Top test Triumph Sprint ST ABS

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Top test Triumph Sprint ST ABS
Jahn

Top test Triumph Sprint ST ABS

The punk goes off

Punk-Rock: That means fast rhythms, rough voices and simple compositions with three chords. This is not the only parallel with the Sprint ST, the ABS version of which has to prove itself in the top test.

It’s that throaty, slightly irritated growl. Even at idle, the engine sounds like a triumph S.print ST like he’s mad at someone. Nnrrrrrr. A slight twist on the throttle? the three-cylinder hisses, accompanied by the typical Triumph whistle. A technician would rationally describe the concert of mechanical noises and combustion as follows: three cylinders in line, crank pin offset by 120 degrees, ignition interval 240 degrees, ignition sequence one-three-two.

But let’s stay emotional. And let’s stay in England. The country of origin of the punk. That musical culture that defines itself by rejecting bourgeois values ​​and rebelling against them. Anyone who continues to pull the gas on the ST thinks that they are feeling exactly that. Anger. No four-cylinder Japanese fine spirit breathes his sonata, no stinky Italian two-cylinder hits you with his “drum and bass”. No, this British three-cylinder hisses vigorously, yes aggressively and doesn’t care about conventions either. He lets out the punk.

Despite all the harshness in the development of power, the three 79 millimeter pistons comply with every gas command almost as soft as velvet. Although the triplet communicates its lust for life with noticeable vibrations, it is by no means annoying. On the contrary. It stimulates. The point of this internal combustion engine is the serenity with which three pistons squeeze out measured 126 hp from a displacement of exactly 1050 cm3. And that could look like this: red traffic light, motorway entrance. Green! The 247 kilogram ST accelerates from a standing start like a torpedo. After only 3.3 seconds the clock shows 100 km / h, up to 200 km / h it only takes ten seconds. The engine lifts over 90 Nm from just 3200 rpm. The three-cylinder releases the power absolutely linearly. There are no breathless pauses or seconds to think about it. Ring free and barrage. It goes like this in every corridor.

If you don’t pay attention, you let the engine run permanently into the limiter. Why? There are two reasons: firstly, the measured maximum power is available at maximum speed, and secondly, the unit does not notify the driver that it should be switched, neither through vibrations nor toughness in the upper speed range.

But it can also be done quite differently. Because the Sprint can be driven extremely confidently, even shift-lazy, thanks to its always enormous torque. If you tighten the gas rope in the last gear on the motorway at 140 km / h, the Briton zaps to 180 km / h in just 4.3 seconds. Without much effort. Without having to downshift. You avoid unnecessary gear changes
Better anyway, because the gear mechanism is as far removed from the smooth sliding as Tokyo is from London. The hard gear changes can perhaps still be dismissed under Metal-Punk, but more flexibility would be desirable.
OK. Now we know the weakness of the engine, but we also know how much fun this grenade can deliver: Power in every area, full of torque just above idle speed, greedy and aggressive in character. Does that fit a sports tourer?

Yes! To this one already. Anyone who swings into the saddle of the Sprint for the first time will immediately notice that the designers have succeeded in giving their baby the typically British, hypothermic charm. Not that there is something wrong here. No, the Sprint offers a very clear and ergonomically well-designed workplace. Nevertheless, everything feels a little different, let’s say coarser, more grown-up than with the partly stylish Japanese competition. On the Sprint, the heated handles are thick, the windshield is low and the center of gravity is high. For comparison: the Honda VFR weighs only one kilogram less than the Sprint, but feels half a hundredweight lighter when stationary.

The exhaust system, which runs under the seat bench, ensures a rather slim and eye-catching rear and a warm rear. And theoretically enables the use of large-volume suitcases. In theory, mind you. In fact, the cases available from Triumph as accessories are quite jagged on the inside and only hold 32 liters. The overall width is still a proud 98 centimeters. British gag: The suitcases are not rigidly attached to the frame at the back, but are supported by a variable mechanism that looks like a small barbell. This is intended to counteract the swaying of the loaded motorcycle at higher speeds. What works up to a good 200 km / h? well above the recommended speed of 130 km / h for driving with suitcases.

How does everyday touring look like? Even fully packed, the Triumph can easily be placed on the main stand. The ST is not a motorcycle for the inexperienced or someone who has no strength in their arms. Although the seat height of 815 millimeters is just 1.65 meters, the high center of gravity makes maneuvering such as getting on and off the seat more difficult.

The workplace is clear. The switch for the heated grips ?? two-stage and very effective by the way? is positioned on the left behind the cladding, the socket for cell phones, camping lights or similar consumers protrudes to the left at boot height behind the side cladding. And the user-friendly Triumph Explorer navigation system ensures that you get to your destination without detours.

Let’s go. In gear, open the gas. Welcome to the weekend. The sprint feels a bit heavy on the first few meters. Simply wagging through the curve over the handlebars is not. The sprint wants to use the body
be driven. The Briton will not disappoint anyone who leans their upper body slightly into the inside of the curve for support. It is precise to steer, has stable directional stability, has only very little load change reactions and harmonises perfectly with the mounted Bridgestone BT 020, which offers the best grip. The fork with its 127 millimeters of spring travel does its job well. She speaks sensitively, provides good feedback and the best comfort. The same applies to the shock absorber. The chassis limits are only reached when the pilot has a co-driver on board and pulls the cable extremely or has very sporty demands.

Then the strut and fork get into trouble. Both spring and compression could be harder at the front and rear. The strut contracts strongly when you accelerate hard and directs a lot of movement into the chassis. As a result, the Sprint loses a little of its good steering precision and makes larger arcs than planned. The fork is fully on the block during hard braking maneuvers. As I said, that only happens with extremely sporty driving style or when the Sprint is fully loaded, i.e. at least close to the permissible total weight of 456 kilograms, and you drive hard. But who loads up so much fiber??

Speaking of hard work: The English give 260 km / h as the top speed. At this speed, the triplet turns in sixth gear just before the limiter. The islanders seem just as detested by overdrive as the introduction of the euro. In order to safely delay the touring athlete, Triumph has also been offering the Sprint with ABS since this year. Compared to the other models from the same company, the brake seems a bit toothless, but the system works reliably and safely. The mean braking deceleration is a maximum of 8.6 m / s2. This corresponds to a braking distance of 44.9 meters from 100 km / h in the dry. For comparison: A Honda VFR-ABS is under the same conditions after 41 meters, a BMW K 1200 S even after 39.2 meters. The fact that the Triumph’s braking distance is longer is due to the fact that the ABS needs a little more time than comparable systems to build up full brake pressure after control processes. This has a particularly unfavorable effect on rough roads if the ABS remains in the control range for longer
is working. Below the ABS control range, the brake looks slightly doughy, the pressure point is not crystal clear and thus the ability to adjust it is not very transparent. Despite the points of criticism, the anti-lock braking system is worth recommending for everyday use, as it definitely offers a significant gain in safety in critical situations.

The sports tourer also has a lot of positive things to offer the pilot in everyday life. For example, only having to refuel twice over 1000 kilometers and still being fit at the destination. Or to be able to whistle around the corner in a sporty way thanks to the great freedom of lean angle, good steering precision and stability. The biggest bonus, however, is the engine. Because the three-cylinder is not only very potent, but also an expression of a lifestyle. A little rebellion. A piece of urban culture. Just like punk rock then and still today.

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Top test Triumph Sprint ST ABS

Top test Triumph Sprint ST ABS
The punk goes off

Was there anything else?

plus
Little turbulence in the
Helmet area
Porter very nice ins
Integrated design
User-friendly navigation system with touch screen
Very detailed cockpit-
information
minus
Bench is just awkward with
Remove tool
No storage space under the bench
Vibrate mirror ?? bad sight
Strong emission of engine heat in the leg area
Exhaust slap in push mode
No rubber coating on the passenger footrests
High beam illuminates selectively
Luggage rack very high
appropriate
No hazard warning lights,
no helmet lock
Headlight adjustment
extremely awkward
Suspension adjustment
Fork:
Spring base with two rings visible
Shock absorber:
Rebound one turn
Spring base with two rings visible

MOTORCYCLE measurements

Performance
Top speed * 260 km / h

acceleration
0 100 km / h 3.3 sec
0 ?? 140 km / h 5.2 sec
0 200 km / h 10.0 sec

Draft
60 ?? 100 km / h 3.6 sec
100 ?? 140 km / h 3.6 sec
140 180 km / h 4.3 sec

Speedometer deviation
Effective (display 50/100) 48/98 km / h

Tachometer deviation
Display of maximum speed 10300 / min
Effective 9400 rpm

Consumption in the test
at 130 km / h 6.1 l / 100 km
Country road 5.1 l / 100 km
Theor. Range 412 km
Fuel type super

mass and weight
L / W / H 2110/840/1140 mm
Seat height 815 mm
Handlebar height 930 mm
Turning circle 6440 mm
Weight with a full tank 247 kg
Payload 209 kg
Wheel load distribution v / h 49/51%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 44.9 meters
Average deceleration 8.6 m / s2
Remarks: Due to the pronounced control processes, the ST only stops after 45 meters from 100 km / h.

Handling course I (fast slalom)
Lap time 20.6 sec
vmax at the measuring point 104.1 km / h
Comments: When changing lean angles quickly, the undercarriage springs in and out strongly.

Handling course II (slow slalom)
Lap time 28.7 sec
vmax at the measuring point 54.0 km / h
Remarks: The Sprint steers itself very easily from an incline into the-
dere. The engine power begins smoothly and without load changes. The turning point may
through it in a tight arc
Pushing the vehicle can be driven.

Orbit Ø 46 meters
Lap time 10.6 sec
vmax at the measuring point 52.3 km / h
Comments: When driving over bumps, the Sprint ST rocks slightly. The curve radius must therefore be corrected somewhat. Noticeable righting moment when braking.

Technical specifications

Engine: water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 420 W alternator, 12 V / 12 Ah battery, Mechanically operated multi-disc oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 42:19.
Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm3
Compression ratio 12.0: 1
Rated output 92 kW (125 PS) at 9250 rpm
Max. Torque 104 Nm at 5000 rpm
Pollutant values ​​(homologation) in g / km
CO 3.812 / HC 0.353 / NOx 0.090

Chassis: Bridge frame made of aluminum, load-bearing motor, telescopic fork, Ø 43 mm, adjustable spring base, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 255 mm, two-piston -Fixed saddle.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test
Bridgestone BT 020 “NN”

Dimensions and weights: wheelbase 1457 mm, steering head angle 66 degrees, caster
90 mm, spring travel v / h 127/120 mm, permissible total weight 456 kg, tank capacity 21 liters.

Service data
Service intervals every 10000 km
Oil and filter change every 10000 km / 4.0 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 10
Spark plugs NGK CR9EK
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar

Two year guarantee
Colors silver, blue, red
Price 11660 euros
Price test motorcycle ** 14646 euros
Additional costs 240 euros

Performance chart

The performance curve could
come from a textbook.
The greedy character is clearly recognizable, because the highest-
power is only available at maximum speed ?? you always want to keep turning. The increase in torque from 6000 rpm is also noticeable when driving?
this is where the three-cylinder engages
Briquette after. Is sporty
the narrow spread of the last
three gears. An overdrive
would be good for the sports tourer
to face.

Delay diagram

Not from the textbook: the ascent and descent of the braking diagram. After initially strong braking, the ABS has to regulate (1) and builds up the full brake pressure only very slowly (2).

Scoring: engine

A piece of cake, this three-cylinder.
It shines with strong pulling power, very low load change reactions and good responsiveness. Fewer
The lousy circuit is gratifying. She’s tough, tough, and bony. There was a start behavior
slight deduction because the machine
sometimes when hot
bit around a little.

Scoring: chassis

The chassis fits in solo operation-
vote still very good.
For two, the soft suspension and the high water down-
seated pillion the steering precision. Despite its comparatively high weight, the Sprint is easy to handle.

Scoring: Security

As a rule, the ABS has a little difficulty. The slow pressure build-up after releasing the brake and the not clearly defined pressure point cost valuable points. While the low beam is very bright and has a wide range, the high beam shines selectively. The
The rear-view mirrors are optimally positioned, the view in them is through
Vibrations made more difficult.

Scoring: everyday life

It is incomprehensible why the British gave their offspring neither a helmet lock nor a hazard warning light. In addition, the storage compartment in the cladding is not waterproof and is also very small.

Scoring: comfort

This is how an engine has to be: smooth-running, but still with character.
A bravo to England. The windbreak is not perfect.
But the wind flows around it
the helmet free of turbulence.

Scoring: costs / environment

High quality paint, small gaps, Torx screws ?? concerning
Processing collects the Sprint
neat points. Likewise through the 10,000 inspection intervals. Consumption goes given
direct power delivery
okay. Because that’s the way it is: power comes from fuel.

Conclusion

The experience factor is on this
Motorcycle high in a double sense.
The Sprint ST is a real sport-
tourer, you actually succeed
Balancing act between sport and touring. The addicting motor is, if you may, a characterful, stylish highlight from a pole on which a lot of ready-made goods usually hang.
So it’s best to do a test drive.

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