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Endurance test Triumph TT 600

The English patient

She had mild asthma symptoms when she was admitted. And the Triumph TT 600 was not properly cured even during the 50,000 kilometers in the MOTORRAD long-distance fleet.

After years of intensive examination of motorcycles of all stripes, the statements on technical inadequacies of their test subjects in the MOTORRAD editorial team sometimes approach the objectivity of a medical diagnosis.

"Motor cannot be driven when cold." Day of recording: April 20, 2000. Author: Christian Vetter, member of the test department, the polemics completely unsuspecting and on the TT maiden voyage to Freiburg. And then the horses go through with him. "Chassis, brakes, tires great!"
A good start? Not a good start? You don’t really know. A state of mind that lasts for around a year and a half. Last entry in the logbook, noted by test editor Rolf Henniges, date October 20, 2001: “I’ll stick with it. My suggestion for the endurance test slogan: THE ENGLISH PATIENT. After various retrofitting measures, the torque curve is as agile as a lava flow. (…) Nevertheless: My homage to the extremely manageable chassis, the great brakes and the ease with which the TT conquers corners of all kinds. "
There are almost 50,000 kilometers between the two assessments, there are extensive holiday tours across Europe, there is a lot of dreary city traffic as well as entertaining round-trip chasing. Spain, Portugal, Italy, Switzerland, France: the TT 600 ?? was everywhere. and conditioned differently almost every time. Because between kilometers 22 and 50,000 there are no less than three intensive attempts to treat the TT using a modified ignition map or even new camshafts. The first already at 3757 km. With little success. »Drives better in the lower speed range, but not yet well. Cold start behavior is still a disaster, ”the chronicler notes in the logbook. After 28,266 kilometers, the second attempt, which even the Triumph people probably considered unsuitable, because around 8,000 kilometers later, the next update was on the program, this time in connection with new camshafts and a manifold system with the pipes of the first and fourth and second and third cylinders are connected to interference tubes. Everything in the service of a fuller power and torque curve in the lower and middle speed range ?? and not really convincing.
No wonder, then, that the list of conflicting driving impressions runs like a red thread through the logbook and, depending on their inclination and daily form, encourages colleagues to take on literary heights, and often to rather hearty expressions. "Much ado about nothing", travel editor Michael Schröder tries the most famous of all Britons to appreciate the combination of the engine weakness and the significant intake and exhaust noise of this British woman. In his not very flattering list? collected on a business trip to the south of Spain ?? follow the inadequate possibilities to stow luggage, the uncomfortable sitting position and ?? worst ?? the fan wheel that runs almost permanently under the southern sun. But there is also a laconic "good: chassis, brakes, no oil consumption."
The TT also received a similarly positive assessment when it came to the seating position. At least when she was out for the weekend. Frequent drivers, however, ranted Henniges like a pipe sparrow. »I quit the TT 600. 5400 kilometers, 20 days. Extreme spinal problems. Visit to the doctor due to uncomfortable sitting? where can you get something like that? ”The whirring fan wheel, on the other hand, was always the cause of more creative effusions. »Lindau, 30 degrees, light wind ?? the fan is running. Stilfser Joch, 18 degrees, the sun is shining ?? the fan is running. Livigno, 12 degrees, it’s dark ?? the fan is running. «Author: AKTIOn-TEAM instructor Martin Quenkert. And here, too, comes the conclusion that the chassis and brakes are good.
Mileage at that time: just under 19,000. The fan impeller should not change anything until the end of the endurance test. Triumph only praised improvement for the 2002 model year (see box "Triumph takes a stand"). And then want to ?? after two years of experience with the small four-cylinder? also get the motor problems finally under control. More power and more torque over the entire speed range are announced.
It would be desirable for the British. Because the chassis is well suited to setting standards in this class. Handy, agile, stable. Not uncomfortable, but with sufficient reserves even for use on the racetrack. And because, despite its motor inadequacies, the TT 600 shone with its high level of reliability. It broke down three times, but only failed due to marginal items such as a defective wheel bearing (odometer reading 20345), a loose pinion locking ring (29075) and a cracked throttle cable (40600), but the engine itself never refused to work.
In view of the final diagnosis, no wonder, because the engine innards were in good condition considering the mileage (see box on wear). All components measured by MOTORRAD are within the operating tolerance, but show quite different running patterns. Particularly noticeable: the onset of pitting on the camshafts. Conspicuous because those cams were exchanged as part of the conversion campaign at 36,000 kilometers and thus only have 14,000 kilometers behind them. Even more noticeable because the first set of camshafts did not show these marks. By no means unusual after 50,000 kilometers, on the other hand, the heavy tracks on the crankshaft main bearings and the connecting rod bearings, the slight scuff marks on the shift forks, the scorch marks and the enlarged seats of the exhaust valves that are no longer completely tight, the chatter marks on the clutch basket and the discoloration of the clutch steel discs. In contrast, the gear wheels and the comparatively filigree piston pins were in good condition (their desaxation in the pistons will be changed in the next model year in order to minimize the piston tilting and thus the mechanical noises that are often complained about).
Unfortunately, the latter cannot be said of the swing arm. But not because the all-weather operation would have hurt, but because a mechanic slept the sleep of the righteous. The material of the slide rail cannot withstand the drive chain permanently. Therefore, when the chain was changed for the first time (mileage 19297), the abrasion guard was also changed, but this was not done with the third chain set (mileage 46549). The remaining 3,500 kilometers were then sufficient for the chain to leave clear evidence of activity in the aluminum.
The bench made an equally lasting impression on all pilots against the endurance test. Sick and no longer firmly anchored, it annoyed drivers of all stature and weight classes, while the TT showed itself to be quite unapricious when it comes to tires. It closes a total of six rear and five front tires. The first Michelin Pilot Sport tires harmonized with the British model, as did the Pirelli MTR 21/22, except for the well-known set-up moment when braking in an inclined position. The Bridgestone BT 010 is also a very good recommendation. Depending on the intended use, the wear was between 6000 and 9000 kilometers on the rear wheel, at an entirely tolerable level. Just like the gasoline consumption with an average of 6.6 liters, with fast motorway stretches with over nine liters to book, while the four-cylinder was satisfied with five liters at a leisurely country road speed. The Triumph was also stingy when it came to oil consumption, requiring practically no additional lubricant for the first 30,000 kilometers, and then homeopathic doses.
S.It’s a shame that Triumph’s more rigid treatment methods in terms of engine characteristics were not enough to bring the TT 600 patient to full recovery, but none of the measures had a decisive effect. The sporty British woman will enter the long-term anal test despite her considerable stamina as a problem that requires further therapy.

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Endurance test Triumph TT 600
The English patient

Triumph takes a stand … – Triumph TT 600

… the poor cold start behavior, the unwilling throttle response and the powerless engine in the lower and middle speed range to develop a high-performance six hundred from practically nothing is not an easy task. We have done a lot in the course of the two years to further develop the engine. And we have passed these developments on to our customers. 80 to 90 percent of the 2000 models are now equipped with the manifold systems and camshafts of the 2001 models, which have resulted in a significant improvement. The 2002 model year has been significantly optimized again, will have significantly better throttle response and more power in all areas. …. to the pitting traces on the inlet and outlet camshafts This problem is an isolated case and has not occurred so far, although we exchanged and examined around 250 TT camshafts in the course of the conversion campaign. …. to the traces of fire and the widened seats of the exhaust valves The valves are not coated, the valve seats are wide as standard. We would recommend sanding the valves, which can then be reinstalled … the slight tracks on the pistons The pistons can be reinstalled without hesitation. … about the strong tracks of the crankshaft hand bearings The bearing shells are true to size, but should be replaced since the engine is already dismantled. … to the tracks of the connecting rod bearings The tracks come from contamination, the bearings are dimensionally accurate. Since the engine has already been dismantled, it is advisable to replace it ….. to the clear discolouration of the clutch steel disks The disks are flat and dimensionally accurate. We attribute the discoloration to the acceleration measurements. Reinstall …. to the scuff marks on the gearshift forks The tracks are based on the mileage, the gearshift forks can still be used …. to the fan wheel that is constantly running The switch-on temperature was previously too low at 98 degrees coolant temperature. From model year 2002, the switch-on temperature will be the usual 102 degrees and the fan wheel will run significantly less frequently.

Reader experiences – Triumph TT 600

I bought my TT 600 (2000 model) in May 2001 in addition to my Speed ​​Triple. The primary purpose was the hobby racetrack operation. My TT has rarely been used on country roads. My experience is therefore mainly based on race track use. And that’s exactly where she is in her element, while she doesn’t like city trips at all. She wants to be rotated, and to the stop. With the latest update, but without the 2001 retrofit and with a slightly modified translation, it pulls up very cleanly, agile and without significant holes and gives a race track enthusiast a lot of confidence through its handiness and simplicity. There was only one problem. At about 4,000 kilometers, an inner link in the chain broke. It was exchanged under warranty. Annette Krones My TT 600 is a 2000 model, so without the changes to the manifolds, etc. That has also proven itself when the TT is correctly adjusted. But that seems to be difficult even for dealers. The good and manageable chassis and the excellent brakes are certainly to be praised at the extremely TT. The sound, which is really great for a 600cc, is really impressive. Unfortunately, I had bad experiences in terms of technology. Despite carefully running in, I had a connecting rod damage after about 2000 kilometers, which was due to an installation fault in a bearing shell. During the thorough overhaul it turned out that a valve wedge was simply forgotten. Triumph has some catching up to do in terms of quality assurance, and despite this unpleasant experience, I’m completely satisfied with the bike. Now she runs smoothly and is a lot of fun. The ingenious chassis is superior to many others, especially on bad roads. Peter Pfaffenberger Since November 2000 I have been the proud owner of a TT 600 Bridgestone Edition. A motorcycle that is a lot of fun on the country road over 5000 rpm. Be it the brilliant sound, the handling or the brakes. But there are also negative sides. The fan has to be used in city traffic? Incidentally, an absolute stimulus for the TT ?? give everything. But that’s not what it was built for. Tanja Salbinger

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