Buying Used - Triumph Sprint ST

You can think what you like of Triumph but the facts are that since emerging onto the world stage at the start of the nineties, the re-born company has claimed a solid segment of the market for itself. Part of the reason for that success has been the Sprint range of sports tourers.

HISTORY
The Sprint has been with us for eight years in two guises, the ST which is unashamedly a fully-faired sports tourer in the mould of Honda's VFR and the RS, which is the ostensibly the same bike but with a half fairing.

Sticking with the modular concept the three-cylinder, DOHC, four-valve 955cc engine for the Sprint ST came from the T595 Daytona but this time slotted into a new alloy, perimeter-style frame. The engine itself was retuned for the new role and featured a new multipoint sequential-injection system breathing through an improved airbox and 41mm throttle bodies. A softer camshaft and exhaust system improved midrange torque and gave the ST a power curve more suited to the touring designation. That's not to say that the ST can't get up and get the blood racing because there's still well over 100 horses assigned to the job and, despite the hype associated with other models, that's plenty.

The new alloy, perimeter-beam chassis marked a move away from both the heavy steel backbone of the early models and the tubular alloy confection found on the Daytona and the Speed Triple. With a wheelbase of 1470mm and the front forks raked out at 25 degrees, stability is obviously where the ST is at. Up front and doing the bouncy thing are a pair of 43mm conventional telescopic forks from the house of Showa, while at the rear a rising rate monoshock, also from Showa, takes care of the single-sided swingarm. Adjustability is limited to preload only at the front and preload and rebound at the rear.

Naturally the ST runs on 17-inch wheels front and rear and the brakes are from the T595 Daytona. As a unit the ST has an organic curvy look that seems to appeal to just about anyone but never really provokes any cardiac-type excitement.

It's especially true when it's laden with the integrated Triumph accessory panniers that give it a large-bottomed look that rap musicians like to feature in their video clips.

In the five years the ST has been around it has benefited from two engine derivations, both being based on the T500 series. The earlier engines can be identified by looking under the seat at the ECM unit.

Earlier models have a large black box numbered EC2000 and the later models a small black box numbered EC1000. The later models, among other things, featured a new cylinder head which incorporated one millimetre larger inlet valves and one millimetre smaller exhaust valves and a stronger clutch. This engine produced 118hp as opposed to 104.

Other than the items listed above and a smaller fuel tank in 2003, down from 21 litres to 19.5 litres the ST changed very little. A sign that either the thing needed little in the way of changes, (a dangerous assumption) or a heavily revised machine was on the way which, of course, it was. 

ON THE ROAD
Perhaps the single most impressive part of the ST package is the three-cylinder engine. What's so special about it? Well, everyone's talked about it and those that have ridden a Triumph triple will understand what I'm about to say. Like a V-twin, the triple has a vibration and urge that is hard-wired to the human organism's receptors located somewhere in the guts. These in turn are linked to the endorphin taps and then to the smile muscles.

Throttle response is instant in any of the six gears, and accessible from just about anywhere in the rev range. This makes for excellent roll-on/roll-off, open-road, mid-range characteristics. It's perfect for covering long distances, thrusting two people and luggage past a line of traffic up a hill, or running a gear higher than normal into a bend, secure in the knowledge that the surge of exit torque will coincide with the moment when you stand it up to fire it at the next corner.

In these sorts of situations the ST is a great companion. Once you get used to the slightly top-heavy feel, the handling is neutral and sure-footed. The suspension, which is relatively unsophisticated and softly sprung copes with bumps and lumps easily, swallowing them up with an occasional thump through the bars and seat just to remind you of what's going on. In truth it's unlikely that many people will bother doing anything to the suspension as it matches the design brief so well. Having said that no suspension lasts forever and a freshen-up is no bad thing.

Comfort is acceptable for a machine of this type. The seat, which is short-person friendly at 800mm, is flat and broad and the bars and footrests apparently feel about right for most people. However, as always, adjustability and a licence-preserving cruise control are of course missing.

Brakes are good; as has been mentioned they came from the Daytona - so you'd be surprised if I said they were crap. Once again they're a good balance and ideally suited to the character of the bike in that they possess good initial bite and build strength in direct proportion to lever grip while providing enough feedback to keep the rider informed of any potential for lockup.

As for economy: I've heard of improbable claims of 600 kilometres from a tank. Realistically though, about 16-18km/l in day-to-day use is more likely.

IN THE WORKSHOP
Beyond doing oil and filter changes, there's not a lot for the home mechanic to do. To be brutally honest, the days of people doing anything more serious are over. I know no-one that buys a modern motorcycle with the expectation that they will have to do anything other than just ride the thing. Minor servicing should take place every ten thousand kays and generally works out at about $250 including parts.

Beyond that a major service is due every twenty thousand - a figure that should see replacement rear wheel bearings as well according to Charlie, owner of Triumph specialists Turn One Motorcycles.

It's always very hard to put a price on a major service as so many different items like brake pads and tyres can need replacing and that alters the price considerably. However, a major service to manufacturer's specifications, that runs to about 5.5 hours labour and includes valve clearances can cost in the region of $400-$650 depending on where you go.

WHAT TO LOOK FOR
The ST has the reputation for being the best Triumph in the range and as such problems are relatively rare. If you're looking at an early model then start the bike, get it warm and have a good listen. Early models with over 50,000 on the dial may well have a few rattles. Cam chain rattle is likely to be a product of the fuel-injection being out and is an easy fix with a decent tune using the correct equipment.

Incorrect tuning is a common problem as fitting an aftermarket muffler and air filter without down loading settings to suit, can result in poor performance rather than improved. If the bike is just plain and simple running rich then it's likely that a non-Triumph-familiar mechanic has had a fiddle and the throttle bodies need balancing.

If the clutch is rattling then the clutch housing could need replacement with later upgraded parts and that will cost big time. While you've got your ear to the engine have a listen for any knocking from the bottom end as occasionally the big ends have been known to give trouble if the owner has been less than regular with oil changes or the bike has spent a long time on the back wheel.

With this in mind have a look at the colour of the oil and the level in the sight window. The oil level should be three quarters of the way up the sight glass.

Another item to check is the axle bolt on the single-sided swingarm. It might have been over-tightened by a well-meaning but over-zealous owner. This can strip the thread. The torque setting is only 55Nm and stripping means a new swingarm and a lot of dollars. Head stem bearings are frequently clicky and need regular adjustment, so be sure to check them by putting the brake on and rocking the bike backwards and forwards.

Finally check for any crash damage and check for a service history from a reputable Triumph specialist.

WHICH MODEL?
From 2001 the bike had the most well-developed engine although it had a slightly smaller fuel tank. This is the pick of the crop and is worth paying a bit extra for. That's not to say that a well looked after earlier model is no good; it's just that later ones have benefited from later upgrades, plus of course there's the extra power.

MODIFICATIONS
As always the mods will depend on the type of riding you do. If there's a lot of kilometres on the bike I'd be checking the static sag and if the suspension is getting tired I'd be looking at some new springs and a freshen up. A Triumph sports muffler and appropriate tune liberates another three or four ponies, but importantly makes the power smoother. If the bike comes with a flip-up screen, I'd be putting a lower one back on to reduce head buffeting. Beyond that a good set of tyres is probably as far as I'd go because fundamentally the Sprint ST has such a good balance of abilities that it's hard to improve.

GIMME MORE

TAKE IT AWAY

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