| Author | Message | ||
     Xl1200r |
I am HOPELESSLY smitten with the Sprint GT and will go for a test ride once we have some warmer weather. My question is about maintenance (or any other insights you may have into Triumph or Sprint GT ownership in particular). I look at the maintenance schedule and it looks rather intensive/expensive. Valve checks every 12kmi along with replacing brake lines and rebuilding calipers, lubing head and rear axle bearings, on and on... seems a little overkill to me. How expensive are servicable parts and how easy are the bikes to work on? I'm feeling a bit spoiled by my XL-derived Buells - despite some things breaking that really shouldn't, the scheduled service is really simple and easy for the most part, and parts are CHEAP. The allure of the Trumpet is having a new bike, but if I have to work on it as often as my "classic", what's the point? | ||
| Strokizator |
A guy here at work has one, albeit a couple of years older. Nice bike (fantastic engine) but the suspension bits are on the cheap side in order to reach a certain price point. Newer versions are a little better. My brother has a speed triple and has no complaints about maintenance. | ||
| 1324 |
I really and truly love my Speed Triple. Do I love the maintenance? No. The 12,000 mile valve adjustment seems excessive, and I guess it might be if you pay someone. If you're doing it yourself, it's pretty straight-forward on the S3. Sprint has fairings, so you're going to need a bit more time to remove them. I wouldn't let this be a deal breaker. It seems that Triumph sends a lot of bikes out their doors with limited grease on the headstock and rear wheel bearings. Aside from an annoyance, the headstock is an easy fix. The rear wheel bearing...UGH is all I have to say. I understand why they laid out the bearings like they did, but I'm not sure why they needed to mix sealed and greased needle bearings. My experience is that this is a simple job IF you simply buy the parts you need up front before you get started. I failed to plan properly, so I ended up with the bike out of service while I waited on parts. Although I could have reused the bearing, I opted to replace while I was in there. The bearing needs to come out while you change the seals and clean/repack, so I just spent the extra $30 to ensure I had a new part free from dirt and mixed grease bases. Aside from the incredibly heavy snap rings, the process is simple. The only other quirk I've really uncovered were the shock bearings. At 17k miles, the seals failed and I seized one bearing. The design isn't the best and they need more attention than the factory recommends. I believe I'll add this to my annual preventative maintenance, but just keep it in mind - YMMV. Otherwise, the bike has been great. Triumph parts are pricey and can be long-lead items from the dealer, but it's been pretty reliable. My Buells were all less reliable, but parts were cheaper and required less preventative maintenance. The Triumph makes me smile in ways my Buells didn't and they are pretty solid. Just don't be afraid to wrench if you put a decent number of miles on it. | ||
| Sifo |
The checking of valve clearance isn't all that bad, though I haven't had to actually adjust any yet. The cams have to come out for that. You're almost there to check the clearance though. If you run it hard they may go out of spec faster. There's a long list of thing that are "supposed" to be done on the XB too. I get the feeling those things get ignore most of the time. | ||
| Xl1200r |
I can't verify if the valve checks are every 12kmi or 24kmi - seems I'm seeing both numbers on the forums, but I can't see a .pdf of the schedule to verify. The 1050 in the GT is supposedly very slightly revised from the ST (and Speed Triple, I'd imagine), but aside from the exhaust and ECM I think it's the exact same engine. I also can't understand the rear wheel bearing maintenance. I'm told it's because it's a SSS, but let's be real - a car uses essentially the same set up and they've been running sealed units for decades without issue and carrying a lot more weight. Doing my own work is how I prefer it, anyway, so I'm not as concerned with labor fees as I am with parts prices/availability and downtime. If I can do a valve check in an afternoon or after work some night, I can live with that. My fear is that my 10-year-old Buell is, well, a 10-year-old Buell. The preventative maintenance is simple and rather minimal, but other things are constantly needing attention. If the Triumph is going to take the same amount of upkeep from me to keep in on the road, it looks a lot less attractive. The S3T will stay in my garage in either case. | ||
| 1324 |
My Triumph hasn't stranded me...yet. All of my Buell's have. An ounce of PM beats a pound of strand in my book. I sold my last XB because I was tired of troubleshooting and felt uneasy leaving my 100 mile AAA radius. Different strokes for different folks. I wouldn't let the maintenance scare you away. It ISN'T a Ducati, and ISN'T a problem if you plan out your service and have everything on hand. Buell spoiled me because my dealer was close, many parts were stocked, and the prices were fair. I know this was not indicative of everyone's experiences, however. I was lucky. | ||
| Sifo |
Both of our Triumphs are fluids at 6K, valve checks at 12K. I thought the new ones extended to 7K & 14K, not sure about that though. I might be thinking of Ducati extending their intervals. Both triumphs needed no changes at 12K. Can't say about 24K yet. | ||
| 1324 |
Much like Sifo, my valves were all within spec at 12k. I'm at 17k now and plan to do them sometime this summer again (looks to be yearly). We'll see... | ||
| Danger_dave |
A Buell spoils you for ANY shim adjusted valve services. | ||
| 7873jake |
I do valve checks and adjustments on my Triumph every 3k-5k miles. its a '76 Bonnie I noticed the Sprint was selling here brand new for @/under $10k a few weeks back and that piqued my interest. (Message edited by 7873jake on March 28, 2012) | ||
| Kenm123t |
I ride with an Sprint rider he is on his second one He did an Iron Butt on One of them When we rode Sun his has over 76 k on it now. He seldom has any problems Kevin has 13 bikes new to old but most of the longer rides are on the Sprint St | ||
| Xl1200r |
A Buell spoils you for ANY shim adjusted valve services. 'Tis true. I do valve checks and adjustments on my Triumph every 3k-5k miles. its a '76 Bonnie My '64 XLCH needed regular adjustments as well, but collapsable pushrod tubes on an OHV engine is a much different story than the modern iteration, haha. | ||
| Loki |
Sprint GT = GrandTouring Spint ST = SportTouring The GT was basically a replacement(an attempt to) for the Trophy. | ||
| Sifo |
The GT was basically a replacement(an attempt to) for the Trophy. I would strongly disagree. In fact here's the replacement for the Trophy... http://www.motorcyclistonline.com/newsandupdates/m otorcycle_news/122_1011_2012_triumph_trophy/index. html The GT just address some shortcomings of the ST. It adds a couple of inches of seating room, expands the luggage capacity, and gets the heat out from under the seat. Much beyond that it's still very close to the same bike, just improved. | ||
| 7873jake |
I miss the old Trophy. I hope the new one "brings it". Rode a 900 and 1200 several times at Bike Week many years ago and almost ended up buying the 900. That triple had a sound and feel so different from anything else at the time and it is one of the few bikes I've ever ridden that after more than a decade I regret not buying because I so clearly remember its sound and feel. | ||
| Danger_dave |
I had a 1200 Trophy before the Buell. I don't miss it. | ||
| Bcordb3 |
Great Stuff, I really enjoy my Thruxton. | ||
| Xl1200r |
The rumor is saying that the Sprint GT has been a sales tank and they don't expect it to survive past the 2012 model year (likely less in the U.S. as you can't even find a 2012 model, and my local dealer only has their 2011 demo available with no other units ordered, not sure if they can get more if they wanted). I'm really not interested in anything even remotely close to the size and weight the Trophy would be - that bike is aimed squarely at the C14, BMW RT, FJR, et al, and if I wanted a bike approaching 700lbs full of gas I'll just get a Road King. The Sprint is already pushing my personal limits of maximum allowable weight. I suppose I oughta just test ride one and stop driving myself crazy. The Buell is pushing its luck with me. HID headlight wouldn't stay on all of the sudden last night, pretty sure it's the ballast and it's a cheap, easy part to replace. Yes, it's an aftermarket part that broke, but only because I'd be better off using my cell phone to light the road at night than the stock headlight. I've shown that bike nothing but love and yet every time I turn around it needs something else. I've never loved and hated a bike so much at one time before. | ||
| Road_thing |
Did somebody say "Triumph?"  rt | ||
| Sifo |
The Sprint is already pushing my personal limits of maximum allowable weight. I suppose I oughta just test ride one and stop driving myself crazy. I thought the same thing about the weight. Both the GT and ST carry their weight well. I did about a 2 hour test ride on a GT BTW. The price drove me to a slightly used ST. They fill the sport touring roll well. If you are looking for a sport bike, or a touring bike, you will find this bike to be a compromise. That should be expected though. Yes, take the test ride. One thing, they are geared really high. I dropped a tooth on the front sprocket and it's much better for around town riding now. Still fine for expressway too. Free software and a cable made it easy to adjust the speedo to be accurate too. | ||
| Xl1200r |
Sifo - Compromise is exactly what I need and want. I really liked my 1125, but most of the time I felt the bike was just overpowered for the street. It was a BLAST on the track, but I hardly ever shifted higher than 6,000rpm on the street because it just felt unsafe not knowing what might be ahead. At the same time, I'm not looking for a couch with wheels. To be honest, my S3T is about as close to perfect as I've found so far. I want something I can sit on all day, day after day, and not be pissed off when I get to some nice twisties that I'm piloting a Goldwing. I know the Sprint GT is measurably more "aggressive" in the riding position that my S3T, but bar risers and dropped pegs can minimize (though not eliminate) that. As far as price... My local Triumph dealer also does Harley - I've never liked them. All they have is their demo, which means it's been beat to some extent, I'm sure, which is a 2011 and they've marked it down to $12,599. Seems a bit steep for a 2011 leftover AND a demo. I can get the same bike (2011 demo) for anywhere from $9-10k other places in the country, and I have no problem buying a $300 plane ticket to Arizona to pick it up and ride it home. Plus, I think the one they have is Blue and I want silver  | ||
| Sifo |
As to the "aggressive" riding position, the ST had 2 versions of the bars, high or low. I think they used the low version up to 2006. High from 2007 and the GT. I've got the 2006 with the low version. I was thinking I would probably do the conversion, but after some time on the bike, I find it plenty comfortable for long rides. I have a friend who had one and he found the conversion to the high bar better for him. Ergonomic is of course very personal. I wouldn't drop the pegs though. I've scrapped my boot numerous times on the ST where I would never have done so on my Lightning. I don't see it as a problem, but lowering the pegs more would make it a problem for me. When I was looking last year there was a dealer in the north east that was pumping them out at good prices on fleabay. You might want to check what's available going that route, being from that territory. I feel fortunate in that my local Triumph dealer is great with their whole attitude about running a bike shop. It's a passion for them, that lead them to become a business. When your finances are in order, go take that test ride.  | ||
| Danger_dave |
>>Did somebody say "Triumph?" << Me too. Got my first one over 30 years ago. Had 4 since. Just a boy.  | ||
| Bbbob |
Mark, Take that test ride, I think you'll be impressed. The Sprints are not the easiest bikes to sell, because they are "basic", not many bells & whistles compared to the competition (I have 2 silver ones that are just sitting here). It has a very good rep amongst people that work in the dealers. One of the tire manufacturers had a demo ride in California not to long ago with many brands of bikes wearing their new model tire. My Parts Manager who attended, commented that of all the bikes, the Sprint had the longest line to ride. I just did a 225 mile ride on one a few weeks ago, I really like it, all back roads with some good sweepers, but we don't have many twisties & hills here... | ||
| Xl1200r |
Sifo - I've got bum knees, and being folded up too much for too long takes it toll. Obviously I'd see how I like it stock before making changes, though. Bbbob - the basic-ness is a draw for me. Doo dads and gizmos carry weight and complication that I don't really need. You want to cut a sweet deal on one of those silver ones?  I can understand people being drawn to the bigger, heavier and more expensive bikes, which is why the sales aren't strong. But at the same time, everyone who has one seems to say that, despite not being remotely "high-tech" about anything, it's it's an awesome bike to ride and own, best ride out of anything you can buy right now, and handles near as makes no difference to the ST variant. | ||
| Sifo |
Sifo - I've got bum knees, and being folded up too much for too long takes it toll. Obviously I'd see how I like it stock before making changes, though. My friend who had one complained about it being too cramped for his legs. He's about 6 foot. Not much of a problem for me at 5'9". Bum knees might make it tougher. I would look at a taller saddle rather than lowering the pegs though. The stand over height on my ST is quite low already. Adding to the seat height might be the better way to go as long as it doesn't create a problem with the relationship to the bars. The GT already has the taller bars, so personally I wouldn't find it to be a problem. I just know I wouldn't be happy taking away from my peg clearance. Then again I'm not you and it's all about what fits you best. If you can make it work the GT and ST are both great bikes IMO. | ||
| Bbbob |
Mark, I'm 6'4" with a 34" inseam, good knees but a bad hip & I find the ergos comfortable. As far as a deal, when you're ready, get in touch, I'll see if I can make it work for ya... | ||
| 7873jake |
http://www.bmwcyclesdaytona.com/ Scroll down a bit on the page- Tiger 1050s and Sprint GTs for $8995. Last time I was in there they had them for around $10k. Bike week must have come and gone with no interest, thus the reduction? (Sorry guys, wasn't tryin' to interfere with Bbbob's contact. I started typing, got called away and then came back to finish the post not realizing you guys were working on something. S'what I get for posting while at work. )  (Message edited by 7873jake on March 30, 2012) | ||
| Xl1200r |
I'll take your advice re: the seat. I'm not terribly tall (5'10") or have a freakish inseam (32"), but I haven't sat on a bike yet that I can't flat foot, including a Honda 650R dual sport. Jake - I have seem that place advertising for that price - I'm wondering if those are demos that they are getting rid of. As far as new bikes with no miles go, I've seen them advertised as low as $11k or so, so dealers are surely trying to just get rid of them at this point. | ||
| Bbbob |
No harm Jake...that's what these forums are for... If I can put a deal together with Mark, that would be cool, but I'm here for my love of Buells... (Message edited by bbbob on March 30, 2012) |
