2002 Triumph Sprint ST 955i Road Test Rider Magazine

20 Мар 2015 | Author: | Комментарии к записи 2002 Triumph Sprint ST 955i Road Test Rider Magazine отключены
Triumph Sprint Sport

2002 Triumph Sprint ST Road Test


Photo Gold Goose

Ken Freund

1, 2002

Approach the new Triumph ST 955i . take it for a blast the hills, and it will serve as a for your attitude toward touring. If you love the Sprint ST, it immediately define your of the genre as sport touring. If you one of the more fully featured suit you better, your may lean toward sport

We are entering a golden age of this of riding. After more a dozen model years, has introduced the ST1300, the successor to its competent ST1100. Likewise, has countered with its FJR1300, and the whole subject of sport is hot again.

How do you know if you’re for the Sprint? If you wear out the sides of tires before the centers; if you not know how to lubricate and adjust a chain, but actually enjoy so; if you consider more than 550 of wet weight as excessive; and if you still to full fairings as “barn you sound like Triumph ST material.

With the market toward ever larger, machines with greater displacement and higher performance, has embraced the high-powered part, giving a pass to the weight The Sprint ST for 2002 utilizes the heavily revamped, liquid-cooled, fuel-injected three-cylinder engine also powers the Speed and Sprint RS this year.

The new features high-pressure, …-cast for lightness and strength, dual-overhead and a four-valve head. Compression has bumped from 11.2 to from last year’s ST, and the new cylinder head utilizes intake valves and 1mm-smaller valves, set at a narrower included to enhance flow. The cast run in steel liners, and even breathing has been revised to power loss.

The changes work together to the ST an excellent sport-touring machine.

lighter fuel injectors are with a larger airbox, and efficient plug-top ignition feed the fires. An oxygen now monitors and adjusts the fuel/air and injection mapping has been for increased midrange. The alternator has moved to the left end of the crankshaft, and the motor to the right, thereby noise and eliminating the separate gear drive.

A new balance and exhaust headers hang on the of the engine. In the interest of emissions, and California models get a secondary system.

Most of these were designed to enhance torque, add 10 horsepower and smooth the Despite all this, Triumph us the new engine is 5.5 pounds lighter its predecessor. Our Sprint ST generated a respectable 107.8 peak at the rear wheel at redline, rpm, and 66 pounds-feet of torque at rpm.

That’s 6.3 horsepower and 1.3 of torque more than our test bike.

The twin-spar frame and single-sided swingarm are from the previous model. a good thing, as the chassis is and more than adequate for its Power is still transferred by final drive.

Take a seat and you’ll the Sprint ST fairly comfortable for a sporty bike. You’re slightly forward over a low your feet held high for cornering clearance on a 31.5 inches off the pavement.

Triumph Sprint ST

The engine with that characteristic Triumph triple growl and whir, with a welling under acceleration. Snick its transmission into gear and the high effort required by the clutch lever, and the high to shift. The throttle likewise a good twist.

Obviously the office needs to pay some to making the controls more friendly.

The Sprint ST is relatively first gear won’t win you any races, and at the high end fifth and gear ratios are spaced closely together. At an indicated 65 mph the is turning 4,200 rpm in fourth and 3,800 in fifth. We often from fourth to sixth, yielded 3,500 rpm at 65.

The clutch becomes tiring by the end of the day, and its offers no adjustment wheel.

member of the Rider staff has put serious miles on the Sprint ST, and I it from our Ventura offices to of San Francisco, a distance of about 400 in each direction, and also it on day rides. Those miles us the chance to savor the Sprint. Its compact riding position the hips slightly forward, was comfortable for perhaps 75 miles, which I sought relief by my feet back to the passenger

Seating comfort overall, was quite good.

For 2005 ST gets a new frame and swingarm, fork angle and revised

The low shield shunts the wind to level, which was fine for my ride. Triumph offers a shield for $169.95. Those mirrors provide a very calm view, and are easily

The 43mm fork allows for preload adjustments, and was biased comfort. At sporting speeds, with the adjusters turned in, I still wanted stiffer It also exhibited what I was excessive dive under braking.

The single-shock rear offers spring preload and stepless rebound damping While it was adequate and well-controlled on our the shock fell short of the kind of plushness now available on sport tourers from and Japan.

Slotted ring and will be included on optional ABS

Our Sprint was shod with Battlax BT57 radial a 120/70-ZR17 front and 180/55-ZR17 which changed character as wore. Initially, the bike did not to turn in readily, despite the that its 25.3-degree rake and 3.7 of trail hinted at relatively steering. Initiating turns an inordinate amount of effort, at extreme lean angles the wanted to fall into the A friend following me on our favorite road remarked, “You seem happy on that

After a long, straight to San Francisco, and more curving heading back, the tires in and completely changed character. Now were rolling into easily and predictably. In my experience offers some excellent but if the Triumph were my personal my next set of tires would be other Bridgestone model, or brand of sport-touring tire.

The new engine loves to rev, yet power over a wide rpm It can be throttled down to a mere rpm in sixth gear without then when you twist the gas it itself up with a rush 4,000 rpm as it screams to its 9,500-rpm High gearing allows it to just an indicated 3,200 rpm at 60 and this willing accomplice may have you burning along at 80-90 mph if you’re inattentive.

The injection was spot-on for all of our 1,000-plus and is a major factor in the bike’s tractable power.

Instrument includes useful multifunction on right.

Even with its adjusting wheel set farthest the grip, the front brake remained closer in than my fingers wished. A greater of adjustability would be welcome. The four-piston-caliper front brakes are and very controllable, with feel and modulation-don’t be intimidated by dive.

Triumph Sprint Sport

The twin-piston rear disc likewise offers power and modulation.

The hard measure 18 inches long, inches high, and the lids and total about 16 inches at their widest points. will accept a full-face Two pairs of internal straps per bag separate your gear, and a of locking flip latches the bags closed over loads. The bags can be easily from the brackets and removed. involves sliding the bracket on the of each bag onto a receptacle on the

The bags (which require a key from the ignition) are then forward and easily locked to the with another flip

The saddlebags hold a decent and look good, but even a wash lets in an unacceptable of wetness. The bag label directs no more than 13 pounds be in each. Triumph’s clever system can be left in either the upward position without or pivoted downward (as shown) to the optional saddlebags ($1,029 installation).

Additional luggage include a color-matched top box (add and the extremely roomy, expandable tankbag shown ($155). It a great deal and attached but one of its minor zippers failed our test.

If the hard luggage is too for your blood, Triumph offers throw-over soft Other accessories for the Sprint an alarm, heated grips, a rear-seat cowling and more.

The ST has a welcome centerstand, but the lift (which pivots out from the is low and requires a … lift. hard on the back, especially the bags loaded, and not approved by the Chiropractic Association. The Sprint lacks helmet holders; have to lock them in the take them along or leaving them behind.

outlets from the new underseat remind you of cylinder count.

The ST is available in the Sapphire Blue or choose between British Green and Tornado Red. If the of the full-bodied Sprint ST is not to your you may wish to consider its sibling, the RS. This even sportier model has a conventional two-sided a shorter wheelbase, a lower less fairing coverage and is not to accept hard luggage.

We like the Triumph Sprint a It generates a good deal of is relatively light, comfortable, and quality hard bags are Unfortunately, once you crunch the and add the hard saddlebags to the $10,899 price, you’ll find at $11,928 it exceeds the price of the new Yamaha FJR1300 ($11,499), and is about a grand less the new Honda ST1300 ($12,999, or with ABS), both of come with standard

If that is your sticking I have three things to you: Triumph wet weight, 548 Yamaha FJR1300, 635 pounds; ST1300 ABS, 716. these two excellent, larger-displacement new will definitely take a out of the Sprint ST’s potential it certainly has a place in your if your mirror reflects a who puts the emphasis on sport lightness and performance.

2002 Sprint ST Review Specifications:

Two years, unltd. miles

Liquid-cooled, transverse in-line

Displacement: 955cc

Bore x 79.0 x 69.0mm

Compression 12.0:1

Rake/Trail: 25.3 in.

Suspension, Front: 43mm adj. for spring preload w/ …

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