Triumph ST 1050 Sprint 2005-2010 Workshop Manual

iumph 1050 Sprint, Speed iple & Tiger Service and Repair Manual Models covered Sprint ST. 1050cc. 2005 to 2011 Sprint GT. 1050cc. 2011-on Speed Triple. 1050cc. 2005-on Speed iple R. 1050cc. 2012-on figer. 1050cc. 2007 to 2011 Tiger SE. 1050cc. 2010-on Tiger Spo. 1050cc. 2013-on ABS and Special Edition versions included

Contents LIVING WITH YOUR TRIUMPH Introduction A Phoenix from the ashes Page 0•4 Acknowledgements Page 0•7 About this Manual Page 0•7 Identification numbers Page 0•8 Buying spare parts Page 0•8 Safety first! Page 0•9 Pre-ride checks Coolant level Page 0•10 Engine oil level Page 0•11 Brake fluid levels Page 0•12 Tyres Page 0•15 Suspension, steering and drive chain Page 0•15 Legal and safety checks Page 0•15 Bike spec Page 0•16 Model development Page 0•18 MAINTENANCE Routine maintenance and servicing Specifications Page 1 •1 Lubricants and fluids Page 1•2 Maintenance schedule Page 1•3 Component locations Page 1•4 Maintenance procedures Page 1•10

Contents REPAIRS AND OVERHAUL Engine, transmission and associated systems Engine, clutch and transmission Page 2•1 Cooling system Page 3•1 Engine management system (fuel and ignition) Page 4•1 Chassis components Frame and suspension Page 5•1 Brakes, wheels and final drive Page 6•1 Fairing and bodywork Page 7•1 Electrical system Page 8•1 Wiring diagrams Page 8•38 REFERENCE Security Page REF•2 Lubricants and fluids Page REF•5 MOT Test Checks Page REF•8 Conversion Factors Page REF•13 Tools and Workshop Tips Page REF•14 Storage Page REF•33 Fault Finding Page REF•37 Technical Terms Explained Page REF•48 Index Page REF•53

o•4 Introduction A Phoenix from the ashes W here is the most modern motorcycle factory in the World? Tokyo? Berlin? Turin, maybe? No, it's in Hinckley, Leicestershire. Unlikely as it may seem, the Triumph factory in the Midlands of England is a more advanced production facility than anything the mighty Japanese industry, German efficiency or Italian flair can boast. Since the marquee was reborn in 1991 , Triumph has grown into a big player on the world stage and is now the only volume manufacturer of automotive transport that can call itself truly British. It's important to realise that the new Triumph company has very little to do with the company that was a giant on the world stage in the post-war years when British motorcycle makers dominated the global markets. It is true that new owner John Bloor bought by Julian Ryder the patents, manufacturing rights and, most importantly, trademarks when the old factory's assets were sold in 1983, but the products of the old and new companies bear no relation at all to one another. Apart, of course, from the name on the tanks. Bloor's research-and- development team started work in Collier Street, Coventry and in 1985 work started on the ten-acre green-field factory site, which was occupied for the first time the following year. The reborn Triumphs T he R & D team soon dispensed with the old Meriden factory's project for a modern DOHC, eight-valve twin known within the factory as the Diana project (after Princess Di) but shown at the NEC International Bike Show in 1982 as the Phoenix. The world The 2007 Sprint ST got to see the real new Triumphs for the first time at the Cologne Show in late 1990. The company was obviously anxious to distance itself from the old, leaky, unreliable image of the British motorcycle, but it was equally anxious not to engage in a head-on technology war with the big four Japanese factories. The watchword was 'proven technology', the new engines were in-line triples and housed in a universal steel chassis with a large-diameter tubular backbone. Seemingly contrary to the company's desire to distance itself from the past, the new bikes would all carry famous model names from Triumph's past. But if Triumph's technology wasn't exactly path-breaking it was certainly very clever. The key concept was the modular design of the motor based around long and short-throw crankshafts in three and four - cylinder configurations . Every engine used the common 76 mm bore with either 55 or 65 mm throw cranks so that the short-stroke engine would be 750 cc in three-cylinder form and 1000 cc as a four. Put the long-stroke crank in and you get a 900 cc triple and a 1200 cc four. The first bike to hit the shops was the 1200 Trophy, a four-cylinder sports tourer which was immediately competitive in a very strong class. There was also a 900 cc, three- cylinder Trophy. The 750 and 1000 Daytonas used the short-stroke motor in three and four-cylinder forms in what were intended to be the sportsters of the range. The other two models, 750 and 900 cc three-cylinder Tridents, cashed in on the early-'90s fad for naked retro bikes that followed the world-wide success of the Kawasaki Zephyr. The reborn Triumphs were received with acclaim from the motorcycle press - tinged with not a little surprise. They really were very good motorcycles, the big Trophy was a match for the Japanese opposition in a class full of very accomplished machinery. The fact it could live with a modern day classic like the Yamaha FJ1200 straight off the drawing board was a tribute to John Bloor's designers and production engineers. The bike was big, fast, heavy and quite high, but it worked and

The 2007 Speed Triple worked well. And it didn't leak oil or break down, it was obvious that whatever else people were going to say about Triumphs they weren't going to able to resurrect the old jokes about British bangers leaving puddles of lubricant under them. As the rest of the range arrived and tests of them got into print, the star of the show emerged; it was the long-stroke, three-cylinder, 900 cc motor. It didn't matter how it was dressed up, the big triple had that indefinable quality - character. It was the motor tne Japanese would never have made, very torquey but with a hint of vibration that endears rather than annoys. Somewhere among the modern, water-cooled, multi-valve technology, the 900-triple had the genes of the old air-cooled OHV Triumph Tridents that appeared in 1969 and stayed in production until '75. Model development T he range stayed basically unchanged until the Cologne Show of '92. Looking back at the first range it is now easy to see - hindsight again - that the identity of all the models was far too close. The sports tourer Trophy models were reckoned to be a little too sporting, the basic Tridents still had the handlebar and footrest positions of faired bikes. Triumph management later agreed that the first range evinced a certain lack of confidence; that was certainly not the case with the revamped 1993 range. Visitors to the Cologne Show in September '92 agreed that the Triumphs were the stars, any lack of confidence there may have been two years earlier was completely gone. Any shyness the management may have felt about the Triumph name's past was shaken off as the new Tridents went retro style. Overall, the identities of the original bikes became more individual and more obviously separated; the Trophy models became more touring oriented, the Daytona more sporty looking and the Trident models more traditional. The factory even had the confidence to put small Union Flag emblems on the side panels of each model, no more apologising for the imagined shortcomings of British engineering. Despite this spreading of the range's appeal, all these bikes were still built on the original modular concept. There was, however, an exception to this rule of uniformity in the shape of a brand new bike, the Tiger 900. This model was in Introduction o•5 The 2007 Tiger the endure/desert-racer style much favoured in Continental Europe but not at all popular at home in the UK. Here was a Triumph with a 19-inch front tyre, wire wheels and a lower power output than the other 900s. Both the chassis and engine parts were slightly different from the rest of the range. Judging their market as cleverly as ever, the factory held back another new model for the International Bike Show at the Birmingham NEC. This was the Daytona 1200, an out and out speed machine with a hidden political agenda. Its high-compression, 147 PS engine gave it brutal straight-line performance in much the same way as the big Kawasakis The 2011 Sprint GT

o•6 Introduction The 2012 Speed Triple R of the mid-'80s, and like them it wasn't too clever in the corners because of .its weight and length. The bike was built as much to show that Triumph could do it as to sell in big numbers, it also had the secondary function of thumbing the corporate nose at the UK importers' gentlemen's agreement not to bring in bikes of over 125 PS. Next year's NEC show saw two more new Triumphs, both reworkings of what was now regarded as a modern classic, the 900 triple. The Speed Triple was a clever reincarnation of the British cafe racer style, complete with clip-on handlebars and rear-set footrests. The big three-cylinder engine in standard tune got an all-black finish with black chrome pipes and silencers for the appropriately mean look . Black wheel rims and new bodywork completed a superbly styled bike available with black or yellow bodywork , the Speed Triple was the star of the show, a bike with an attitude. The other newcomer was a more radical project, the Daytona Super Ill. Externally the motor looked like the usual 900 cc three, but a lot of work by Cosworth Engineering was hidden under the cases. The result was 115 PS as opposed to the standard 900 Daytona's 98 PS. Triumphs in America T riumph's next big step was into the US market , where the old company was so strong in the post-war years when the only competition was Harley- Davidson and where there is considerable affection for the marque. The name Triumph chose to spearhead this new challenge was Thunderbird, a trademark sourced in Native American mythology. This time the famous name adorned yet another version of the 900 triple but this time heavily restyled and in a retro package . Dummy cooling fins give it the look of an air-cooled motor, the logo was cast into the clutch cover, and there were soft edges and large expanses of polished alloy. Inside those restyled cases, the motor was retuned even more than the Tiger's for a very user-friendly dose of low-down punch and mid-range power. The cycle parts were given an equally radical redesign, although the retro style stopped short of giving the Thunderbird twin rear shock absorbers. But everything else, the shape of the tank, the chrome headlight and countless other details, harks back to the original Thunderbird and nothing does so as shamelessly as the 'mouth-organ' tank badge, a classic icon if ever there was one. The first Thunderbird derivative, the Adventurer, appeared for 1996 with a different rear subframe and rear-end styling including a sissy bar and single seat. That same year, the short-stroke 750 cc motor bowed out of the range, but it went with a bang not a whimper not in a final batch of Tridents but in a limited- edition run of 750 Speed Triples. The bigger Speed Triple's motor was inserted in the Sprint and the result called the Sprint Sport. The reason for using up all those motors was the advent of the new range of fuel-injected and heavily revised three-cylinder engines that first powered the T509 Speed Triple and T595 Daytona of 1997. Fuel Injection T he first fuel-injected Triumph , the Daytona T595, was a major milestone for the Factory. It represented a change of policy, the first time Triumph would venture to confront their opposition on the cutt ing edge of technology. In early 1997, the Honda FireBlade and Ducati 916 ruled. The T595 was able to play in the same ball park. Only on a race track could the Japanese and Italian machines be shown to be better. In the real world the T595 was at least as good a bike. The old long stroke of 65 mm was retained but everything else was new, it was a radical departure from the modular concept that had dominated production until now. You could see how the new motor was a lightened version of the old triple, but fuel injection was new and the frame was a radical departure from previous practice. Serpentine tubing ran from steering head to swingarm pivot and it was aluminium. Bodywork looked tasty too . Despite what Triumph had said about not taking on the Japanese back in 1991, the T595 came out of comparative tests with the 'Blade and 916 on equal terms. The new bike was also given the Speed Triple treatment and adorned with bug-eyed twin headlights in the fashionable 'streetfighter' style. The trouble with the Supersports end of the market is that the goal posts keep moving, so Triumph hedged their bets by softening the 955i's nominal 128 PS to 108, housing it in a simpler twin-beam frame and calling the result the Sprint ST. This continuation of the ori ginal Sprint concept was one of the hits of 1999. As a sports tourer, the fuel-injected Sprint ST was right up there with Honda's classic class leader, the VFR. Some magazines even preferred the British bike. High praise. The Tiger got the fuel-injected 855 cc motor in '99. The result was a much more svelte machine than the original carburetted model, but Britain still refused to fall in love with the concept. Not that development of the carburetted bikes was neglected. Tr iumph got a Thunderbird derivative right in 1998 with the Thunderbird Sport. Up to 1999 Triumph concentrated on big bikes but then they took another giant step towards the big time by taking on the Japanese in the most competitive market sector of them all, Supersports 600, with the TT600. For 2001 the most famous name of all was bought out of retirement: Bonneville. And it was an air-cooled twin! From a standing start in 1991 , the Hinckley factory was competing in all the major motorcycle market sectors. Much bigger production volumes meant the original modular concept was no longer a necessity. By the dawn of the 21 '' Century Triumph had sold over 100,000 motorcycles. Then the factory was struck by one of the

biggest fires ever at a British industrial site. In March 2002 the production line, moulding shop and stores were destroyed and many other parts of the plant severely damaged. Just six months later the rebuilt factory was running at full capacity. The first new product out of the doors was the Daytona 600, a replacement for the TI600. Where the first Supersports 600 Triumph had failed to compete with the Japanese this one was good enough to win a TI in the hands of Kiwi Isle of Man hero Bruce Anstey. With an eye on America Triumph Triumph then unleashed their most audacious bike yet: the Rocket Ill. {Whisper it, but Rocket Ill was actually a BSA model name back in the 1970s.) They call it a cruiser but behemoth would be a better description, it's the first production bike to boast a capacity of over two litres and the only thing on the roads that can make a Harley V-Rod look shy and retiring. In total contrast to the Rocket Ill, Triumph got serious about the supersports sector in 2006 with the 675cc Daytona triple. Use of the hallmark three-cylinder layout allowed the bike to race against 600cc fours in Supersport competition despite its capacity advantage. It has had success on the track at national level and has been far from disgraced in the World Supersport Championship . However, the Daytona has dominated its sector in the annual Masterbike test that brings journalists from all over the world to test the leading sports bikes from every manufacturer. It is by common consent one of the best middleweights on the market. The twins first went from 790 to 865cc before getting fuel injection in 2008. The Thunderbird name came back (for the second time) in 2009 for a 1600cc twin as the range's Cruisers were aimed more and more at the American market. The Modern Classics, as Triumph call the Bonneville and its derivatives, cater more for the British and European traditions, with the Thruxton being a modern take on the classic cafe racer so beloved of the rockers of the 1960s. Triumph use the label Urban Sports for the triples, but that phrase covers a range of applications. For 2007 Triumph's signature triple motor was stroked to up capacity to 1050cc and the engine powers Triumph's top- of-the-range trio: the Sprint, which is as good a sports tourer as you can buy; the Tiger, now with aluminium frame, is right up there with the GS BMW as an all-rounder/go-anywhere machine; and the Speed Triple is - well, it's the Speed Triple. The 2013 Tiger Sport Introduction o•? Acknowledgements O ur thanks are due to Fowlers Motorcycles of Bristol who supplied the machines featured in the illustrations throughout this manual. We would also like to thank NGK Spark Plugs (UK) Ltd for supplying the colour spark plug condition photographs, the Avon Rubber Company for supplying information on tyre fitting, and Draper Tools for supplying many of the tools shown in the photographs. Thanks are also due to Julian Ryder for providing the introductory copy-A Phoenix from the ashes. We would also like to extend thanks to Triumph Motorcycles, Hinckley, for permission to use pictures of the Triumph models. Triumph Motorcycles Limited bears no responsibility for the content of this book, having had no part in its origination or preparation. About this manual T he aim of this manual is to help you get the best value from your motorcycle. It can do so in several ways. It can help you decide what work must be done, even if you choose to have it done by a dealer; it provides information and procedures for routine maintenance and servicing; and it offers diagnostic and repair procedures to follow when trouble occurs. We hope you use the manual to tackle the work yourself. For many simpler jobs , doing it yourself may be quicker than arranging an appointment to get the motorcycle into a dealer and making the trips to leave it and pick it up. More importantly, a lot of money can be saved by avoiding the expense the shop must pass on to you to cover its labour and overhead costs. An added benefit is the sense of satisfaction and accomplishment that you feel after doing the job yourself. References to the left or right side of the motorcycle assume you are sitting on the seat, facing forward. We take great pride in the accuracy of information given in this manual, but motorcycle manufacturers make alterations and design changes during the production run of a particular motorcycle of which they do not inform us. No liability can be accepted by the authors or publishers for loss, damage or injury caused by any errors in, or omissions from, the information given.

o·a Identification numbers Frame and engine numbers The engine number is stamped into the top of the crankcase on the right-hand side of the engine. The VIN (vehicle identification number) is stamped into the right-hand side of the steering head and is duplicated on a plate riveted to the left-hand side of the frame just behind the steering head. These numbers should be recorded and kept in a safe place so they can be furnished to law enforcement officials in the event of a theft. The VIN, engine number, and model code should be recorded and kept in a handy place (such as with your driver's licence) so that they are always available when purchasing or ordering parts for your machine. The procedures in this manual identify the bikes by model (e.g. Sprint ST, Speed Triple). If a model has been modified during The engine number is stamped into the crankcase on the right-hand side of the engine its production life, then either the VIN, engine number, or the model year, or whether it is fitted for example with ABS, is used to differentiate between the versions, as appropriate. Buying spare parts Once you have found the identification numbers, record them for reference when buying parts. Since the manufacturers change specifications, parts and vendors (companies that manufacture various components on the machine), providing the ID numbers is the only way to be reasonably sure that you are buying the correct parts. Whenever possible, take the worn part to the dealer so direct comparison with the new component can be made. Along the trail from the manufacturer to the parts shelf, there are numerous places that the part can end up with the wrong number or be listed incorrectly. The VIN is stamped into the right-hand side of the steering head The two places to purchase new parts for your motorcycle - the accessory store and the franchised dealer - differ in the type of parts they carry. While dealers can obtain virtually every part for your motorcycle, the accessory dealer is usually limited to normal high wear items such as shock absorbers, tune-up parts, various engine gaskets, cables, chains, brake parts, etc. Rarely will an accessory outlet have major suspension components , cylinders , transmission gears, or cases. Used parts can be obtained for roughly half the price of new ones, but you can't always be sure of what you're getting. Once again, take your worn part to the breaker's yard for direct comparison. Whether buying new, used or rebuilt parts, the best course is to deal directly with someone who specialises in parts for your particular make. The VIN is duplicated on an information plate (arrowed) on the front of the steering head

Professional mechanics are trained in safe working procedures. However enthusiastic you may be about getting on with the job at hand, take the time to ensure that your safety is not put at risk. A moment's lack of attention can result in an accident, as can failure to observe simple precautions. There will always be new ways of having accidents, and the following is not a comprehensive list of all dangers; it is intended rather to make you aware of the risks and to encourage a safe approach to all work you carry out on your bike. Asbestos • Certain friction, insulating, sealing and other products - such as brake pads, clutch linings, gaskets, etc . - contain asbestos . Extreme care must be taken to avoid inhalation of dust from such products since it is hazardous to health. If in doubt, assume that they do contain asbestos. Fire • Remember at all times that petrol is highly flammable. Never smoke or have any kind of naked flame around, when working on the vehicle. But the risk does not end there - a spark caused by an electrical short-circuit, by two metal surfaces contacting each other, by careless use of tools, or even by static electricity built up in your body under certain conditions, can ignite petrol vapour, which in a confined space is highly explosive. Never use petrol as a cleaning solvent. Use an approved safety solvent. Remember ... >< Don't start the engine without first ascertaining that the transm ission 1s in neutral. >< Don't suddenly remove the pressure cap from a hot cooling system - cover It with a cloth and release the pressure gradually first, or you may get scalded by escaping coolant. >< Don't attempt to drain oil until you are sure ,t has cooled sufficiently to avoid scalding you. >< Don't grasp any part of the engine or exhaust system without first ascertaining that it 1s cool enough not to burn you . >< Don't allow brake fluid or antifreeze to contact the machine's paintwork or plastic components. >< Don't siphon toxic liquids such as fuel, hydraulic fluid or antifreeze by mouth, or allow them to remain on your skin. >< Don't inhale dust - it may be injurious to health (see Asbestos heading). >< Don't allow any spilled 011 or grease to remain on the floor - wipe it up right away, before someone slips on it. >< Don't use ill-fitting spanners or other tools which may slip and cause injury. • Always disconnect the battery earth terminal before working on any part of the fuel or electrical system, and never risk spilling fuel on to a hot engine or exhaust. • It is recommended that a fire extinguisher of a type suitable for fuel and electrical fi res is kept handy in the garage or workplace at all times. Never try to extinguish a fuel or electrical fire with water. Fumes • Certain fumes are highly toxic and can qui ckly cause unconsciousness and even death if inhaled to any extent. Petrol vapour comes into this category, as do the vapours from certain solvents such as trichloro- ethylene. Any draining or pouring of such volatile fluids should be done in a well ventilated area. • When using cleaning fluids and solvents, read the instructions carefully. Never use materials from unmarked containers - they may give off poisonous vapours. • Never run the engine of a motor vehicle in an enclosed space such as a garage. Exhaust furnes contain carbon monox i de which is extremely poisonous; if you need to run the engine, always do so in the open air or at least have the rear of the vehicle outside the workplace. The battery • Never cause a spark, or allow a naked light near the vehicle's battery. It will normally be giving off a certain amount of hydrogen gas, which is highly explosive. >< Don't lift a heavy component which may be beyond your capability - get assistance. >< Don't rush to fin ish a job or take unverified short cuts. >< Don't allow children or animals ,n or around an unattended vehicle. >< Don't inflate a tyre above the re c ommended pressure . Apart from overstressing the carcass, 111 extreme cases the tyre may blow off forcibly. v' Do ensure that the machine is supported securely at all times. This 1s especially important when the machine ts blocked up to aid wheel or fork removal. v' Do take care when attempting to loosen a stubborn nut or bolt. It 1s generally better to pull on a spanner, rather than push, so that if you slip, you fall away from the machine rather than onto it. v' Do wear eye protection when using power tools such as drill, sander, bench grinder etc. v' Do use a barrier cream on your hands prior to undertaking dirty jobs - it will protect your skin from infection as well as making the dirt easter to remove afterwards; but make sure your hands aren't left slippery. Note that long-term contact with used engine oil can be a health hazard. v' Do keep loose clothing (cuffs, ties etc . Safety first! o•9 • Always disconnect the battery ground (earth) terminal before working on the fuel or electrical systems (except where noted). • If possible, loosen the filler plugs or cover when charging the battery from an external source. Do not charge at an excessive rate or the battery may burst. • Take care when topping up, cleaning or carrying the battery. The acid electrolyte, evenwhen diluted , is very corrosive and should not be allowed to contact the eyes or skin. Always wear rubber gloves and goggles or a face shield. If you ever need to prepare electrolyte yourself, always add the acid slowly to the water; never add the water to the acid. Electricity • When using an electric power tool, inspection light etc., always ensure that the appliance is correctly connected to its plug and that, where necessary, it is properly grounded (earthed). Do not use such appliances in damp conditions and, again, beware of creating a spark or applying excessive heat in the vicinity of fuel or fuel vapour. Also ensure that the appliances meet national safety standards. • A severe electric shock can result from touching certain parts of the electrical system, such as the spark plug wires (HT leads), when the engine is running or being cranked, particularly if components are damp or the insulation is defective. Where an electronic ignition system is used, the secondary (HT) voltage is much higher and could prove fatal. and long hair) well out of the way of moving mechanical parts. v' Do remove rings, wristwatch etc., before working on the vehicle - especially the electrical system. ti Do keep your work area tidy - it is only too easy to fall over articles left lying around. v' Do exercise caution when compressing springs for removal or installation. Ensure that the tension ts applied and released ,n a controlled manner, using suitable tools which preclude the possibility of the spring escaping violently. v' Do ensure that any lifting tackle used has a safe working load rating adequate for the job. ti Do get someone to check periodically that all is well, when working alone on the vehicle. v' Do carry out work in a logical sequence and check that everything ts correctly assembled and tightened afterwards. v' Do remember that your vehicle's safety affects that of yourself and others. If in doubt on any point, get professional advice. • If in spite of following these precautions, you are unfortunate enough to injure yourself, seek medical attention as soon as possible.

0·10 Pre-ride checks Coolant level Warning: DO NOT remove the radiator pressure cap to add coolant. Topping up is done via the coolant reservoir tank filler. DO NOT leave open containers of coolant about, as it is poisonous. Before you start: v' Make sure you have a supply of coolant SPRINT 1 The reservoir is mounted inside the fairing on the left-hand side, and is visible by looking up between the left-hand front fork and the fairing - turn the steering as required for best view. The coolant MAX and MIN level lines (arrowed) are marked on the reservoir. available - a mixture of 50% distilled water and 50% corrosion inhibited ethylene glycol anti-freeze is needed. v' Always check the coolant level when the engine is cold. v' Support the motorcycle in an upright position on level ground, using an auxiliary stand if required. Bike care: • Use only the specified coolant mixture. It is important that anti-freeze is used in the system all year round, and not just in the winter. Do 2 If the coolant level does not lie between the MAX and MIN level lines, remove the upper and lower cockpit trim panels on the left-hand side (see Chapter 7) . Remove the reservoir filler cap. SPEED TRIPLE - 2005 to 2010 models (up to VIN 461331) 1 Remove the seat (see Chapter 7) . The coolant MAX and MIN levels are marked on the reservoir on 2005 to 2007 models, and are at the formed steps (arrowed) on the reservoir on 2008 to 2010 models. 2 If the coolant level does not lie between the MAX and MIN level lines, remove the reservoir filler cap. SPEED TRIPLE - 2011-on models (from VIN 461332) 1 The coolant MAX and MIN level lines (arrowed) are marked on the reservoir. 2 If the coolant level does not lie between the MAX and MIN level lines, raise the fuel tank (see Chapter 4), then remove the reservoir filler cap. not top the system up using only water, as the system will become too diluted. • Do not overfill the reservoir. If the coolant is significantly above the MAX level line at any time, the surplus should be siphoned or drained off to prevent the possibility of it being expelled out of the overflow hose. • If the coolant level falls steadily, check the system for leaks (see Chapter 1) . If no leaks are found and the level continues to fall, it is recommended that the machine be taken to a Triumph dealer for a pressure test. 3 Top the coo l ant level up with the recommended coolant mixture. Fit the cap securely, then install the trim panels (see Chapter 7) . 3 Top the coolant level up with the recommended coolant mixture. Fi t the cap securely, then install the seat (see Chapter 7) . 3 Top the coolant leve l up with the recommended coolant mixture. Fit the cap securely, then lower the tank (s ee Chapter 4).

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Triumph ST 1050 Sprint 2005-2010 Workshop Manual

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