Triumph Sprint RS Roadtests

7 Апр 2015 | Author: | Комментарии к записи Triumph Sprint RS Roadtests отключены
Triumph Sprint RS

Triumph deliberately dropped the modular concept of construction time ago when it branched from the steel-spine-framed long-… in favour of kit such as the T509, now the 955. From the latter we saw the current Speed Triple Then we got essentially the same in a new frame with the Sprint ST. Now we the Sprint RS. The modular concept is though not adhered to as strictly.

an ST (arguably the best sports in the 750-1000cc class), drop the swingarm in favour of a more two-sided (and lighter) Then pull the bodywork to half-fairing, lower the handlebars, the ride height, and have a fiddle with the ancillaries. we have an RS.


By now the 955cc four-valve, Triumph triple is a quantity. The RS runs Speed and ST tuning: which means claimed to be 110ps at 9200rpm torque said to be a healthy at 6200rpm. Nothing spectacular, but than enough. Starting: modern Triumph, which you pull the clutch in to fire up (it can be to warm up) and don’t touch the

The choke is auto.

Suspension: in the extreme, with well-chosen and damping rates. You get adjustment for preload on the front, plus and rebound damping on the rear

Brakes: the Daytona, Speed Sprint ST and Sprint RS all run the same The four-pot items on the front are among the best in the business ample power and excellent

Stability/steering: the changed seating puts the rider’s weight a more over the front — a good thing the more sporty purpose. the steering rates as medium and Stability is not an issue.

Cornering clearance: without the bike on to a race track, it ample. We note the official height has upped over the ST others), and suspect this was in part to provide clearance for the greater sporting expectations.

the RS, like the ST, has competitive urge zilch through to the 220 mark, which more hi-po will take over. Oh what a pity, never — it’s a good

Transmission . the six-speeder is accurate and more effort than to shift. This is typical and improves considerably as the miles by. The clutch pull was a little on our bike and we think the lever could do with review, as a (rather than the current straight item) would more familiar to most

An end tab designed to break off in a minor (used by BMW, Honda and would be nice.

Rider comfort: much come down to personal but we prefer the slightly more rider stance of the RS to the ST. Legroom is even for tall people. coverage is minimal, but sufficient to the worst of the wind pressure off the

The seat height is noticeably up on road-dedicated Trumpets — claimed versus 800 for the Daytona and ST to the specs. Sit on one and check it out for yourself if might be a concern.

Pillion with the high tail-pipe, legroom is limited. Think of the RS as a traveller and occasional pillion

Vibration/harshness: there’s the typical growl and some vibes are completely different to a four or

Triumph Sprint RS

Finish: overall the fit and finish is Some of the decals are protected a clear coat, while the big RS on the sides of the fairing aren’t. The subframe could be tidied up though at what cost?

basically clean lines, the bonus of the pillion seat thrown in. It’s the best-looking out of the current 955 range. The colour are red, blue or orange, and we the latter — the metallic of which changes hue with light.

Extras: like other manufacturers looking for a saving, Triumph has opted for an electronic speedo/tacho dash features a digital readout for the Numerical speed readouts been with us for nearly two on various bikes and they improve with age.

The has dropped the centrestand for this which is no loss in our view. they’re convenient at times, but a workshop stand does the job and doesn’t dig into the tarmac you least need it on that left-hander.

Points are scored by the factory for its of gear for the machine, including bits, carbon-finish muffler and a of dedicated soft and hard The soft panniers have an set of removable rear bodywork which is a terrific idea theoretically negates the need for the toy in rolls of gaffer tape.

for money: at $14,990, it’s well.


The packaging and of the RS pitches it straight at Honda’s successful VTR1000. When in the saddle, it feels and looks like a big twin, while equivalent performance. Out of the saddle, it a very different bag of ferrets.

running the two side-by-side, the Triumph taller in the saddle, has more range, is better suspended and has feel in the front brakes. It have the VTR’s unique of big-twin thump and urge.

We suspect this will be one of bikes that will be of very fondly in ten years’

Triumph Sprint RS
Triumph Sprint RS
Triumph Sprint RS
Triumph Sprint RS

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