Triumph Sprint ST - A Bike for all Reasons

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Bike Reviews

By Shannons - 08 June 2007

Words & Pics: Rod Chapman

Triumph's first Sprint ST, released in late 1998, played a major part in securing the reborn marque's success as it moved into the next century. It was a big hit right from the off, courtesy of its attractive styling, potent three-cylinder powerplant and good levels of handling and comfort. That model underwent few changes throughout its life, yet continued to sell strongly around the world right up until it was replaced by the next generation of Sprint ST in 2005.

In the latest Sprint ST, Triumph took an already good bike and made it even better, in just about every respect. I attended the model's world press launch a couple of years back, which was run out of Cape Town in South Africa, and I came back positively bursting with superlatives for this stonking sportstourer. But world launches are hurried affairs where each machine is tested and prepared to perfection, so when a Sprint ST came my way again recently, I was looking forward to seeing how it would get on in the real world. After some 3000km, involving a run that took in several great rides that New South Wales has to offer - like the Putty Road, the Old Pacific Highway and Macquarie's Pass - I'm still bursting with superlatives, and even a few more I didn't think of the first time around.

A few laps around the hallowed Mount Panorama circuit at Bathurst was the icing on the cake, where the enforced speed limit, care of it also being an access road to several houses and properties, still didn't dampen the tingle of excitement that stemmed from riding such an historic track.

The new Sprint ST is a significant improvement over the old model, which is a pretty big statement in itself given the quality yardstick the first model was. Like that first incarnation, of core importance to the new Sprint's appeal is its in-line three-cylinder engine. This engine, bumped up from 955cc to 1050cc, is also used these days in Triumph's Tiger and Speed Triple. It's a pure delight, pumping out wonderful waves of torque and power with a refinement only a quality injection system and decent fuel mapping can deliver.

Modern triples have always been renowned for their great low-down and mid-range grunt, but Triumph's latest offers the best of all worlds - it's truly potent just about throughout its entire rev range, from just off idle to its 10,000rpm indicated redline. Throttle response is wonderfully crisp; that slightly fuzzy throttle response of injected Triumphs of seven or eight years ago is now well and truly a distant memory. Triumph claims a maximum of 123bhp for the Sprint ST, and a dry weight of 210kg. Now both those figures are a long way off what you'll find among the litre-class sportsbike fraternity these days, but nevertheless on the road the Sprint ST feels light and nimble, with plenty of punch whether you're battling city traffic or overtaking B-doubles on the open road.

If a sporting mood takes you, the Sprint will happily oblige. Good ground clearance, a taught alloy beam frame, decent suspension and strong brakes will all turn up to the party. It will track beautifully through a corner when cranked over, and it'll take a decent bump indeed to upset proceedings. It will happily flick from side to side, and while it's no 250cc stroker, it's agile enough to make light work of a tight, twisty road. Having said that, it's really stable too - the only headshake I experienced in those 3000km was the result of landing the front wheel while still a bit crossed up, after some overzealous throttle use and a mid-crest bump conspired to loft the front end skywards.

Comfort has also been taken care of nicely. I used an Air Hawk inflatable seat on this particular trip because I knew I was going to be doing a couple of 1000km days, but really the seat, the amount of legroom and the rider ergonomics in general are more than up to long days in the saddle. You'll take a little bit of weight in your wrists, as the ride position cants you forward slightly, but this is negated on the open road by the wind on your upper body - I found the blast was hitting me from just below the shoulders up, but without any undue turbulence.

The panniers detach and re-attach in the blink of an eye, and although I was dubious of the amount of freeplay in their movement while mounted, they never saw me running back up the road to collect strewn undies and socks. Together they'll swallow a fair bit of gear, but unfortunately they can't quite fit a full face helmet.

Then we come to the instrumentation, of which there's plenty. An easy-to-read analogue speedo and tacho is complemented by a trip computer, with which you can dial up average fuel consumption, remaining range (a boon when it comes to planning your next fuel stop), journey distance, journey time, average speed, maximum speed, two trip meters, the odometer and a clock. My only complaint here is that the range to empty reading goes out when you get down to 30km - I guess that means start looking for a bowser immediately - and you can't have the clock on while you're reading some other function. The three button system itself is not exactly intuitive when it comes to working out how to dial all this technical wizardry up, but a quick look at the bike's manual reveals all, and once your head is around it it's pretty simple to operate.

I found I was averaging about 17km/lt throughout my travels, which gives you a good 300km before you need to starting hunting for a servo. That's a pretty generous range for something with this amount of performance, and it helps make the Sprint ST a very worthy cross-country blaster. The bike's general fit and finish is also of a high standard, and for $15,990 plus ORC I think the Sprint ST represents excellent value. If you demand a wide range of capability in a motorcycle, the Sprint ST really does let you have your cake and eat it too...

Triumph Sprint ST

Engine: 1050cc, liquid-cooled, four-stroke, DOHC, 12-valve, in-line three cylinder

Bore and stroke: 79 x 71.4mm

Compression: 12.0:1

Fuel system: electronic fuel injection

Power: 123bhp @ 9250rpm

Torque: 104Nm @ 5000rpm

Transmission: six-speed

Frame: aluminium beam perimeter

Front brake: twin 320mm discs with four-piston calipers

Rear brake: single 255mm disc with twin-piston caliper

Front suspension: 43mm forks, adjustable for preload