(Seller's note - sorry if this ad is messy, I'm posting from an old secondhand WinXP laptop at Starbuck's because a construction crew took out the internet in my apartment building)
WTS 2009 Triumph Street Triple, Jet Black, "R-spec", $6,500 OBO, Ohlins & Matris fully adjustable suspension, Nissin radial front brake cylinder, set up for SW Motech luggage, 11,344 miles, loved and cared for with lots of extras and upgrades.
Location DFW next to the big airport
IMG_4727 by Terry Daniels, on Flickr
Flickr album with pics
Call it "pretty much an R or better" (the only functional difference is that the non-R fork legs don't mount the brake calipers radially). I've fixed the shortcomings of the 1st-gen Street Triple with aftermarket and the results are fantastic :) but I've moved on to something more touring-friendly and I need room in the garage and I have a new-ish FZ1 to pay for, so it's time to sell.
Service history:
- Bought with low mileage, hardly used by first owner, carefully maintained, upgraded, and looked after in my two years of ownership.
- Most of the 20,000 km service was completed by me last month. The only things I haven't done are balance the throttle bodies and pull apart the front to check steering head lubrication; I have the steering head nut tool and replacement washer ready to go and will hand them over with the bike if the buyer wishes. I didn't complete the servicing because I jumped on an old Ducati 750 Craig's List special before I got to the last step, so I don't have room in the garage to work on 2 bikes.
- Valve clearances checked, all were nearly identical across cylinders and within spec, no adjustments needed.
- Rear linkage disassembled, cleaned, bearings all re-lubricated with Schaeffer 274 moly grease, and all bearing seals replaced.
- Oil/Water pump was replaced during the maintenance - see details below.*
- All fluids replaced.
- Leo Vince exhaust and velocity stacks were added while I was doing the servicing.
- Has been run about 200 miles in commutes and local trips since completing the work without issue.
- Front tire is a Michelin Pilot Road 3 with about 8,000 miles on it, tread is in great shape. Rear tire is a Michelin Pilot Road 4 replaced last year, with about 2,000 miles on it. I picked up not one but TWO punctures in the rear PR3 while transiting Mississippi last year. I patched both punctures and finished my crossing. Southeast Superbikes in Savannah, GA replaced it with a new PR4 that I had express-shipped to a local friend after I reached my destination. There's no difference in behavior from the PR3.
Add-ons by category -
Suspension, brakes, controls:
- Matris F12T102S fork cartridges, fully adjustable preload and damping; Compression in the left fork, Rebound in the right. Springs are 0.95kg, cartridges were re-installed and set up by Roger Albert of OnRoad/OffRoad suspension. Forks have green SKF oil seals internally, dust seals are black OEM, all replaced when cartridges were first installed. "Re-installed" means I originally installed them myself but made an error connecting the adjuster cap, so the Rebound adjustment didn't work, and neither did my attempt at a fix. I had them taken out, reviewed, and re-installed by Roger. They work great now! Night and day difference to the stock units. Moral of the story, leave deep suspension work to the pros.
- Ohlins TR805 shock, model S46PR1C1L, fully adjustable. Came from Dan Kyle with a spring marked 01093-44/120 L3712, rate is 12.23 Kg/mm. The spring is too light for me (220+ lbs) so Roger creatively adjusted the settings and preload to make it function for my weight; lighter riders may seek re-adjustment. Roger will do that at Cresson for $40, which will be the most disproportionately effective pair of Hamiltons you'll ever drop on a bike, guaranteed.
- Nissin model 657B, 17mm-piston, radial front brake master cylinder with HEL radial brake line adapter tube, brand new, ordered from Webike Japan and installed myself. Firm, clean, even brake feel in all conditions. I love this change.
- HEL steel brake lines front and rear - custom length front main line to fit the barback risers. The other lines are stock length and configuration.
- Vesrah VD-series pads front and rear, about 9,000 miles on them, both ends have plenty of pad left.
- SW Motech "barback" risers with custom Venhill UK throttle and clutch cables (40mm longer throttles, 10mm longer clutch). Bars are moved up and back (hence the name) about 38mm total, position is now more upright and completely comfortable with great leverage, at all speeds and positions, and the mirrors are actually useful now.
- Speed Triple throttle tube, hugely improving rideability and power response.
- Pazzo Racing folding adjustable levers.
- Grip Puppies for larger hands, I can take these off if desired.
- Has the steel rear suspension linkage plates, changed from Aluminum by Triumph starting in 2009 (I checked with a magnet).
Power:
- Leo Vince Evo II slip-on exhausts with DB killers still in, just installed. The extra hardware for removing the DB killers is included, still in the packing. Best-sounding exhaust and 2nd-best-looking after the Arrows, IMO. I bought for sound. :D
- Venturisystem velocity stacks, specifically for the Street Triple, direct from Italy. See picture - nicest piece of bling on the bike, hidden inside the airbox.
- MWR HE air filter, brand new, has a plate that spreads out airflow to cylinders evenly.
- Intake restrictor in the headstock was removed and replaced by a clipping of plastic mesh gutter screen from the hardware store (keeps the bugs and big stuff out).
- ECU loaded with latest Triumph factory map for Arrow pipes (equivalent to the Leos) via TuneECU. I had planned to ride out to visit Barber and get a custom map done by Power-Tripp Performance, but I'll leave that to the buyer.
- Spark plugs just replaced - NGK CR9EK gapped to 0.7mm per the manual.
Electrics and lighting:
- Shorai LFX18A1-BS12 battery, kept connected to Shorai conditioner, with Shorai tender pigtail included.
- Cibie headlight reflectors with Philips Motovision 60/55 H4 bulbs, both ordered from the UK. Parking lights still installed (I shimmed the bulbs in with washers epoxied over the larger holes in the Cibies). Rode the length of US98 between Hattiesburg and Mobile through a moonless spring midnight and lived to tell the tale with this setup - better than stock.
- Has the 2009+ upgraded regulator/rectifier design. Never had any electrical issues, ever. Bike has always started and run just fine in temps ranging from 25 to 115 degrees.
- Will throw in the cable to connect the ECU to a laptop via USB for tuning/ECU mapping with TuneECU.
Protective, cosmetic, and utility bits:
- GB Racing complete protective kit installed - engine-mounted frame sliders, engine case covers, swingarm shark fin, and front and rear axle spools.
- Cox Racing radiator guard.
- R&G Racing bar end sliders.
- R&G Racing carbon fiber tank corner protectors.
- Carbon4U carbon fiber flyscreen - beautiful quality piece, looks way better than Triumph screen and cuts down wind buffeting over the bars.
- Techspec Gripster Snakeskin tank pads.
- 2012 Street Triple right side vented frame infill; looks cool, has a vent.
- Slingshot Racing carbon fiber heel guards; much lighter and look better than the stock chrome garden spades.
- Sato Racing shifter support and Triumph billet shift arm take the slop out of the stock shifter. Installed with a washer spacer in such a way that I kept the vent line routing intact.
Upgrades, maintenance, general care:
- Upgraded design oil/coolant pump, just replaced. Pump was new old stock, 2012 dated, from Triumph via BikeBandit. Installed per manual with all new fittings and o-rings everywhere.
- Upgraded design sump gasket and shrouded oil pressure relief valve, changed when pump replaced.
- Has the 2009+ spec dipstick with the higher fill lines, so it has never been under-lubricated.
- SFS silicone coolant hoses with 1/2"-width solid-band Breeze clamps for silicone hoses, just changed.
- K&N oil filter, just changed.
- Motul 300V 4T Factory Line 10W40 oil - the green stuff that smells like bananas - just changed.
- Motul RBF600 brake fluid, just changed.
- Air filter, new MWR per above, just changed.
- The foam seal between the headstock intake channel and the airbox mouth has been replaced - the old seal was disintegrating.
- Honda Type 2 coolant, just changed. Fully flushed a couple of times while the hoses were changed and secured; I had a couple of drips, and a spritz from one line while I learned exactly where to seat the clamps on the new hoses, which necessitated a pull-and-reseat-and-refill episode, but all good now.
- Gold Plug magnetic drain plug, just installed.
- I can throw in the #5 pin from my Pitbull front stand if buyer needs it.
Comfort, safety and touring:
- Sargent seat, broken in and comfortable.
- SW-Motech Blaze saddlebag system is installed but needs modding to fit the new exhaust. The hardpoints are still on the bike. The issue is that the rear bar of the bag rack is too thick and presses against the exhaust can. Solution would be to bend, or cut out, or press a dent in the rear portion of the bar so it can be locked at the back like normal. I'm still including the bags and racks in the sale, there's a photo in the album that shows what she looks like loaded.
- Kriega luggage subframe loops installed, so if you have Kriega US-series luggage packs you can hook them right up on the pillion seat. And if you don't have Kriega bags, you should, they're great.
- Michelin Pilot Road 3/4 tires.
- FIAMM Freeway Blaster Low-Tone horn. Honks like an old Buick.
- SupaBrake 2 programmable brake light flasher. This earned me a compliment from a guy on a V-Strom who pulled up next to me at a stoplight a couple of years ago. It works as advertised and is easily programmed for varying flash rates and patterns through the brake lever - instructions available online.
- Silver Dragon stickers and a Carlsbad Caverns bat silhouette sticker on the tail.
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The full story (issues asterisked):
I have a love/hate relationship with this beast - it's a beautiful machine, lots of good memories, but she's not optimal for long-distance traveling and I like to travel so I take a beating whenever I go anywhere. I just bought a Yamaha FZ1 for touring with hard luggage and a windscreen, and I love it, but the purchase was kind of impulsive and the interest rate on the loan is an unjustified atrocity, so the Triumph needs to go... towards the principal. *rimshot*
Bike is long paid for with clear Texas title, but I haven't gone to the tax office for a title re-issue yet, so I have the title certificate with lien release from my bank in an envelope. Buyer can do all the transfer and lien removal paperwork at once with one form in Texas, I believe.
I'm the 2nd owner. Bike was purchased at the end of January 2013, it had 1,186 miles on the odometer and insect nests inside the brake calipers - the first owner had basically barely ridden and then let it sit for five years. I bought it from Cycle Rider in San Antonio (super people!) who told me that it had been a trade-in at a BMW dealership. Maybe the guy wanted to be like Ewan and Charlie instead? :P I cleaned out the debris, changed the petrified stock tires - Dunlop is Scottish Gaelic for "wood", IMO, anyway - and immediately started putting in upgrades and taking it on trips, suffering through and fixing the wind blast, crappy stock pogo-stick front suspension, a seep from the stock coolant hose (described below), and general unsuitedness for touring. It's been a great ride but 10,000 miles later I found that the SW-Motech Blaze Saddlebag system doesn't fit over the new Leo Vince exhausts without modification, so I've taken the opportunity to finally move on to something with hard luggage and a fairing. I've had a set of Givi V35s in the back of the garage for several years now and they need to go on something.
The mileage has been long-distance highway and country road travel across the south, day trips in Texas, some commuting, and local puttering. I've ridden to MotoGP in Austin twice, through the southeast out to Tybee Island in Georgia twice, I've taken her on the Blue Ridge Parkway and ridden the Dragon, I've been out to Carlsbad Caverns in New Mexico through 114-degree heat where a little bird told me it'll do 128mph on an empty Permian highway while carrying an overweight rider and 30 pounds of soft luggage, and I've done one timid, exploratory track day. Except for being annoyingly windy, it's a marvelous, sonorous, surgically-handling ride, and even better now with the opened-up engine, upright bars, and Speed Triple throttle tube.
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*About the coolant hose and the pump -
On my first road trip after purchase, in April 2013, I noticed coolant seepage from the stock front hose where it met the big pipe on the heat exchanger, which I later learned is an utterly common issue on Triumph 675s; the stock clamps are small and crappy and that hose often seeps. The reserve tank was low and the weather was hot, I was 300 miles from home base, and I was worried about overheating, so I topped off the reserve with Prestone from the nearest Autozone. I found out later that this Prestone contained 2-EHA and I think that, along with the lack of use by the prior owner, eventually contributed to degradation of the coolant pump seal.
Fast forward two years later, just before the 2014 holidays. Hours after I flushed the whole system and changed the coolant with NEW Prestone, I noticed a drip from the pump vent tube inboard of the exhaust pipe. This vent is connected to the water side of the pump and is specifically purposed to run any seal leakage on the coolant side overboard, so it did its job. There was never any mixing of oil and coolant, nor any running under load with a leak because I caught it while she was up on stands. I think the flush and refill loosened some wear on the pump seal. When I later disassembled the old pump and looked at the water side - a truly atrocious piece of cost-cutting garbage "design", by the way, with an "impeller" taken from a $12 Chinese blender (all quotation markes intentional, for purposes of mockery and scorn) - there was a smear of grungy clag in the pump mouth that looked like crumbled, solidified seal. I diagnosed the issue on my iPhone while standing in the garage, grabbed the drain pan and dumped the system immediately, and eventually replaced the pump myself which meant complete removal of pump intake piping, exhaust, sump, radiator, and clutch. It has a new 2012-model pump of upgraded design (pretty sure this one was made by somebody with a knowledge of physics, it's a much better piece), which was replaced by the book with all new fittings, o-rings, gaskets, and cleaned or upgraded parts for everything I removed or changed. The SFS hoses and new pump were installed simultaneously, and the new pump has only run the Honda Type 2, so its seal is unmolested by nasty evil plasticizers. The bike runs noticeably cooler on the temp gauge with improved oil and coolant circulation, too.
*There are some minor cosmetic niggles from a couple of drops in third month of ownership, described below:
1. On my first long weekend trip with the bike to 2013 MotoGP at COTA - the same trip where I noticed the seeping hose - at the end of a long day after I had made a wrong turn and was running late to get to the B&B before it closed, I clumsily stumble-fell at zero speed trying to execute a 3-point turnaround on a steeply sloped farm track. You can't back a bike up using your feet if the nose is even a little bit downhill, FYI. The only damage besides my pride was a bent shifter, which I replaced.
2. The right edge of the radiator (outboard of the fins) is dented and the plastic cowl which holds the turn signal on the right side is cracked from a debris incident. See photo. I was on my first long trip to Georgia in May 2013, following a friend with GPS (Jehos here on TWT). We were approaching Knoxville, TN towards the end of a long day. Jehos stood up on his Versys to stretch his legs, when suddenly his rather large and toothy aftermarket dirtbike-style footpeg sheared off, bounced off the road, and hit my bike on the right side. We went back and looked unsuccessfully for the footpeg next to the road, because I thought it had glanced off my front tire. It wasn't until a couple of weeks after I got back that I noticed the dent and crack. The radiator fins are fine. This incident happened two years ago and there have been no issues from this dent. See picture in the album for a close-up, though it's hard to make out.
3. Next day on the same trip, we were pulling into a gas station as a group when a different friend behind me (not on this forum!) had a near tip-over as he was coming to a stop on sloped ground. He bumped my rear wheel just as I was stopping, my wrists jammed into the controls and down - throttle on and clutch out - and the bike burned out from underneath me and went down on the left side. The left saddlebag and protection kit took the minor abrasion; there is a scrape on the left bar end protector, left rear swingarm spool, and left passenger peg mount (the peg works just fine). The left engine guard was the pivot point when the bike spun to ground, so the guard was split and there was a dime-sized scrape on the engine cover. When I got home I lightly sanded the scrape smooth, painted it over with a patch of matching semi-gloss high temperature black enamel, and replaced the broken GB Racing cover.
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Other than the above, the bike is in great shape and has been problem-free to ride. I got it barely used and have kept it maintained and clean. All maintenance is done by me, per the service manual with the correct tools, and correct methods, with a fetish for clean, thorough work. It's beautiful, rides on a rail and handles like a knife, sounds fantastic, and pulls like crazy, all while being ridiculously easy and fun to ride. I love it but it's just not what I need anymore. It would make a wicked track bike or local runabout, or maybe even a race bike with the fancy suspension - I kind of hope somebody uses it for that.
I'm in DFW, a stone's throw immediately west of the airport so picking anybody up for a fly-and-ride is no problem, I've done it before. Prefer FTF cash only sale, no trades, I need the money for the loan on the Yamaha! I have both keys to the bike, and most of the original take-off parts including shock, fork internals, headlights, stock exhaust, and seat, if the buyer wants any of that.
E-mail tdaniels at gmail, or PM.
Thanks for looking.