Triumph Street Triple

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… and a revisit of the latest Speed Triple 1050

On what was possibly the last sunny day of 2010 (felt like it anyway), I decided to celebrate the successful submission of both my company accounts and my personal tax return (don’t you just love the online service – no more traipsing down to the Post Office for Registered Mail and waiting for an acknowledgment).

An Earl Grey tea (they were out of my normal espresso-strength coffee) and I decided on the spur of the moment to take out the latest Speed Triple and the Street Triple for a back-to-back run.

First the Speedy:

This one was Tornado Red with a White stripe (very nice…)

More-or-less as I remember it from April this year but note that the Brembo caliper is now highlighted in red.

Sounds lovely and went as well as I remember. I was a little disappointed with the harshness of the front forks – maybe my old Sprint is just a little soft. It was quite uncomfortable on some of our pockmarked roads.

I tried a 90mph blast along the M4 and must admit that the natty little fly screen/deflector thingy seems to work well. No buffeting at all – the arm-stretch is still there though and I wouldn’t want to go any faster for long.

The clocks are nice – I like the white on black digits.

So, back at the dealer, another Earl Grey (still no coffee) and a go on the Street:

First impressions (100 yards up the road): WOW!

This is brilliant! Smaller, lighter, (cheaper), lovely feeling from the front forks. Very flickable.

The brakes are not as good as the Speedy – maybe I need to try the Street Triple R.

There’s also no burble and pop on the overrun. Maybe an aftermarket can would fix that.

There’s a very useful gear indicator (showing “n” for neutral – I initially thought that it had a dead LCD element). Also a silly line of blue lamps (LEDs?) that come on at 8k revs – presumably a “change gear now” indicator)

I had a ball on this bike.

Better than the Speed Triple?

Miles!

Triumph Sprint ST 955 Heel Guard

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The rear brake light switch on a Sprint 955 is “protected” by a rubber cover that sits right next to the rider’s right heel. After a while, constant movement of the rider’s boot destroys the rubber cover – check next time you see a 955 – there won’t be many that aren’t trashed!

I had seen some bikes fitted with what looked like a carbon heel guard or protector but have failed to track down where these came from.

Then I bought my black Sprint STealth

First thing I noticed was that it had one of these phantom heel guards fitted!

Even better – the previous owner had kept the fitting instructions and they were included in the documentation pack.

So, if you are looking for one of these:

The good news: It’s a Triumph part.

The bad news: It’s obsolete.

Here are the part numbers:

Heel Guard Kit Part number: A9728003
Heel Guard: A9720007
Spacer: A9750109 (2)
Flat Washer: 3550180-T03 (2)
Instructions: A99000093

Honda CBX550 FII (1982)

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I have just had the old CBX out for an MOT before it goes off to it’s new owner in Kent. I had forgotten just how much fun these old fours are.

It’s a tiny bike, even with the fairing perched in front of you. Not a clunk from the gearbox and an awesome noise from the original exhaust (OK, it has a small leak which helps with the sound a little).

A very revvy engine and good brakes (for their time). Honda tried these “in-board” disc brakes for a time in the early eighties in an attempt to deal with the performance of stainless discs in the wet. It worked, but there are horror stories about how difficult it is to service and change pads…

Both of these shots were taken by Phil Masters, a professional photographer who was working with Roland Brown on the day that he tested the CBX550. We are indebted to Phil for these two excellent pictures.

This is the bike that MCN borrowed for a week or two back in August 2008 – if we’d known that they were going to thrash the b******s off it, maybe we would have thought twice about lending it to them!

It came back safe and sound though – not many owners can prove that their 25 year old 550 is good for 117 mph! That was 750 territory in those days.

MCN ran a feature on this bike split into three parts and published on August 6th, 13th and 20th 2008.

They put it up against a CBR600RR (gulp) and the series was entitled “What difference does 25 years make?”

Results:

Standing 1/4 mile:
CBX: 14.02 seconds @ 96.4 mph
CBR: 11.48 seconds @ 126.8 mph

Top Speed:
CBX: 117.35 mph
CBR: 160.04 mph

On the dyno:
CBX: 53.02 bhp, 31.70 ftlb
CBR: 108.07 bhp, 44.59 ftlb

Verdict:
“The CBX, outdated, out-moded and out-performed or not had two massive things going for it even by modern standards: it was impressively comfortable and roomy (especially for pillions) and, better yet, it had bags of character. And maybe that’s why today’s bikers, more than ever, often have a superb modern bike – but also either own or lust after a classic from their youth too.”

That’s us then…  🙂

Triumph Sprint STealth – White Van saga now closed

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I have replaced my “White Van” Sprint ST with this black beauty:

Sprint STealth

I have had three Tornado Red Sprints over the last 4 years and decided to go for something a little different. Black was only available for two years (1999-2000) and although you see them around, this one lived in Kent and had only 9,955 miles on the clock with a full service history, MOTs, the lot.

I rode it home through what the weathermen had warned as a  “severe weather warning” – it was certainly severe; picking your way between/around the standing water on the M2 and M20.

Funny thing is, by the time I got to the M25/M3 junction, the sun was shining and there hadn’t seemed to have been any rain all day.

I have fitted the SW Motech Rack and Givi box and the TOR race can and my local dealer has checked the current map (well out of date) and uploaded the TOR map.

Jobs to do:

  • Front brake is soft and squeals – suspect pad contamination as the previous owner kept the bike well sprayed with WD40 to protect against corrosion
  • Fit heated grips (no rush)
  • Fit Givi touring screen and bar risers (again, no rush as this one seems perfectly comfortable as it is)
  • Fit rear fender extender

Done the rear fender extender and the front brake. Now I’m filthy. How is it that servicing brakes is such a dirty job?

Honda CB175 K6

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I have written a lot about modern bikes recently, so let’s go back to the 70’s.

The Honda CB175 was my “step up” from the CB125S that I learned to ride on (and passed my test on (in 1974…). As a twin with twin carbs, it was the sporty side of Honda that was a reflection of the cooking CD175 commuter.

The CB175 had a 360° engine, meaning that the two pistons went up and down together and had a very smooth firing order. Given a decent exhaust, the engine “roared”! [The later CB250 had a 180° twin with the pistons in opposition. This gave better primary balance but an offset firing sequence which gave those models their off-beat exhaust sound.]

This one is a K6 and has been in the family for the last 5 years. I’ve just sold it to a guy from the Honda Owners Club who wants to do a proper resto on it.

This is really just an excuse to post these pictures…

This was my K4 in 1976. I did many miles on this bike. It had Dunstall Decibel silencers (there’s an oxymoron if ever there was one!)

Here’s the K6

Triumph Sprint 1050 GT

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At last.

New job notwithstanding – I’ve finally managed to get a decent ride on the GT.

As I’m riding a Bandit at the moment and was to lead the Bulldog RAT ride-out to Newlands Corner, Box-Hill and Loomies today, I borrowed the GT for the day…

What a bike!

145 mile test ride:

Good bits:

  • Felt instantly at home (see my review of K1300S for similar comment)
  • Very comfy
  • No wind buffeting
  • Feels faster than the ST (?)
  • Like the black bars and yoke (makes a change from alloy)

“Maybe” bits:

  • Needs a can – you can hear the engine whistling but not the exhaust
  • Speedo is a bit small and difficult to read at a glance
  • Seat a bit suspect after 145 miles

If I had £9k would I buy one?

Yes.

Suzuki Bandit 1250

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I would not normally select this model for a road test, but seeing as White Van Man’s insurance company have delivered it today in recompense for wiping out my Sprint, here are my thoughts:

First impressions (4 miles to the petrol station and back):

  • Dull
  • Quiet
  • Digital speedo
  • Dull
  • Quite torquey
  • Needs a gear indicator (I kept losing count…)
  • Dull
  • Stepped seat pushes me forwards into the tank

Reminds me of a Bandit 600 that I rode years ago – it may be more modern and have a bigger engine but still about as exciting as watching the F1 from Hochenheim this afternoon.

White Van Man 1 : Triumph Sprint 0 (Updated 13-Aug-2010)

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I guess that 35 years without a bike accident had to end at some time…

(not counting dropping it on my drive last year…)

15:20 Wednesday 21st July) I had just finished a hot and exhausting day’s work moving my son from Greenwich to a new flat in Nunhead. Back on the bike and an appointment in Tunbridge Wells so heading for the A2/M25.

In Lewisham and New Cross, bikes are allowed in the bus lanes, so there I was skipping past the heavy traffic down the bus lane. At the lights was a white van (why was he in the bus lane?). I pulled up behind him (as you do), only to see his reversing lights come on

3 seconds is not enough time to haul a Sprint 6 feet backwards…

With an almighty crunch, the front of my bike disappeared beneath his rear bumper, far enough such that the headlight fairing was jammed up against his rear doors.

I jumped off and had a good curse.

First inspection would indicate bent forks, smashed plastics, possibly bent wheel.

The front wheel was so far beneath the back of his van that the nose fairing was jammed up against the rear doors (also suspect bent upper fairing frame…)

When he pulled away, the bike (which was jammed upright), fell over to the left and scratched the mirror, crash bung, top box and bent the gear lever. Note that my new l/h fairing panel was undamaged!

R&Gs took the pain for the left hand fairing panel.

Gear lever is well bent

And it landed on the Givi box.
Recovered home by Carole Nash (great service)

Question:
If he denies it, who would you believe?
“He reversed into me”
“He was going too fast and rode into the back of me” ?
There were no witnesses – by the time I’d jumped off and cursed, the lights had changed and they’d all buggered off.

I had been home barely long enough to explain the SWMBO, when I received a call from his insurers (Aviva):
“Our insured has admitted liability and we’d like to clear this up as soon as possible. Can you get your bike collected asap and we’ll sent our assessor round to discuss the quote. You don’t have to involve your insurance company. It is quicker and cheaper for us to deal direct”

Update 22-July-10

Things are moving fast: bike collected by Bulldog Triumph and carted off to their workshop for an “initial assessment”:

“Looks like a write-off Steve…”

Update 23-July-10

Suzuki Bandit 1250 arrives in the morning. It was that or £15 per day for loss of use.

Went round to Bulldog: “Looks like a write-off Steve…”

Update 25-July-10

Bandit was late due to delivery driver calling in sick on Saturday morning (can’t get the staff can you?)

Here it is:

First impressions:

  • Dull
  • Quiet
  • Digital speedo
  • Dull
  • Quite torquey
  • Needs a gear indicator (I kept losing count…)
  • Dull

Reminds me of a Bandit 600 that I rode years ago – it may be more modern and have a bigger engine but still about as exciting as watching the F1 from Hochenheim this afternoon.

Update 11-Aug-10

Still got the Bandit.

Insurance company have written off my Sprint and so I’m on the lookout for a replacement.

Update 13-Aug-10

No cheque yet but have already received the demand for the V5C etc…

Still got the Bandit.

Spotted a Stealth Black Sprint.    Hmmm…