Top test Triumph Sprint RS


Top test Triumph Sprint RS

Top test Triumph Sprint RS

Triad dimensions

The sound makes the music. Especially when he escapes a famous triple like that of the recently strengthened Sprint RS. The MOTORRAD top test clarifies what the British touring athlete has on the pan besides acoustic pleasure.

Character and good manners are not mutually exclusive. At least not with Triumph’s renovated Sprint RS. Immediately after the start, the motor purrs with a steady resting heart rate. No unmotivated revving up, no musty jerking. The bright yellow, pardon acidic yellow painted bike stalks smoothly through the rush hour. Chug with idle in first gear? No problem. Slow drag in the tin caravan? Here you go. And when does the character come? Well, at the latest when the place name sign is crossed by the red bar.
Then there’s something tasty. Full throttle. Rooaahh. Yes, indeed. It`s a triumph. Only the bikes from Hinckley can suck in and exhaust so wonderfully with three cylinders. Some of them with even more power from 2002. Like the Sprint RS, which, like touring sister Sprint ST and Naked-Star Speed ​​Triple, sprints through the country fueled by the modified 955.
Need details? New cylinder head including larger intake and smaller exhaust valves at a narrower angle, adapted channels, new pistons for higher compression. Promised result: 2.5 kilograms less weight and 120 hp peak performance, 17 more than the predecessor. The diet of the RS unchanged except for the engine and the silver paintwork of the frame was successful: At 231 kilograms, the 2002 model weighs three kilograms less than before despite the accessory belly pan. On the other hand, she just missed the performance target she had set herself on the test stand with 117 hp.
Bad? Hardly, because as usual, the 956 cm3 triple, which is exhaust-gas cleaned by a G-Kat plus secondary air system, impresses with its good manners and distinguished performance. It is not for nothing that his fans consider it the ideal compromise between the sometimes crude appearance of high-capacity twins and the hectic speed greed of the four-cylinder bearing. The triple disciples are not completely wrong: the Triumph engine whizzes through the rev range with no noticeable ups and downs. Until the limiter turns off the power out of the blue at 9600 tours. It’s actually a shame, because emotionally the freshly made three-cylinder still has reserves, which a look at the performance curve confirms. She attests to maximum performance just at the time of the rough castration. This fact is really annoying, especially on the autobahn, because at full throttle in the abundantly short geared sixes, the Sprint RS gondolas around in the limiter permanently.
In view of the rather nonchalant wind protection of the tight half-fairing, staying in the top speed sector beyond 240 km / h is not one of the British’s primary virtues anyway. She prefers to live out her temper on the country road. And lo and behold, there the short translation, which has just been scolded, does the honors and elegantly covers up a weak point of the Englishwoman. The operation of the unruly and not particularly precise gear is namely no fun, but means work. Incidental twitching at the gear lever is immediately punished with a tortured howl while idling.
However, if the sixth is properly locked, the Sprint rightly bears its name and even shows some more powerful competitors the knobbly rear light. And not only during the pull-through test, but especially as soon as tricky curve combinations come into view. The short caster and the agility-promoting tire contour of the mounted Bridgestone BT 020 allow the Briton to turn in as if by itself and promote rapid changes of direction. You only need to be careful when braking into the corner, as the load can be felt to stand up. Otherwise the quick English woman is available for all outrages. Without tilting uncomfortably into the curve, it realizes practically every line request neutrally and precisely, even very tight curves. Especially in hairpin bends, it also benefits from the low load change reactions and the gentle response of the three-cylinder, which is supported by the long way on the throttle.
Unfortunately, the tuning of the fork, which can only be adjusted in the spring base, is too gentle. As soon as the track gets bumpy, there is a lot of movement in the front? Poison for a clean line. At the rear, it’s just the other way around: the taut suspension strut sometimes reflects the road conditions more truthfully than the driver would like. At least on bad slopes, a more assiduous response of the rebound and spring base adjustable strut would be desirable. Speaking of the spring base: this can be adjusted with a screwdriver from the on-board tool kit, but this is much easier with a figure-eight socket wrench. Positive: The reserves of the hindquarters are large enough to rush over bumpy terrain even with a full load. Not that strange at all, as the passenger will find a decent place under the removable cover and can also lean on the tank when braking. Which doesn’t hurt in view of the powerfully reaching stoppers. The telescopic fork is sometimes overwhelmed by the heavy delay, the front goes to block. For this, the crew does not need to fear sneaky handlebars, even when accelerating fully on undulating terrain.
GThe touring athlete is absolutely flawless in terms of fuel consumption and range. Just four liters of super per 100 kilometers of country road travel flow through the modified, smaller injection valves. The 19.5 liter plastic tank enables non-stop trips of more than 400 kilometers. In view of the comfortable space on board, this is not a utopia. Sprint pilots under 1.70 meters tall have to stretch a little towards the halves of the handlebars, but Lulatsche are not forced to unnecessarily dislocate their limbs. Thus, Triumph’s crisp touring athlete has remained a well-behaved, nimble gentleman bike through and through, even in the updated 2002 version.

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Top test Triumph Sprint RS

Top test Triumph Sprint RS
Triad dimensions

News & Facts

Changes in detailNew cylinder head with steeper intake valves one millimeter larger and exhaust valves one millimeter smallerModified ductsNew pistons increase compression to 12: 1Larger airboxSmaller and lighter injectors – and lubrication systemNew colorsWhat else stood outPlusHeadlights, battery and fuses easily accessibleCranked tire valvesStorage compartment under the seat Extensive range of Triumph accessoriesMinus tank can only be removed using a Torx screwdriver (not included in the on-board toolkit) Clutch lever can only be adjusted : Spring base three rings visible Spring strut: Spring base 13 clicks open, rebound damping 1 ¾ turns open

MOTORCYCLE measurements – Triumph Sprint RS

MOTORCYCLE measured values²Braking and driving dynamicsBrake measurementBraking distance from 100 km / h 40.4 meters Average deceleration 9.5 m / s² Comments: Without being unpleasantly snappy, the front stoppers are very effective. Even the rear brake can be used effectively. However, under constant stress, the front pressure point begins to shift, which means that the ability to adjust the control suffers at the blocking limit. Handling course I (fast Salom) Best lap time 20.3 sec Vmax at the measuring point 107.8 km / h Comments: This is due to the short lag and the tire contour is very agile and at the same time precise handling, the Triumph facilitates lightning-fast turning from the central position and back again. The powerful and steady triple also makes speed.Handling-Parcours II (slow slalom) Best lap time 28.1 seconds Vmax at the measuring point 55.2 km / h Comments: Neutral driving behavior even in an inclined position and the low load changes with good responsiveness enable a very good tight line choice at the turning point. circular path d 46 meters best lap time 10.8 sec Vmax at measuring point 52.2 km / h Comments: For a touring athlete good lean angle freedom. Footrests and gearshift levers only come on late. Significant righting moment when braking.

Conclusion – Triumph Sprint RS

Well done, triumph. The current 955 triple is stronger, cleaner and even more economical than its predecessor. What has remained is its supple manner and the restrained roaring sound. It is a shame that the team from Hinckley did not tackle the fork set-up of the nimble sports tourer, otherwise she would have received even more points.

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