there are exceptions. The Sprint ST ate six sets of rear brake pads
on 50,000 kilometers. The cause was apparently lateral play on the wheel carrier, be-
caused by an assembly error, see the
Opinion from Triumph above. After 41,275 kilometers, the complete rear axle bearing, including the brake disc, pads and ABS sensors, was replaced under warranty. After that there was peace in the box.
The front brake began to rub from as little as 16,709 kilometers. For the early 30000 inspection ?? the Triumph had to be fit for a tour to the Chernobyl death zone ?? there were new brake discs and pads. Desirable for the future: a more precisely regulating ABS that enables shorter braking distances. The trip to Chernobyl was probably grueling in terms of both radiation and materials. On the repair-friendly screwed rear frame, the carrier for the rear apron broke off at the welds. No wonder with fully packed suitcases and the photo out-
Armor in a towering topcase on lousy roads. The author therefore takes on the task of welding the aluminum on his own.
It was only by chance that the crooked fastening screw for the tension strut fastening on the strut was noticed after a good 47,000 kilometers. Triumph responded with the only real recall for the Sprint ST. This extremely important screw is renewed on all vehicles and
inserted into elongated sleeves. Already in the spring of 2006, Triumph had completely
unstable case of the first series replaced free of charge by improved copies. Their inner honeycomb structure finally ensures stability, but limits the storage volume to a meager 28 liters: not even a full-face helmet fits in there.
Therefore, not all owners of a baggy ST let the upgrade be done free of charge. The 2007 model carries the new luggage boxes as standard. And otherwise put on tour suitability
to. This is ensured by its larger, curved disc (previously available as an accessory) and three centimeters higher handlebars (retrofitting possible). In all years of construction, the seating position for the passenger is very high. Boarding difficult, great overview. Beyond 160 km / h, there is uncomfortable turbulence between driver and pillion, depending on the size.
When driving in the rain, the rear wheel sucks man and machine hard; There are no holes on the single-sided swing arm for mounting a more efficient accessory splash guard such as the Speed ​​Triple. Should they too, says Triumph, because that rear wheel cover could hit the exhaust in a fully sprung Sprint ST. By the way: A Wilbers shock absorber offers much more reserves for pillion riding or a sporty gait and is easier and better to adjust; With a thinner 7.5 fork oil, the fork, which can only be adjusted in preload, rebounds more easily and responds more finely.
More English nicknames: the lack of a hazard warning light or the frie-mel-eyed oil control using small plastic-
Dipstick. The headlight range adjustment is extremely cumbersome. In order to bring the high beam that the middle of the three lights produces only halfway onto the road, you have to strip the windshield. This is comforted by stoic stability at top speed, high accuracy and easy handling, even though the sprint needs to be kept on course in an inclined position, in part with emphasis: With the Bridgestone BT 020 original equipment, it is strongly positioned; The Triumph rolls much better on the Metzeler Roadtec Z6 and Continental Road Attack (see endurance test interim results in MOTORRAD 19/2006).
Recommended for frequent drivers: the durable Avon AV 45-ST and 46-ST. Because
With the durable Sprint ST, the stages can be long. The great condition of the engine, clutch and transmission after 50,000 kilometers ultimately secured it first place in the MOTORRAD long-term test list. This should also reassure drivers of the current Speed ​​Triple and Tiger, all three 1050 models have the same-
tables triple, through to gears and
Camshafts. Only airboxes, exhaust systems and software are different. Well, triumph, well done.

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Endurance test final balance Triumph Sprint ST

Endurance test final balance Triumph Sprint ST
well done

Performance – Triumph Sprint ST

Initial / final measurement 4837 km 50,000 km

acceleration
0 100 km / h sec 3.3 3.3
0 ?? 140 km / h sec 5.4 5.5
0 200 km / h sec 10.7 11.1

Draft
60 ?? 100 km / h sec 4.0 3.9
100 ?? 140 km / h sec 4.3 4.4
140 ?? 180 km / h sec 5.2 5.5

Average fuel consumption over 50,000 km
Fuel (super) l / 100 km 6.5
Engine oil l / 1000 km 0.05

Cost – Triumph Sprint ST

Operating costs over 50,000 km
16 liters of oil at 12.86 euros each 205.76 euros
5 oil filters at 11.19 euros each 55.95 euros
3 air filters at 32.29 euros each 96.87 euros
6 spark plugs at 11.64 euros each 69.84 euros
5 sets of rear brake pads at 34.62 euros, 173.10 euros
2 sets of front brake pads at 61.54 euros each 123.08 euros
1 chain set 176.50 euros
Brake fluid 11.93 euros
Small parts, lubricants 40.19 euros
Seals 85.40 euros
Inspections and repairs 945.33 euros
Tires (including assembly, balancing and disposal) 2778.00 euros
Fuel 4131.45 euros
Total cost 8893.40 euros
Acquisition cost 13,347.00 euros
Loss of value 6047.00 euros
Estimated price (retailer’s purchase price) 7,300.00 euros
Costs per kilometer (without depreciation) 17.8 cents
Cost per kilometer (with depreciation) 29.9 cents

Maintenance and repairs – Triumph Sprint ST

Rear brake pads renewed, mileage 3739
Front and rear tires renewed, Bridgestone BT 020 7928
Rear brake pads renewed 12931
Rear tire renewed, Bridgestone BT 020 16082
Rear brake pads and front and rear tires
renewed, Dunlop D 208 RR 22663
Front and rear tires renewed, Bridgestone BT 020 25111
Rear brake pads renewed 26985
Brake discs with pads in front renewed, software update installed,
additional heat insulation mats installed (guarantee), chain set renewed 28861
Front and rear tires renewed, Avon Azaro AV 45/46 ST 29099
Broken bench subframe welded 33777
Rear brake pads renewed 35844
Front and rear tires renewed, Avon AV 59/60 Viper Sport 37509
Complete rear axle bearing with brake disc,
Coverings and ABS sensors renewed (guarantee) 41275
Front and rear tires renewed, Pirelli Diablo Strada 43630
Bolt and screw of the tension strut attachment
renewed on shock absorber (guarantee) 47607
Front brake pads renewed 47799

Condition – Triumph Sprint ST

Cylinder head: All valves are tight, the valve seats are not hammered in. The
Valve stems and their guides are still within the target dimensions for new parts (installation tolerance). The camshafts and their bearings clearly show signs of running (grooves), but their dimensions are okay. Very well presented
the cam height.
Cylinder / piston: All raceways show visible tracks, but are dimensionally accurate. The right cylinder is slightly more out of round than the other two, lies
but also in the operating tolerance. The piston play is very good and the movement pattern is neat. The oil carbon deposits are low.
Crankshaft drive: The play of the crankshaft bearings is within the installation tolerance. The lower connecting rod eyes are flawless, the upper ones, like the piston pins, show slight, somewhat uneven tracks.
Power transmission: The gearbox is in very good condition, without
Breakouts on the gear wheels. The clutch friction disks are as good as new, until the very end there was neither chattering nor slipping.
Frame / chassis: The paintwork looks high-quality and durable; There are no hidden pockets of corrosion on the coated frame.

Triumph takes a stand – Triumph Sprint ST

…starting problems when the engine is hot.
Since the latest of two software updates for the Sprint ST, there shouldn’t have been any more problems. The dealers install the new software at regular intervals as part of a due inspection, and out of sequence in the event of complaints.

…for strong heat radiation of the three-cylinder towards the feet and lower legs.
Customers who have problems with this receive three additional heat insulation mats from us. These are now standard and subsequently also the long-term test copy
benefited. On the 2007 model, larger, deeper openings in the cladding should also prevent excessive heat radiation.

…to the rubbing brake discs,
which lasted just under 29,000 kilometers.
They were still within the tolerance for lateral runout. This is an isolated case that can rarely occur with floating brake discs.

…six sentences more worn
rear brake pads on the test motorcycle.
The reason for this is an incorrectly installed circlip on the wheel carrier of the single swing arm. This allowed the rear wheel to slide about 1.5 to 2.0 millimeters across the direction of travel.

…to the moving pressure point on the front brake, which irritated various MOTORRAD readers.
The first vehicles delivered had one
small 14 hydraulic pump. This was later replaced by a 16 pump. Customers that a
If you complain about a problem, we will give it to you
upgraded free of charge.

…for a really sporty sitting position
with a little heavy weight on the wrists.
The three centimeters higher handlebar stubs
of the 2007 model also fit older ones
Copies. The retrofit kit is included
longer lines and trains 219 euros; the
Assembly is extra.

…to individual grooves in a cylinder,
on the camshafts and their bearings.
Such a single score is nothing dramatic, rather a blemish. Probably a chip from the machining was pulled through. Overall, the engine can easily be reassembled from all the individual parts.

…to uneven tracks in
the upper connecting rod eyes and piston pins.
If parts are to be exchanged now, then just do it,
because they are already open. From a technical point of view, there is no reason to change individual parts after 50,000 kilometers.

Reader Experience – Triumph Sprint ST

I’ve been riding Triumph for ten years and have owned every generation of sprinters. The 1050 turned out to be much sportier. I consider the significant increase in fuel consumption to be a technical step backwards. Regardless of whether you are on the move at a leisurely pace or briskly, nothing happens under six liters. The hard throttle response, combined with heavy load changes, is also annoying. One
Update of the injection software did not bring the desired improvement. Otherwise, the Sprint is a reliable and active machine. Look and sound are unique anyway.
Volker Heinrich, Bad Oeynhausen
After 30 years of experience with seven Japanese bikes
the Sprint ST with ABS and a three-part case set is the best,
what I’ve ever come across. The top hammer is the engine: bomb blows from the lowest speeds, especially with an 18-tooth pinion instead of the standard 19-tooth. I also installed a superbike handlebar from ABM. Handling and sitting position are thankful, the wrists are effectively removed-
burdens. The chassis is foolproof, for the weight-
class very handy, at
absolutely stable even when fully loaded. A fully adjustable spring strut from Wilbers with a reservoir offers reserves even when fully loaded. It creates a smooth, absorbent driving experience, even when you accelerate on a bad surface.
Jean-Claude Chevrolet, Reinach / Switzerland
At the beginning of May 2005 the Sprint ST 1050 replaced my Honda
VFR (RC 36). A good exchange. Finally draft from below.
The Triumph conveys unclouded confidence, even in the tight bends up to the St. Bernardo and down again in the rain.
Even with a full load. Defects: After the first tire change, the sprint did not start anymore, a starter pinion was exchanged for a larger one. Later it was back in the workshop: because of the shifting pressure point in the ABS front brake
and the recall of the fastening screw on the reversing lever
of the shock absorber. This is comforted by rich sound, great revving,
wonderful smoothness and the bite of the three-cylinder.
Roland Jakob, Heidelberg
For me, the ST 1050 ABS represents the optimal compromise between tourer and athlete. With my 193 centimeters, even with a pillion passenger, trips of 900 kilometers are possible
easy to do as well as the fast-paced ride with the buddies on the house route. The starter needs proportionately
long until the thrilling triple runs. The powerful power delivery and the growling, roaring triple sound are addicting. The extreme load changes that only occur with
meticulous adjustment of the gas-
and chain play have been reduced. The pretty, ineffective windshield showed blistering after a short time and became
exchanged on guarantee. From 160 km / h the mirrors only show a trembling image. The chic original cases are included
28 liters volume is very small, my wife and I had to reduce our luggage to a minimum on a two-week tour of Italy.
Gerald Neuberth, Bruchsal
This British woman, I am touched, not shaken:
A hammer engine, and the overall acoustics are probably under
Drug law. The transmission: not as creamy as the Japanese, but softer and quieter than other Europeans. The high aero windshield is noticeable and also looks good. The
Compared to the Bridgestone BT 020, the Metzeler Roadtec Z6 offers more grip even with cold tires, is easier to handle and has a longer service life. Weaknesses? Okay, with a very sporty driving style, the cartridge fork is at the limit, not sensitive enough, in extreme cases it tends to stuck. Wilbers springs are supposed to help. The cases (exchanged under guarantee) are now tight, but unfortunately a tad too small. I forgive the British woman because nobody is perfect!
Peter Wolf, Kaufbeuren
The seating position on the Triumph Spint ST 1050 is suitable for long journeys after the conversion to higher handlebar stubs by SBF, as is the wind protection with the MRA spoiler screen. The sound of the three-cylinder is brilliant, the fuel consumption is good
at 6.4 liters per 100 kilometers. At the end of October 2006, the
As part of an inspection, the additional insulation mats in the
Cladding mounted so that you are not so grilled by the hot exhaust air when driving slowly in summer. Let’s see if it works! All in all a fine moped: distinctive look, very good paint quality, great cockpit, good workmanship and a powerful engine. To drive very relaxed and still really fast!
Martin Kuper, Meschede
After two Triumph Speed ​​Triple, I liked the Sprint ST
Immediately the very pleasant sitting position, sportily oriented forward, but still upright enough. Furthermore, I was intoxicated by the brawny performance of the threesome paired with great sound. I myself changed the original brake pump for the radial pump of the 675 right at the beginning.
With that, the moving pressure point of the front brake was done for me. This tiresome topic plagues various Triumph models? see www.t5net-
forum.de or www.sprinter-
forum.net. After 15,000 kilometers, the rear brake pads were due. I am not satisfied with the modest adjustment options for the chassis. I exchanged the original Bridgestone BT 020 tires for Continental Road Attack. They offer sufficient cold grip, are extremely handy when warm and easy to control even when wet.
Robert Jez, Wesseling
The high-torque engine has pressure in every position
and sounds great, especially the banging and babbling in pushing mode. The handling is great, while the shock absorber is sometimes overwhelmed, especially when riding with a pillion, and the fork is a bit
is too soft. I replaced the fiddly screws for securing the seat with a lock from SBF. Annoying: The
The frame-mounted cover of the shock absorber leaves when it is wet
sow your legwear. The identical swing arm of the Speed ​​Triple has holes to mount a larger splash guard. The sprint lacks these.
Martin Kolbeck, Lohne

Endurance test – Triumph Sprint ST

The rating table gives an overview of the MOTORRAD endurance test machines from the last few years. A maximum of 100 points can be entered, divided into five sections. The cost per kilometer includes expenses for inspection, replacement-
and wearing parts, such as tires and chain sets. The basis for the evaluation of the gasoline consumption is the average consumption over the entire 50,000
Kilometre. The loss in value is based on a DAT estimate at the end of the endurance test.
The relation to the list price is evaluated at the beginning of the test. Extraordinary workshop visits result in a deduction of one point each. Breakdowns
who the motorcycle could not continue will be deducted five points
fined. In the technical condition, the wear dimensions and the visual condition of the individual parts are included. Moderate loss of value, tolerable costs, low failures and great condition after the end of the long-term test secure the Sprint ST first place.

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