Triumph Sprint ST 1050 (2004 - present) review

Massive improvement in both style and performance over outgoing model. A genuine contender for the VFR’s crown

Ben Cope's picture
By Visordown on Thu, 25 Jun 2009 - 12:06

Details
Manufacturer:
Triumph
Category:
Sports Tourers
Price:
£ 8499
Overall
4
Need Insurance?
Massive improvement in both style and performance over outgoing model. A genuine contender for the VFR’s crown
Always a solid performer, the Sprint now has the looks to match
Very, very little - erm... you might lose your change in the fairing pocket?!?!?

Triumph has given the Sprint a work-over. The look is new, chassis updated for a more sporty performance and the engine, while retaining the triple format, has been completely re-worked with a smoother gearbox as well as a 95cc hike to 1050cc, which equates to a claimed power increase of 3bhp to 123bhp with torque up
to 77lb.ft.

But it isn’t the engine that has caused this rush of pre-orders, it’s the new look. According to Triumph the theme of the new Sprint is three. A triple engine, three headlights, three clocks and three exhaust outlets, but thankfully only two wheels.

And it looks good, really good. Triumph’s had a bit of a design shake-up in recent years and keeps on getting stronger and stronger. Think Daytona 600, Rocket III, Speed Triple and Sprint ST, all really good-looking bikes from the Hinckley stable. The Sprint even has one of those funky underseat pipes that are all the rage nowadays. Which is a blessing and a curse.

It’s not often that you get the chance to ride a bike in South Africa so I brought my camera with me to take some snaps. Not a problem, I thought, as the new Sprint has a little cubby hole in the right hand fairing panel to store it in. Unfortunately on opening the lockable compartment I discovered the tool kit was taking up most of the space, and what was remaining was only just big enough to fit a camera and a mobile phone at a squeeze.

That’s the problem with underseat pipes, you can’t fit anything under the seat. Jettison the tool kit and you can fit a camera, wallet and mobile phone and packet of fags but any loose change will fall to the bottom, which makes it hard to get at. Nice idea, just not very well though out.

It’s a silly little thing and to be truthful this, and the fact that the mirrors vibrate in the wind flow meaning that you only get an idea of what is behind rather than an actual image, were the only real complaints I could come up with about the sprint ST after two days of riding it. As a package the bike really is that good.

Fire it up and the Sprint has a nice rough sound about it. It’s much more pleasant than that sewing machine sound that so often accompanies Japanese bikes and what makes it even better is the snarl and pop on over-run that Triumph has left in. It’s not a back-fire, more of a burble when the throttle is closed and is something that the Japanese would never consider leaving in.

Like the old ST the new one is extremely comfortable to ride. The seat is padded to perfection and the peg/bars position seems ideal for all-day touring. The screen is probably a tad low, but this is normal for sports tourers and a higher screen is available as an extra, but overall it’s just about perfect and easily comfortable enough to see off the 200 mile tank range.

During its development Triumph enlisted the help of around 100 German sports tourer riders and asked them what they felt was important in a touring machine. Apart from enough luggage space to carry their lederhosen, a quick-release beach towel holder and nothing that resembles humour this focus group highlighted the need for a decent instrument display. Which Triumph took on board and the ST now comes with the clearest instrument display of any bike I can think of. The far right clock of the triple display has a clock, two trips, a fuel gauge, temperature gauge, miles left in tank, average mpg, top speed and current mpg all clearly displayed on a big LCD display. Excellent.

So it looks good and has some great features (including a centre stand, pillion grab rail as standard and adjustable span brake and clutch levers), but this doesn’t really mean much unless it goes well.
Which it does. Triumph has an uncanny knack of getting road suspension virtually spot on, and the Sprint ST, in my opinion, is the best yet. It’s sprung softly enough to make the ride pleasant and absorb bumps while still retaining enough stiffness to complement the sporty chassis.

We tested the Sprint ST along some roads with fast 100mph-plus bends as well as tighter knee-down second and third gear bends on smooth and bumpy surfaces and it was excellent on everything.

Despite the comfortable riding position ground clearance isn’t an issue and it has a very neutral and balanced feel while still being definitely sportier than the old model. Riders aren’t going to jump on it and think ‘wow this is much better than a supersport bike’ but it turns quickly and holds its poise well – I would say as well as the VFR800, which is definitely a sportier package than the old ST.

And it’s got the legs on the VFR when it comes to power. The new triple engine may only have a small power increase, and in truth doesn’t feel that different to the old model, but it is a very nice engine to use. Top gear will pull smoothly from 40mph on a slight incline all the way up to the 161mph top end, something I tested. Although to be truthful I only managed a paltry 160mph on the accurate GPS, despite the Triumph’s clock showing an optimistic 170mph! And the improvements to the gearbox were also very noticeable, gone is the old ST’s clunk, replaced by a smoother gear change.

Considering the high percentage of Triumph riders who have strong brand loyalty the big question with the Sprint ST is ‘is it worth updating my old bike for?’ And the simple answer is ‘yes’. The new Sprint ST is simply a better machine than the old model. The engine isn’t hugely different but the gearbox is much better as are the handling, and general features.

Is it worth buying if you have never had a Triumph before? Again yes. The Sprint ST is a great compromise of a sportsbike and a tourer that looks good, handles well and has bags of character. It also costs less than the competition at £7799 OTR.

If you are not convinced then try one for yourself. Every Triumph dealer will have a Sprint ST as a demo bike, so give it a shot. For the first few months the Sprint ST will only come with conventional brakes but in a few months an ABS version will be added to the range, something that dedicated tourers often ask for. It should cost in the region of £8500 and will come in an extra colour, red, as well as the standard silver and blue.

It may sound like I’m on Triumph’s payroll as I’ve been so positive about the bike, but I really did struggle to criticise it. Yes, the mirrors vibrate and the cubby-hole is poorly thought out, but that’s about all I could fault it for. Which really annoys me, because I feel like I haven’t done my job properly. Give it a try yourself and let me know if you can come up with anything I’ve missed.

Triumph has given the Sprint a work-over. The look is new, chassis updated for a more sporty performance and the engine, while retaining the triple format, has been completely re-worked with a smoother gearbox as well as a 95cc hike to 1050cc, which equates to a claimed power increase of 3bhp to 123bhp with torque up
to 77lb.ft.

But it isn’t the engine that has caused this rush of pre-orders, it’s the new look. According to Triumph the theme of the new Sprint is three. A triple engine, three headlights, three clocks and three exhaust outlets, but thankfully only two wheels.

And it looks good, really good. Triumph’s had a bit of a design shake-up in recent years and keeps on getting stronger and stronger. Think Daytona 600, Rocket III, Speed Triple and Sprint ST, all really good-looking bikes from the Hinckley stable. The Sprint even has one of those funky underseat pipes that are all the rage nowadays. Which is a blessing and a curse.

It’s not often that you get the chance to ride a bike in South Africa so I brought my camera with me to take some snaps. Not a problem, I thought, as the new Sprint has a little cubby hole in the right hand fairing panel to store it in. Unfortunately on opening the lockable compartment I discovered the tool kit was taking up most of the space, and what was remaining was only just big enough to fit a camera and a mobile phone at a squeeze.

That’s the problem with underseat pipes, you can’t fit anything under the seat. Jettison the tool kit and you can fit a camera, wallet and mobile phone and packet of fags but any loose change will fall to the bottom, which makes it hard to get at. Nice idea, just not very well though out.

It’s a silly little thing and to be truthful this, and the fact that the mirrors vibrate in the wind flow meaning that you only get an idea of what is behind rather than an actual image, were the only real complaints I could come up with about the sprint ST after two days of riding it. As a package the bike really is that good.

Fire it up and the Sprint has a nice rough sound about it. It’s much more pleasant than that sewing machine sound that so often accompanies Japanese bikes and what makes it even better is the snarl and pop on over-run that Triumph has left in. It’s not a back-fire, more of a burble when the throttle is closed and is something that the Japanese would never consider leaving in.

Like the old ST the new one is extremely comfortable to ride. The seat is padded to perfection and the peg/bars position seems ideal for all-day touring. The screen is probably a tad low, but this is normal for sports tourers and a higher screen is available as an extra, but overall it’s just about perfect and easily comfortable enough to see off the 200 mile tank range.

During its development Triumph enlisted the help of around 100 German sports tourer riders and asked them what they felt was important in a touring machine. Apart from enough luggage space to carry their lederhosen, a quick-release beach towel holder and nothing that resembles humour this focus group highlighted the need for a decent instrument display. Which Triumph took on board and the ST now comes with the clearest instrument display of any bike I can think of. The far right clock of the triple display has a clock, two trips, a fuel gauge, temperature gauge, miles left in tank, average mpg, top speed and current mpg all clearly displayed on a big LCD display. Excellent.

So it looks good and has some great features (including a centre stand, pillion grab rail as standard and adjustable span brake and clutch levers), but this doesn’t really mean much unless it goes well.
Which it does. Triumph has an uncanny knack of getting road suspension virtually spot on, and the Sprint ST, in my opinion, is the best yet. It’s sprung softly enough to make the ride pleasant and absorb bumps while still retaining enough stiffness to complement the sporty chassis.

We tested the Sprint ST along some roads with fast 100mph-plus bends as well as tighter knee-down second and third gear bends on smooth and bumpy surfaces and it was excellent on everything.

Despite the comfortable riding position ground clearance isn’t an issue and it has a very neutral and balanced feel while still being definitely sportier than the old model. Riders aren’t going to jump on it and think ‘wow this is much better than a supersport bike’ but it turns quickly and holds its poise well – I would say as well as the VFR800, which is definitely a sportier package than the old ST.

And it’s got the legs on the VFR when it comes to power. The new triple engine may only have a small power increase, and in truth doesn’t feel that different to the old model, but it is a very nice engine to use. Top gear will pull smoothly from 40mph on a slight incline all the way up to the 161mph top end, something I tested. Although to be truthful I only managed a paltry 160mph on the accurate GPS, despite the Triumph’s clock showing an optimistic 170mph! And the improvements to the gearbox were also very noticeable, gone is the old ST’s clunk, replaced by a smoother gear change.

Considering the high percentage of Triumph riders who have strong brand loyalty the big question with the Sprint ST is ‘is it worth updating my old bike for?’ And the simple answer is ‘yes’. The new Sprint ST is simply a better machine than the old model. The engine isn’t hugely different but the gearbox is much better as are the handling, and general features.

Is it worth buying if you have never had a Triumph before? Again yes. The Sprint ST is a great compromise of a sportsbike and a tourer that looks good, handles well and has bags of character. It also costs less than the competition at £7799 OTR.

If you are not convinced then try one for yourself. Every Triumph dealer will have a Sprint ST as a demo bike, so give it a shot. For the first few months the Sprint ST will only come with conventional brakes but in a few months an ABS version will be added to the range, something that dedicated tourers often ask for. It should cost in the region of £8500 and will come in an extra colour, red, as well as the standard silver and blue.

It may sound like I’m on Triumph’s payroll as I’ve been so positive about the bike, but I really did struggle to criticise it. Yes, the mirrors vibrate and the cubby-hole is poorly thought out, but that’s about all I could fault it for. Which really annoys me, because I feel like I haven’t done my job properly. Give it a try yourself and let me know if you can come up with anything I’ve missed.

Length (mm)2160Width (mm)735Height (mm)1220Dryweight (kg)207Seats0Seat Height (mm)805Suspension Front43mm forks with dual rate springs adjustable preloadSuspension RearMonoshock adjustable preload and rebound dampingAdjustability FrontAdjustable preloadAdjustability RearAdjustable preload and rebound dampingWheels Front17 x 3.5inWheels Rear17 x 6.0inTyres Front120/70 ZR17Tyres Rear180/55 ZR17Brakes FrontTwin 320mm floating discs, 4 piston calipersBrakes RearSingle 255mm disc, 2 piston caliperTank Capacity (litres)19.5Wheelbase (mm)1475Trail (mm)92ChassisAluminium beam perimeter

Cubic Capacity (cc)955Max Power (bhp)118Max Power Peak (rpm)9100Torque (ft/lb)74Torque Peak (rpm)5100Bore (mm)79 Stroke (mm)65 Valve GearDOHC Compression Ratio12 IgnitionDigital - inductive typeCoolingLiquid cooledFuel DeliveryMultipoint sequential electronic injectionStroke TypeFour StrokeDriveChain

Max Power119.5Max Power Revs8900Max Torque73Max Torque Revs7900Standing Quarter Mile - Terminal Speed MPH127.33Standing Quarter Mile - Time11.22Top Speed153.23

Score Breakdown
Overall
4
Crash Media Group
Visordown is part of the CMG Full Throttle Network© : welcoming over 3 million consumers each month