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Moto del día: Triumph Sprint ST 955/955i
Moto del día: Triumph Sprint ST 955/955i. Naca para ser la competencia mas directa de la reina del segmento, la Honda VFR.
Source: motos.espirituracer.com
Date Published: 8/17/2021
View: 2231
Busco opiniones Triumph Sprint 955 ST – Forocoches
Buenas, me ofrecen un Triumph Sprint 955 ST del 03 con 46000km por poco más de 300 duros .En teoría esta al día de todo sin ningún …
Source: forocoches.com
Date Published: 3/1/2022
View: 6048
dudas triumph sprint 955 – Elclubtriumph.es
Así que es ahí cuando me he planteado la st, que despues de leer en este foro las opiniones de sus conductores, parece ser que la “bicha” no está nada mal.
Source: elclubtriumph.es
Date Published: 1/17/2021
View: 3783
TRIUMPH SPRINT ST (1998-2004) Review | Specs & Prices
Good bits: headlights are brill, handling is more refined (read boring). Every time I pull out the old 955i a gurt big grin comes with it. The Triumph ST 955i …
Source: www.motorcyclenews.com
Date Published: 1/28/2021
View: 530
Triumph Sprint ST – Motociclismo
Ver y sentir. Comparativa turismo. Tras esta comparativa ha quedado demostrado que la actual Sprint ST es más que una Sport-Turismo al uso.
Source: www.motociclismo.es
Date Published: 6/29/2022
View: 1579
2003 Triumph Sprint ST – MotorbikesToday
Triumph Sprint ST. Second opinion by Dick Henneman. In 2002 Triumph took the decision to put the 955i Daytona engine in their sports tourer – and an …
Source: www.motorbikestoday.com
Date Published: 11/11/2021
View: 2409
2002 Triumph Sprint ST 955i Road Test | Rider Magazine
The twin-spar aluminum frame and single-sed swingarm are unchanged from the previous model. That’s a good thing, as the chassis is heck-for- …
Source: ridermagazine.com
Date Published: 2/28/2021
View: 8399
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주제에 대한 기사 평가 triumph sprint st 955i opiniones
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dudas triumph sprint 955
dudas triumph sprint 955
fosebo 23-03-2009 21:09:58 Buenas!
tengo unas dudas sobre esta máquina, y me gustaría porder hacer unas pregutas a quien tenga esta montura.
Os cuento un poco
Actualmente tengo una suzuki sv 650 s, con la que estoy encantado, en todo menos en una cosa… la posición del acompańante, mi mujer se queja siempre que hacemos viajes largos.
Este ańo, tenemos pensado hacer un viaje y por eso me estoy planteando la triumph sprint 955 st de segunda mano.
He pensado tambien en una VFR, pero como mi pto no es muy alto, por que quería vender la sv y con esa cantidad comprar otra, me tengo que ir motos del 95/97 más o menos.
Así que es ahí cuando me he planteado la st, que despues de leer en este foro las opiniones de sus conductores, parece ser que la “bicha” no está nada mal.
Ahora vienen las dudas Además de hacer viajes largos en ella, me gusta tambien hacer curvas los fines de semana y entro en circuito una o dos veces al ańo. żme valdrá la triumph? con sus limitaciones claro, ya se que no es, ni va a ser una r, pero los que las teneis, żque tal se comporta en carreteras reviradas?, para viajar tengo claro que es excepcional, pero tengo miedo de que despues sea un poco pesada y se haga torpe para enlazar curvas, o esté rozando constantemente.
Muchas gracias de antemano y perdonar por el “ladrillo”.
Saludos.
Angel 23-03-2009 22:13:23
Muchas gracias de antemano y perdonar por el “ladrillo”.
Saludos.[/quote2cntlj7x]Si has pensado en la VRF, la sprint la supera con creces. He pensado tambien en una VFR[/color2cntlj7x], pero como mi pto no es muy alto, por que quería vender la sv y con esa cantidad comprar otra, me tengo que ir motos del 95/97 más o menos.Muchas gracias de antemano y perdonar por el “ladrillo”.Saludos.[/quote2cntlj7x]Si has pensado en la VRF, la sprint la supera con creces.
motero26 23-03-2009 22:18:38
viewtopic.php?f=5&t=29255 yo no la tengo pero probe una un dia de un amigo y estuve apunto de comprar una y va de maravilla es mucho mas moto que la sv y en circuito sabiendo con lo que entras todo arregladoes mucho mas deportiva que un vfr y siempre la gano en todas las pruebas y aqui tienes una practicamente nueva echala un vistazo
fosebo 23-03-2009 22:20:41 yo no la tengo pero probe una un dia de un amigo y estuve apunto de comprar una y va de maravilla es mucho mas moto que la sv y en circuito sabiendo con lo que entras todo arregladoes mucho mas deportiva que un vfr y siempre la gano en todas las pruebas y aqui tienes una practicamente nueva echala un vistazo
viewtopic.php?f=5&t=29255 [/quote3kcnkb0m]
Ya la he visto… lo que pasa es que me queda lejisimos…
Por cierto, nadie tendrá una prueba de la sprint 955? yo tengo varias pero de la 1050, que por cierto es preciosa.
Anonymous 23-03-2009 22:23:26 yo no la tengo pero probe una un dia de un amigo y estuve apunto de comprar una y va de maravilla es mucho mas moto que la sv y en circuito sabiendo con lo que entras todo arregladoes mucho mas deportiva que un vfr y siempre la gano en todas las pruebas y aqui tienes una practicamente nueva echala un vistazo
viewtopic.php?f=5&t=29255 [/quote2gno82xc]
Ya la he visto… lo que pasa es que me queda lejisimos…
Por cierto, nadie tendrá una prueba de la sprint 955? yo tengo varias pero de la 1050, que por cierto es preciosa.[/quote2gno82xc]
En avion queda a un paso
jomova 24-03-2009 00:06:49 Creo recordar que en la revista La Moto habia un número del ańo 2008 con una prueba de segunda mano de la ST.
Yo he tenido VFR y después una ST. Te aconsejo el cambio con los ojos cerrados.
Hace dos semana vendí mi ST con siete ańos y en perfecto estado de revista. El comprador está encantado con la moto. Creo que Dominatorr ha vendido también la suya y te puedo asegurar que los que la tienen en este foro y fuera de él, solo pueden hablar maravillas de la moto. Superequilibrada y fiable a más no poder.
Creo recordar que en el concesionario de Sevilla I+D habia una en verde del ańo 2003 que está bastante bien. Si quieres puedes contactar con el concesionario y que te manden fotos de la moto.
Suerte y lanzate que no te arrepentiras. De hecho mi mujer se ha quedado con la pena, porque según ella, iba mejor en la ST que en la nueva Tiger.
Para viajar es estupenda y tienes unos kits de herrajes y maletas de sustitución rapida de la marca SW Motech que va de lujo.
Si necesitas más información dame un toquecito.
Salu2
fosebo 24-03-2009 08:01:49 Creo recordar que en la revista La Moto habia un número del ańo 2008 con una prueba de segunda mano de la ST.
Yo he tenido VFR y después una ST. Te aconsejo el cambio con los ojos cerrados.
Hace dos semana vendí mi ST con siete ańos y en perfecto estado de revista. El comprador está encantado con la moto. Creo que Dominatorr ha vendido también la suya y te puedo asegurar que los que la tienen en este foro y fuera de él, solo pueden hablar maravillas de la moto. Superequilibrada y fiable a más no poder.
Creo recordar que en el concesionario de Sevilla I+D habia una en verde del ańo 2003 que está bastante bien. Si quieres puedes contactar con el concesionario y que te manden fotos de la moto.
Suerte y lanzate que no te arrepentiras. De hecho mi mujer se ha quedado con la pena, porque según ella, iba mejor en la ST que en la nueva Tiger.
Para viajar es estupenda y tienes unos kits de herrajes y maletas de sustitución rapida de la marca SW Motech que va de lujo.
Si necesitas más información dame un toquecito.
Salu2[/quote2f1lamta]
Y como se comporta en curvas? roza con facilidad?
jomova 24-03-2009 13:38:28 Tienes que ir muy, muy, muy fuerte para rozar los bajos o las estriberas. El escape no da, así que sin problema.
Eso sí, tienes que hacer un trabajo previo de ajuste de suspensiones. De serie viene blandita como corresponde a una Sport Turismo.
Davidaytor 24-03-2009 13:43:27 , para eso la de mi firma………..
Para circuito no te vale………., para eso la de mi firma………..
Angel 24-03-2009 13:45:14 Para circuito no te vale………. , para eso la de mi firma………..
[/quote1p6kez03] no pierdes una.fosebo 24-03-2009 14:05:21 Para circuito no te vale………. , para eso la de mi firma………..
[/quotez9jb40nr]Hombre… si compro la sprint, te aseguro que entra en ciercuito con maletas laterales y todo!!!
Por cierto, si quieres te cambio la daytona por la SV
Jomova, gracias por tu respuesta, de todos modos, las suspensones no tienen mucha regulacion… precarla la horquilla y precarga y extensión el amortiguador no?
saludo y gracias a todos por las respuestas.
jomova 24-03-2009 15:40:56 Si vas a entrar mucho en circuito puedes probar a poner un aceite un poco más viscoso (no mucho que revientas los retenes).
Tengo un cliente que entraba con asiduidad a circuito con la ST y no se quedaba atras con las deportivas. Eso sí, tienes que hacer el trabajo de entrada a la curva antes que con las racing, pero tienes moto para todo.
Otro compańero del foro (hace tiempo que no lo leo) tiene una ST en plata a la que le puso unos “Jolins (Öhlins)” y la moto mejora muchisimo. También puedes colocarle unos Technoflex que trabajan bien y tienen una pinta estupenda. De hecho a la Tiger le montaré uno en breve (cuando la parienta me deje respirar un poco con la pasta. Ahora estamos de obras en la casa………jejejejejejejeje).
De todas formas creo que hasta que no pruebes una o al menos sientas el motor, por mucho que te comenten no podrás tener una noción cierta de que estamos hablando. Una vez que pruebas el Tricilindrico tus valores sobre la moto cambian una barbaridad.
Salu2
Angel120 24-03-2009 17:15:49 Indudablemente la ST y la VFR son muy buenas motos.
Tengo 2 colegas con VFRs de la quinta de la mía (no sé si las tienen todavía) y a nivel ciclo son motos muy parecidas a la ST. Para el pasajero es muy cómoda la ST, ya que tiene las estriberas del pasajero muy bajas y no tiene que doblar las rodillas. A nivel de motor, los cc de más y el tricilíndrico se notan en el empuje en medios. Y ańade un consumo inferior en la ST (1 litro o más). En las comparativas de la época la ponían mejor que a la VFR, y para que una revista se “moje” en contra de Honda….
También tengo otro colega que tenía un SV y se compró una ST y está encantado.
Respecto a la faceta racing, va muy bien y en circuito disfrutarás pero no es una 600. Como te comentan tiene las suspensiones tirando a “blandas”, pesa más que una deportiva, las estriberas están bajas y los avisadores son largos. Si pilotas sin descolgarte en circuito rozarán y si te molesta puedes hacer como sprinter, quitarlos. Yo las veces que me he metido en circuito he disfrutado, y es que no se puede tener todo…
barak 24-03-2009 20:08:50
Te dejo el enlace con comentarios y fotos.
viewtopic.php?f=1&t=23630&start=0&st=0&sk=t&sd=a
Me la compré nueva hace seis ańos, y sigo con ella. Espero que te sirva de referencia.
El compańero con amortiguador Ohlins y ST gris es RTO.
Saludos Yo tengo una con la que voy a trabajar, salgo fines de semana, hago rutas de 400 Kms con mi mujer de paquete, y he entrado dos veces a circuitos, Almería y Cheste.Te dejo el enlace con comentarios y fotos.Me la compré nueva hace seis ańos, y sigo con ella. Espero que te sirva de referencia.El compańero con amortiguador Ohlins y ST gris es RTO.Saludos
jomova 24-03-2009 21:30:47 Muchas Gracias por las aclaraciones y la identificación de RTO.
fosebo 24-03-2009 21:52:51
El tema va viento en popa, la SV esta apalabrada hasta el sábado
Ya os contaré…
Por cierto, ya que estoy con el interrogatorio, como anda de consumos la 955? Muchísimas gracias barak, necesitaba saber si alguien había entrado y que tal se había comportado.El tema va viento en popa, la SV esta apalabrada hasta el sábadoYa os contaré…Por cierto, ya que estoy con el interrogatorio, como anda de consumos la 955?
jomova 25-03-2009 17:22:09 La mia me consumia en viajes una media de 4,5 a los 100.
Estando hace dos ańos en los Pirineos con McCoy, Erjuli y Lolo se quedaban flipados de lo poco que consumia la ST. El ańo pasado comparando con la Tiger de TigerJorge en el viaje que hicimos a Asturias y Galicia venia gastando lo mismo, unos 4,5 litro. Casi un litro y algo menos que la Tiger a la misma velocidad.
Como te dije antes, es una pedazo de moto con un pedazo de motor.
Salu2
fosebo 25-03-2009 19:09:09 Mierda…. ahora que tengo la sv apalabrada, viewtopic.php?f=5&t=29255
esta otra que estaba impecable ya se ha vendido… aunque es cierto que me quedaba bastante lejos.
Asi que a continuar con la busqueda.
fosebo 25-03-2009 19:11:14 La mia me consumia en viajes una media de 4,5 a los 100.
Estando hace dos ańos en los Pirineos con McCoy, Erjuli y Lolo se quedaban flipados de lo poco que consumia la ST. El ańo pasado comparando con la Tiger de TigerJorge en el viaje que hicimos a Asturias y Galicia venia gastando lo mismo, unos 4,5 litro. Casi un litro y algo menos que la Tiger a la misma velocidad.
Como te dije antes, es una pedazo de moto con un pedazo de motor.
Salu2[/quote307gumng]
La verdad que para ser una 1000… no es nada, eso era lo que consumia mi gs 500….
jomova 25-03-2009 22:43:10 Como te comenté, en el concesionario I+D de Sevilla hay una del ańo 2003 bastante bien y creo recordar que tenian una en TodoMoto (BMW) de color azul y con todo el equipamiento para viajar (maletas laterales, topcase y pantalla sobreelevada). No se como andará de precio, pero al antiguo dueńo lo conozco y la moto la tenia de dulce. La vendio por que la mujer se quedo embarazada y empezo a darle el cońazo con que dejara la moto. Ahora tiene una Piaggio Beverly 500 para ir al trabajo.
Voy a ver si me entero del estado de la moto y de su precio.
Salu2
fosebo 26-03-2009 08:00:44 http://motos.coches.net/ocasion/triumph … 429590.htm
Estoy mirando esta seriamente. En cuanto tenga el dinero de la mia, que será el sábado si todo va bien, iré a por esta.
Me han mandado fotos detatlladas al mail y está impecable. Estoy mirando esta seriamente. En cuanto tenga el dinero de la mia, que será el sábado si todo va bien, iré a por esta.Me han mandado fotos detatlladas al mail y está impecable.
jarnotruji 26-03-2009 09:02:00 Hola. Por si te sirve de algo, te diré que yo compré una RS en julio pasado. Le he hecho unos 3000 kilometros este invierno (la compré al concesionario Triumph de ALmeria con 7 ańos y 19000 ktos.). Hasta la fecha estoy encantado con ella. He hecho en una mańana 400 kilometros y tan fresco. Mi mujer ha hecho alguna ruta conmigo y comenta que es muy comoda para el paquete (está deseando que llegue Jerez pa irnos para allá). En cuanto a “deportividad”, tengo un primo con una R6 para circuito, usease, que esta hartito de entrar en Jerez, en Tabernas, en Guadix, etc y probó la mia, eso si, en carretera, y claro, no es una R6, mas que nada por el peso y los muelles, pero que en cuanto a motor y frenos, de lujo. La comparó con la CBR 600F de su compadre de circuitos y casi que la supera en tacto de frenos (mi primo la equiparó a la R6 en cuanto a los frenos).
En cuanto a consumos, y volviendo a la opinion de “mi probador”, segun palabras textuales ante los consumos de mi moto “TU MOTO ESTA ROTA TIO, NO PUEDE CONSUMIR TAN POCO”, a lo que yo contesté que bendita “rotura”, con un tanque le he llegado a hacer 360 kilometros.
Bueno, mi moto no es la ST pero el motor es el mismo. Espero que mi opinion te haya servido de algo.
Un saludo
fosebo 26-03-2009 20:02:09 Como te comenté, en el concesionario I+D de Sevilla hay una del ańo 2003 bastante bien y creo recordar que tenian una en TodoMoto (BMW) de color azul y con todo el equipamiento para viajar (maletas laterales, topcase y pantalla sobreelevada). No se como andará de precio, pero al antiguo dueńo lo conozco y la moto la tenia de dulce. La vendio por que la mujer se quedo embarazada y empezo a darle el cońazo con que dejara la moto. Ahora tiene una Piaggio Beverly 500 para ir al trabajo.
Voy a ver si me entero del estado de la moto y de su precio.
Salu2[/quote1zz0t1gp]
No sabrás el tlf? no lo doy encontrado en internes…
fosebo 26-03-2009 20:05:04 Ni caso… ya encontré la tienda.
saludos.
jomova 26-03-2009 23:22:06 Suerte con la venta. La roja tiene muy buena pinta.
Para saber si la moto es del modelo 2003, no que se haya matriculado en el 2003, tiene que tener dos cables en el acelerador. Uno de accionamiento de los cuerpos de inyección y otro de retorno. El modelo 2003 pesa cinco o seis kilos menos y da cinco caballos más que la 2002.
Salu2
fosebo 26-03-2009 23:29:24
Si todo va bien, me compro esa!!!
Tengo unas ganas de tenerla. En teoria es el modelo del 2003… según me contó el tio.Si todo va bien, me compro esa!!!Tengo unas ganas de tenerla.
jomova 27-03-2009 09:18:26 Te alegrarás de tener esa pedazo de máquina.
Salu2
jomova 30-03-2009 00:08:26 Que pasa???
Te pillas ya “la burra”.
Espero a que nos des noticias.
Salu2
fosebo 30-03-2009 21:07:50
Mierda de crisis, el banco no le dejó el dinero, y eso que eran 2700 euros, pero, asi esta el tema…. Que va tio… se me han echado para atrás, a continuar esperando y haber si hay suerte y esa sprint continua ahi….Mierda de crisis, el banco no le dejó el dinero, y eso que eran 2700 euros, pero, asi esta el tema….
jomova 31-03-2009 10:37:17 Llama a I+D en Sevilla que tienen una en verde del ańo 2003. Además la moto es del concesionario y tienes garantia de una empresa. Si los llamas, y quedas en algo, me paso por allá y te doy una visual de la moto y si puedo le pego una vuelta para probarla por tí.
Animate que merece la pena pelear por esta moto.
Salu2
Triumph Sprint ST
Tanto su confort de marcha, como la protección que nos brinda también son elevados, y aunque su posición de conducción es un poco más radical que las de sus rivales, una vez que te haces a ella, la verdad es que es muy difícil ponerle pegas. Las rodillas van un poco más flexionadas y nuestro cuerpo va más inclinado hacia delante, cargando más peso sobre nuestros antebrazos, pero nada de esto supone que tengamos que realizar esfuerzos elevados para conducirla. Aunque está claro que el azote del viento nos puede castigar más que en sus rivales a la hora de realizar trayectos largos, puedes agachar un poco la cabeza y encontrar una protección más que aceptable tras su redondeada cúpula.
El propulsor de esta inglesa es el que más nos ha gustado de los tres. Aunque no alcanza la potencia máxima del Yamaha, es el que nos ha parecido más completo. Tanto en aceleración, como en recuperación, se beneficia de su mejor relación peso/potencia, igualando a la Yamaha y mejorando incluso los registros de la japonesa en recuperación en sexta. La respuesta al acelerador es totalmente lineal y su tricilíndrico es el que posee la banda de utilización más amplia. Empuja con carácter desde antes de llegar a las 3.000 rpm y no desfallece hasta superar la 9.000 rpm. Además del funcionamiento vigoroso, el sonido ronco y bonito que produce y que emana por su escape central es otro aspecto destacable en ella. Con respecto a su funcionamiento, señalar que el accionamiento del cambio es más ruidoso de lo normal, aunque éste funciona con precisión y rapidez. También conviene recordar que es la única de las tres motos de esta comparativa que no posee transmisión por cardan, y su cadena necesitó ser tensada y engrasada en los cerca de 2.000 km que recorrimos en esta comparativa, operaciones que no fueron necesarias en su compañeras de viaje. Con el depósito lleno pesa 257 kg, exactamente lo mismo que la BMW con el depósito vacío, lo que nos da una idea de su «ligereza ». Gracias a ello consigue moverse con mayor agilidad y rapidez entre curva y curva ,y en prácticamente todo tipo de carreteras es la que marca el ritmo. Tan sólo es un tanto esquiva a carreteras con asfalto en mal estado. El tarado de las suspensiones es más fi rme que el de sus rivales. Por este motivo absorben peor las irregularidades, obligándonos a bajar el ritmo en ocasiones para tener la situación controlada, aunque esto sólo ocurre cuando circulamos a ritmo ligero.
La Sprint ST es la moto de aspiraciones más deportivas de esta comparativa. Su posición de conducción es en cierta media radical, pero lo justo para no llegar a fatigarte en trayectos largos. Su motor es el más completo de los tres y el conjunto es el que te permite mantener ritmos más altos. La buena estabilidad y el precio interesante son también aspectos destacables en esta Triumph.
La arquitectura de la Sprint es la de planteamientos más radicales y eso se traduce también en una dirección precisa y rápida. A buen seguro que, calzada con unos neumáticos más deportivos que los que trae de serie, esta inglesa puede convertirse en una devoradora de curvas incansable, gracias también a que es la que posee la mayor altura libre al suelo de las tres motos de esta comparativa. Otro aspecto que inclina la balanza a su favor, sin duda, es su precio. Por sólo 11.760 euros puedes disfrutar de una moto realmente completa, y que puedes adquirir con ABS pagando un poco más.
LAS CLAVES
La Sprint ST nació como una sport-turismo, pero Triumph le quiso otorgar un carácter más rutero el año pasado, montándole unos semimanillares más altos, un asiento reformado, una pantalla «aero» más amplia y maletas incluidas en su equipamiento de serie. El motor tetracilíndrico en línea posee 1.050 cc y su transmisión secundaria es por cadena. Con un peso en orden de marcha de 257 kg es la más ligera de esta comparativa y gracias a sus 122 CV consigue un relación peso/potencia intersante El basculante monobrazo de aluminio y el silenciador central de triple salida son sus principales señas de identidad.
Triumph Sprint ST
Triumph’s new Sprint ST is already a huge success, but has it got what it takes to be the No1 in the Sports Tourer market? So what is a Sports Tourer then? Well, a true sports tourer is a bike that can be pushed along at a respectable pace and with some determination whilst offering running gear that allows this somewhat spirited going, but there’s more.. A Sports Tourer will allow you to sit on it all day without getting a bad back, sore arms and neck ache, carry a pillion in relative comfort, load up your stuff into good, usually optional, factory luggage, boast a pretty high level of wind protection and have very good reliability. So building a proper sports tourer demands a lot from any manufacturer, in fact it is possibly the closest thing to demanding the “perfect” all round motorcycle. The sports tourer class is quite well populated but there are not too many bikes that have been designed to have a true dual role, and there are few that do it particularly well. Triumph’s Sprint ST has been universally acclaimed as one of the kings of the sports tourer category. The power delivery is smooth all the way up the rev range, just like a sports tourer should be, and with the same engine as the Speed Triple and Sprint RS the engine is just right for its intended task. The injected 118bhp, 75ft-lb torque 955cc triple powerplant has been retuned for a bit more midrange grunt, but isn’t lacking anywhere in its new guise. Just wind it on and you’re given a smooth, linear spread of power from tickover all the way to the bike’s 9500rpm redline. The engine spins freely through the gears, utilising a revised claw-type gear-change mechanism and giving a much smoother and more positive shift action than on previous models.It really doesn’t take much time at all to get well into illegal speeds, and not realise it! The latest exhaust system has been modified with new downpipes and balance-pipe to boost midrange, and to satisfy the emission-police in Europe and North America. A nice idea is the two-position exhaust, either fixed high for added cornering clearance, or lower down to allow room for fitted luggage. Bodywork is nigh-on the same with the graphics changed and the twin-spar aluminium frame and single-side swingarm remain unchanged. The one thing that still stands out with the Sprint ST and all the other triples from Triumph is the noise, it sounds great, even if it is from a standard silencer, put an aftermarket pipe on there and it sounds fantastic! (he says speaking from past experience with my own high level carbon race can on my T595!) The brakes on the Sprint ST are absolutely brilliant. Four-piston calipers on 320mm discs up front have good initial bite when hauling the bike down from high speeds, but combine that with plenty of power and feel and you have superbike brakes on a Sports Tourer! A few years ago you just wouldn’t get this type of set up on this type of bike. The rear brake is ok but in comparison to the front is is non-existent, but who cares, apart from the odd U-turn who needs rear brakes! Getting on the bike you are greeted with a neat array of instruments and good controls. The seating and positioning are very good for almost any distance complemented by a slightly forward riding position, with the footpegs giving good legroom and allowing knees and upper legs to slot into the tank cutouts perfectly, and the protection from the broad, but not too high screen is excellent even at high speed. To ride the Sprint ST around town and in traffic is an absolute doddle. You would think that riding a 207kg bike would be somewhat difficult but the ST hides its weight very well. With its smooth power delivery at the lowest of speeds you can concentrate on riding rather than throttle control, unlike on some other bikes, allowing you a more relaxed time of it. Out on the open roads is where you find the Sprint coming into its own though, it handles well, steers well and even with minimal suspension adjustment takes most roads in its stride. The only criticism I would have here is that the front end is a little soft for my liking, but with a little playing around with the pre-load I’m sure it would sort itself out. During my time with the bike I had an opportunity to carry a pillion for some 70 odd miles and the ST seemed totally un-phased by this. The comfort (so I’m told was excellent) and the overall stability was un-effected and wind buffet was not increased. On that particular day I managed to cover some 260 miles running between meetings and I can honestly say that it didn’t feel like it at all. On some bikes you know you have done it, but the ST just took it all in its stride, but then I suppose that’s what a Sports Tourer is all about really. The overall quality of the Sprint ST is excellent, I had the silver version as you can see in the photographs. There are some nice touches with the ST including a pillion seat cowling (a factory option) and the broad pad on the bottom of the sidestand, eliminating the need to search for bits of wood etc on soft surfaces. Optional factory extras include fitted panniers (including bracket kit to angle the pipe a bit lower), heated grips and a rear hugger. It was sad to drop the Sprint ST back at Triumph’s factory in Hinckley, it had taken me on numerous journeys over the past week and it had been a pleasure to ride it. Value for money, comfortable, easy to ride, well made, they’re all words which can be used to sum up the Sprint ST, but they give no idea of the satisfaction you get from riding one of these bikes. If you’re looking for a Sports Tourer then there are a lot of bikes out there, Honda’s VFR800, Ducati’s ST4, Aprilia’s Falco, are all contenders for this segment of the market. This makes the final decision hard, but with the advent of the new Triumph Sprint ST, the choice could have just become a whole lot easier…
For specs & price go to the New Bike Guide or see below Triumph Sprint ST Second opinion by Dick Henneman In 2002 Triumph took the decision to put the 955i Daytona engine in their sports tourer – and an excellent decision it was too! For this year they’ve left things alone apart from a colour change, which is good and then again not so good. But I’m getting ahead of myself. Throw a leg over the deep, well-padded seat and the average rider will have no problems getting both feet firmly on the ground. It’s only a short reach to the bars and all the usual controls fall easily to hand, to give a relaxed riding position that’s best described as being on the sporting side of touring. A couple of hours in the saddle won’t cause any of the numb-buttock and leg-twitching sensations common with more focused sportsbike riding, but at the same time there’s plenty of space to move around on the bike and even hang well off if you want to get a move on. Sounds about right then! The instruments are mostly analogue, with a large central white-faced tacho, smaller fuel and water temperature gauges on the right and the speedo with digital odometer and trip on the left. And almost as an afterthought there’s a small digital clock that’s so deeply recessed that you have have your head in just the right position in order to see it. Below the screen there’s the usual row of “idiot-lights” for indicators, high beam, oil pressure, low fuel, neutral, charge and engine management maladies. On the move everything apart from the clock is easy to read, although the numbers on the speedo are a bit small and close together. However, by modern standards the whole thing is beginning to look a bit dated. OK – let’s get this thing rolling. Turn on the ignition, check for neutral and press the starter button. Nothing! Ah – it’s a Triumph, so you have to pull in the clutch lever. Press the button again and after a couple of revolutions the engine rumbles into life and the engine management system sets it into a fast idle. A quick check on the controls before setting off – just a minute, I can pull the front brake lever back to the bars! I’m assured that this is normal (normal?), but I’m not convinced and I’m going to take things easy for the first couple of miles and check this out. Into first and the light clutch engages smoothly and the engines pulls away cleanly and strongly. Right, let’s look at these brakes. Straight quiet road, plenty of space, 40 mph, de-clutch, gentle pull on the brake lever – Strewth! I almost land on the front tyre. No problems with the front brakes then, and as I clock up more miles I find that hard stops from seriously silly three-figure speeds rarely needs more than a gentle two-finger pull on the lever. The rear brake however can best be described as “for MoTs only”, since even standing hard on the pedal seems to have no discernable effect upon forward motion. Hmm? Back to the riding. The 955 motor really is a stonker, and de-tuned from its Daytona-spec it develops even more torque for fuss-free, press-on riding. Its ability to pull hard and clean from 2,500rpm in any gear makes overtaking a doddle, and even with a pillion and a full luggage load, steamin’ across Europe is not going to be a problem on the ST. With the tacho red-lined at 9,500 this is an engine that doesn’t need to be revved to get the most from it, as the wide spread of torque means that you don’t have to be going up and down the box all the time to make good progress. Which is perhaps just as well as the gearchange on the test bike was rather stiff and notchy, although there was never a problem selecting a gear or getting any false neutrals. Perhaps it will loosen up after a few thousand miles. The Sagem engine management system does a good job of getting the right amount of fuel/air mix into the engine at the right time, but there there were one or two “snatchy” moments when cracking the throttle open in low-speed second-gear corners. Some of this might have been down to a little too much slack in the throttle cable or the drive chain loosening up from new, but we didn’t have time during the test to adjust these and see if they made any difference. And although the bike came with a comprehensive toolkit, we didn’t have the handbook to find out the correct settings. The dual-rate springs in the 43mm front forks work well with the monoshock on the rear single-sided swingarm, to give a firm but compliant ride that soaks up the bumps but still provides plenty of feedback. It’s only when the pace hots up that the lack of any damping adjustment on the forks makes its presence felt, and the the front can get a little twitchy but things never get out of hand. This is a good-handling bike that steers well, can be used to attack corners and holds a stable line through the bends; the whole plot being supplemented by that glorious engine with its wonderful three-cylinder growl and exhaust note, slightly subdued now with an 80dbA end can. At the rear there’s adjustable compression damping and a simple preload adjuster that can be accessed with a screwdriver blade through a hole in the left side of the frame; both useful features for a bike that may need to be well loaded up for those touring two-up touring trips across the continent. Like all their bikes, Triumph can supply a comprehensive range of accessories for the ST from a 3-box luggage set to a rear seat cowl, by way of a carbon endcan, paddock stand, alarm, dust cover, heated grips and even a disc brake lock. You’ll probably need their tank bag if you’re going touring, as your magnetic one won’t stick well to the composite petrol tank on the ST. Although the fairing shape is not cutting-edge and may not be to everyone’s taste, there’s no doubt that it’s incredibly effective. At speed, there’s just enough wind pressure to take the small amount of body weight off the wrists, and the rest is deflected cleanly over the helmet to give a very relaxed ride. Add to this the stress-free nature of the engine and it’s superb pulling ability, and you can find 120+mph indicated on the speedo without even trying. Which can be a little disturbing on a 50-limit road! The fairing also contributes to the good fuel consumption figures, and although we didn’t thrash the n*ts off it, it was ridden reasonably hard for most of the time on test and we never got less than 40 mpg. With a 19.5 litre tank this gives a useful range of 160+ miles between fuel stops; but the fuel gauge will be showing almost empty by 120 miles, although at 100 miles it will still be on full. If all this sounds as though I liked this bike, then you’d be right. But there are a few flies in the ointment. I’m just under 6 foot tall and not known for being long in the leg, but my knees were rubbing hard against the rear edges of fairing panels. While this wasn’t uncomfortable, it was unexpected on a bike of this size and is certainly going to mark the panels after a few thousand miles. Moving the pegs would be an option but you’re unlikely to find someone making rearsets for a Sprint ST, and if you do then they’re certainly not going to improve the comfort factor of the riding position. And the fairing panels don’t appear to fit the frame too well. The top edge of the panel doesn’t follow the line of the frame, and the gap between the two varies considerably from front to rear. The rear bodywork also comes in for some criticism as the lower part of this completely open. This means that muck from the rear wheel is going to get up inside the rear subframe and make a right mess of everything the first time you go out in the rain. A rear hugger would improve matters here, but you’ll have to pay extra to get one fitted. Conclusion The Sprint ST is aimed directly at the section of the market that for many years now has been dominated by the Honda VFR, so the boys at Hinkley have given themselves a tough challenge. They should be complimented for producing a bike that has all the dynamic qualities that a sports tourer requires. Tech Specs * List price £7,499
* Water cooled 955cc 3-cylinder transverse 12-valve 4-stroke.
* Aluminium beam perimeter frame.
* Tyres 120/70 x 17 front, 180/55 x 17 rear on 3-spoke alloys
* Kerb weight (dry) 207 kg
* Seat height 805mm
* Fuel capacity 19.5 litres
* Colours – Aston Green, Aluminium Silver, Caspian Blue
* Performance -118bhp (120PS) @ 9,100rpm; Torque 74ft/lbs (100Nm) @ 5,100rpm
2002 Triumph Sprint ST 955i Road Test
Approach the new Triumph Sprint ST 955i, take it for a blast through the hills, and it will serve as a mirror for your attitude toward sport touring. If you love the Sprint ST, it will immediately define your understanding of the genre as sport touring. If you decide one of the more fully featured machines suit you better, your tastes may lean toward sport touring.
We are entering a golden age of this type of riding. After more than a dozen model years, Honda has introduced the ST1300, the successor to its very competent ST1100. Likewise, Yamaha has countered with its FJR1300, and suddenly the whole subject of sport touring is hot again.
How do you know if you’re ripe for the Sprint? If you wear out the sides of your tires before the centers; if you not only know how to lubricate and adjust a drive chain, but actually enjoy doing so; if you consider more than 550 pounds of wet weight as excessive; and if you still refer to full fairings as “barn doors,” you sound like Triumph Sprint ST material.
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With the market moving toward ever larger, heavier machines with greater engine displacement and higher performance, Triumph has embraced the high-powered part, while giving a pass to the weight issue. The Sprint ST for 2002 utilizes the same heavily revamped, liquid-cooled, 955cc fuel-injected three-cylinder engine that also powers the Speed Triple and Sprint RS this year. The new engine features high-pressure, die-cast crankcases for lightness and strength, dual-overhead cams and a four-valve head. Compression has been bumped from 11.2 to 12.0:1 from last year’s Sprint ST, and the new cylinder head utilizes 1mm-larger intake valves and 1mm-smaller exhaust valves, set at a narrower included angle, to enhance flow. The cast pistons run in steel liners, and even crankcase breathing has been revised to minimize power loss.
Smaller, lighter fuel injectors are paired with a larger airbox, and light, efficient plug-top ignition coils feed the fires. An oxygen sensor now monitors and adjusts the fuel/air mixture, and injection mapping has been adjusted for increased midrange. The alternator has been moved to the left end of the crankshaft, and the starter motor to the right, thereby reducing noise and eliminating the separate alternator gear drive. A new balance pipe and exhaust headers hang on the front of the engine. In the interest of emissions, German and California models get a secondary air-injection system.
Most of these changes were designed to enhance midrange torque, add 10 horsepower and smooth the shifting. Despite all this, Triumph tells us the new engine is 5.5 pounds lighter than its predecessor. Our Sprint ST generated a very respectable 107.8 peak horsepower at the rear wheel at redline, 9,500 rpm, and 66 pounds-feet of torque at 7,600 rpm. That’s 6.3 horsepower and 1.3 pounds-feet of torque more than our 1999 test bike.
The twin-spar aluminum frame and single-sided swingarm are unchanged from the previous model. That’s a good thing, as the chassis is heck-for-strong and more than adequate for its duties. Power is still transferred by chain final drive.
Take a seat and you’ll find the Sprint ST fairly comfortable for such a sporty bike. You’re leaned slightly forward over a low shield, your feet held relatively high for cornering clearance on a seat 31.5 inches off the pavement.
The engine catches with that characteristic throaty Triumph triple growl and industrial-sounding whir, with a welling roar under acceleration. Snick its six-speed transmission into gear and notice the high effort required by the cable-actuated clutch lever, and the high effort to shift. The throttle likewise requires a good twist. Obviously the home office needs to pay some attention to making the controls more user friendly.
The Sprint ST is relatively high-geared; first gear won’t win you any slow races, and at the high end fifth and sixth gear ratios are spaced very closely together. At an indicated 65 mph the engine is turning 4,200 rpm in fourth gear, and 3,800 in fifth. We often short-shifted from fourth to sixth, which yielded 3,500 rpm at 65. The clutch effort becomes tiring by the end of the day, and its lever offers no adjustment wheel.
Every member of the Rider staff has put some serious miles on the Sprint ST, and I rode it from our Ventura offices to north of San Francisco, a distance of about 400 miles in each direction, and also took it on day rides. Those miles gave us the chance to savor the Sprint. Its sporty, compact riding position rotates the hips slightly forward, which was comfortable for perhaps 75 miles, after which I sought relief by stretching my feet back to the passenger pegs. Seating comfort overall, however, was quite good.
The low shield shunts the wind to mid-chest level, which was fine for my long ride. Triumph offers a taller shield for $169.95. Those stalk-mounted mirrors provide a very useful, calm view, and are easily adjustable.
The 43mm fork allows for spring preload adjustments, and was biased toward comfort. At sporting speeds, even with the adjusters turned fully in, I still wanted stiffer springs. It also exhibited what I felt was excessive dive under hard braking.
The single-shock rear suspension offers spring preload adjustment and stepless rebound damping settings. While it was adequate and well-controlled on our trip, the shock fell short of offering the kind of plushness now available on state-of-the-art sport tourers from Germany and Japan.
Our Sprint was shod with Bridgestone Battlax BT57 radial tires, a 120/70-ZR17 front and 180/55-ZR17 rear, which changed character as they wore. Initially, the bike did not want to turn in readily, despite the fact that its 25.3-degree rake and 3.7 inches of trail hinted at relatively quick steering. Initiating turns required an inordinate amount of effort, then at extreme lean angles the bike wanted to fall into the turn. A friend following me on our favorite mountain road remarked, “You don’t seem happy on that bike.”
After a long, straight shot to San Francisco, and more curving roads heading back, the tires wore in and completely changed character. Now they were rolling into turns easily and predictably. In my experience Bridgestone offers some excellent rubber, but if the Triumph were my personal ride my next set of tires would be some other Bridgestone model, or another brand of sport-touring tire.
The new engine loves to rev, yet delivers power over a wide rpm range. It can be throttled down to a mere 2,500 rpm in sixth gear without protest, then when you twist the gas it gathers itself up with a rush past 4,000 rpm as it screams to its 9,500-rpm redline. High gearing allows it to turn just an indicated 3,200 rpm at 60 mph, and this willing accomplice may even have you burning along unintentionally at 80-90 mph if you’re inattentive. The fuel injection was spot-on for all of our 1,000-plus miles and is a major factor in the bike’s very tractable power.
Even with its four-position adjusting wheel set farthest from the grip, the front brake lever remained closer in than my stubby fingers wished. A greater range of adjustability would be welcome. The dual four-piston-caliper front brakes are powerful and very controllable, with good feel and modulation-don’t be intimidated by fork dive. The twin-piston rear single disc likewise offers good power and modulation.
The hard saddlebags measure 18 inches long, 11.75 inches high, and the lids and bodies total about 16 inches deep at their widest points. They will accept a full-face helmet. Two pairs of internal straps per bag help separate your gear, and a pair of locking flip latches draw the bags closed over bulky loads. The bags can be easily unlocked from the brackets and removed. Reinstallation involves sliding the bracket on the back of each bag onto a receptacle on the bike. The bags (which require a separate key from the ignition) are then slid forward and easily locked to the bike with another flip latch.
The saddlebags hold a decent amount and look good, but even a quick wash lets in an unacceptable amount of wetness. The bag label directs that no more than 13 pounds be loaded in each. Triumph’s clever exhaust system can be left in either the angled upward position without bags, or pivoted downward (as shown) to clear the optional saddlebags ($1,029 plus installation). Additional luggage options include a color-matched top box (add $470), and the extremely roomy, expandable Triumph tankbag shown ($155). It held a great deal and attached securely, but one of its minor zippers failed during our test.
If the hard luggage is too rich for your blood, Triumph also offers throw-over soft luggage. Other accessories for the Sprint include an alarm, heated grips, a color-coordinated rear-seat cowling and more.
The Sprint ST has a welcome centerstand, but the lift handle (which pivots out from the bodywork) is low and requires a dead lift. It’s hard on the back, especially with the bags loaded, and not approved by the American Chiropractic Association. The Sprint also lacks helmet holders; you’ll have to lock them in the bags, take them along or risk leaving them behind.
The Triumph ST is available in the Sapphire Blue shown, or choose between British Racing Green and Tornado Red. If the look of the full-bodied Sprint ST is not to your liking, you may wish to consider its sibling, the Sprint RS. This even sportier companion model has a conventional two-sided swingarm, a shorter wheelbase, a lower handlebar, less fairing coverage and is not designed to accept hard luggage.
We like the Triumph Sprint a lot. It generates a good deal of power, is relatively light, comfortable, sporty, and quality hard bags are available. Unfortunately, once you crunch the numbers and add the hard saddlebags to the $10,899 base price, you’ll find that at $11,928 it exceeds the price of the hot, new Yamaha FJR1300 ($11,499), and is only about a grand less than the new Honda ST1300 ($12,999, or $14,499 with ABS), both of which come with standard saddlebags.
If that is your sticking point I have three things to tell you: Triumph wet weight, 548 pounds; Yamaha FJR1300, 635 pounds; Honda ST1300 ABS, 716. While these two excellent, larger-displacement new bikes will definitely take a bite out of the Sprint ST’s potential market, it certainly has a place in your garage if your mirror reflects a rider who puts the emphasis on sport touring, lightness and performance.
2002 Triumph Sprint ST Review Specifications:
Base Price: $10,899
Price As Tested: $12,083 (optional hard saddlebags and tankbag)
Warranty: Two years, unltd. miles
ENGINE
Type: Liquid-cooled, transverse in-line triple
Displacement: 955cc
Bore x Stroke: 79.0 x 69.0mm
Compression Ratio: 12.0:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: 12,000 miles
Fuel Delivery: Multipoint sequential fuel injection
Lubrication System: Wet sump, 3.4-qt. cap.
Transmission: 6-speed, cable-actuated wet clutch
Final Drive: O-ring chain
ELECTRICAL
Ignition: Digital inductive type via electronic engine management system
Charging Output: 560 watts max.
Battery: 12V 12AH
CHASSIS
Frame: Aluminum beam perimeter w/ aluminum single-sided swingarm
Wheelbase: 57.9 in.
Rake/Trail: 25.3 degrees/3.7 in.
Seat Height: 31.5 in.
Suspension, Front: 43mm stanchions, adj. for spring preload w/ 5.0-in. stroke
Rear: Single shock, adj. for spring preload and rebound damping w/ 5.8-in. travel
Brakes, Front: Dual discs w/ opposed 4-piston calipers
Brakes, Rear: Single disc w/ 2-piston caliper
Wheels, Front: Cast, 3.50 x 17 in.
Wheels, Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Tires, Rear: 180/55-ZR17
Wet Weight: 548 lbs.
Load Capacity: 451 lbs.
GVWR: 999 lbs.
PERFORMANCE
Fuel Capacity: 5.1 gals., warning light on last 1.1 gals.
Average mpg: 44.8
Estimated Range: 228 miles
Indicated rpm at 60 mph: 3,200
If you’re interested in the 2002 Triumph Sprint ST 955i, you may also be interested in Rider‘s 2011 Triumph Sprint GT review.
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