Triumph Sprint ST 1050

The Power Of Three

Before we got to ride the latest version of the Sprint ST, Triumph Australia's Mark Fattore ran us through a list of improvements to its engine management and exhaust systems to lower emissions (and boost power slightly). He also detailed a range of changes to the fairing, screen, seat and 'bars to improve rider and passenger comfort (apparently in response to owner feedback). So the '07 Sprint is about a range of subtle refinements - an already good bike being made better. Then Fattore revealed that the new bike would come with a pair of colour-matched panniers at no extra cost. So Triumph is keeping its price-pencil sharp to position itself for a bigger share of the sports tourer segment with this bike. It seems it's also looking to boost the overall volume of the segment while it's at it.

LOOK AT ME
To my eye it's a very attractive bike. The styling's "theme of three", inspired by the engine configuration, is evident front and rear. The headlight's three-lens combination is perfectly complemented by the three oversize exhaust outlets projecting from under the seat cowl. They look tough - like afterburner nozzles.

The lines of the fairing are nice. It covers enough of the bike to look aerodynamic while leaving sufficient machinery exposed to let you know it's a proper motorbike. Fairing changes for '07 are intended to reduce the flow of hot air onto riders' legs.

The wheels, discs and suspension look great - particularly the rear-end with the wheel mounted on the lovely single-sided swingarm. Whether it's on a Triumph or a 916 or even my little VFR400 the Elf-style rear wheel set-up looks so sexy. The classy looking rear shock and spring are, unfortunately, very vulnerable to abrasive stuff or even mud thrown off the rear tyre. This could be prevented by a nice little faux carbon-fibre hugger that should be part of the basic package.

Overall the Sprint's styling is tops with the possible exception of the funny chrome bar on the fairing flank that looks a bit like a refugee from 1950s Detroit. It's actually a very pretty bike. The red one, in particular, reminds you that it's not a million miles different from a 1098 Ducati in styling and it's damn near as good looking.

WHAT'S AT THE HEART OF IT?
Stripped to its essentials the Sprint consists of that lovely big (1050cc) three-cylinder engine and six-speed box slung from the aluminium beam frame that has quality underpinnings hanging off each end. The engine is not much oversquare with a bore of 79mm and stroke of 71.4mm. So before you climb on board you know it won't be a neurotic, peaky, top-end rush machine - more a gutsy, user-friendly torque machine. Don't think for a moment though that user-friendly means soft. Crunch this set of numbers to get the picture: 1050cc; 12.0:1 compression ratio; 125 horses; 210kg dry; 24°/90mm rake/trail. These raw statistics set the Sprint up to be the top performer in the sports touring segment and a pretty respectable sports bike. In effect he numbers say, "Big power/weight ratio, punchy response and a pretty quick steerer."

START YOUR ENGINES....
Riding out of Melbourne towards the Macedon Ranges, the reality of the riding experience matched the expectations built up by the briefing and the inspection of the new Sprint.

The big 1050cc engine is delightful - how could a lusty, well-built, three-cylinder four-stroke not be? It's special because it's a triple but beyond that it really is a pleasure to use. It's a lovely linear power pump - the more you open the throttle, the more go you get. No dips. No powerband. It pulls like two bastards and sounds and feels like it's relishing the event. It feels unburstable. The engine management/fuel injection on the test bike was great. It was as good as surge-free during a couple of low-speed, on-off throttle sections (the real test of fuel-injection sophistication).

You can credit that to the new engine management system. Having twice the memory of its predecessor, it stores more engine maps that produce finer and more subtle control of ignition and injection functions.

The engine/transmission combination is a pleasure to use. It's mechanically quiet and smooth - Triumph reckons gearbox refinements and a new quieter clutch drive-gear are behind that.

The clutch is progressive and predictable, nicely complementing a gear-change that I found to be accurate and precise.

Ergonomically the seat/pegs/bars set-up worked well for my 180cm frame. The "up a bit and back a bit" bars (about 30mm in each direction) of the 2007 model really suit the sports tourer genre as I interpret it - enough of a crouch to have me ready to comfortably and efficiently do some rapid riding but not to the point of wrist-ache or head-check difficulties when you're pushing through slow, heavy traffic for lengthy periods.

The fairing and screen worked well for me too- the screen was efficient enough to deflect serious turbulence and windload while delivering enough airflow to my helmet to remind me I wasn't locked away in a mobile cage surrounded by 1432 air bags. It told me I was splitting the breeze at a rapid rate ona first class bike.

IN THEM THAR HILLS
Once we got into the hills it was obvious that the Sprint's brakes were well up to the task of some enthusiastic riding involving a few good serves of tight corners. Brake performance was drama-free and efficient. The balance between initial bite and progressive braking power was fine. The ABS option is there, for $1000 extra, to provide that extra level of security in really difficult conditions.

The test Triumph's handling capabilities also impressed during the gallop through the hills. Some owners have been disappointed by Sprint front suspension in the past. I couldn't be with this one. For a sports/tourer the front end performed well, feeling really planted. On the sweepers as well as in the tight stuff it seemed to me to strike the right compromise between sports-bike firm (to maximise lateral grip on flat, even pavement) and touring-bike supple (to absorb real-world surface lumps and bumps while keeping the tyre in contact to grab whatever lateral grip is available). The rear suspension setting of the first bike I rode was a little too harsh for my liking, limiting its effectiveness on our mediocre roads. It was hard and lacking in suppleness, costing me comfort and rear end grip on all but smooth surfaces. The second bike I rode had the rear set up perfectly for my style and allowed me to appreciate the whole handling package of the Sprint. Stable, predictable and supple. It was forgiving too - a quality this rider really admires in a bike. It tolerated occasional late braking, remaining unperturbed as I tipped it in. An over-enthusiastic handful of throttle out of a tight right-hander in the mountains only resulted in a brief, self-correcting rear-wheel slide, delivered in a non-alarming way as if to gently warn me. Great.

Giving the Sprint a bit of stick in third gear on tight winding roads makes for a wickedly enjoyable experience. You swing between hitching a ride on the torque curve down around 5000 revs and rocketing into the sensual overload running up to the redline. What a hoot.

BUT WAIT, THERE'S MORE
The instruments are legible and effective and well laid-out - the design continues the "theme of three" look - not too successfully here, in my view. There's an aesthetic limit to how many circles you can pack in together - unless you're running the Olympic Games.

The seat felt great from go to whoa. The revised seat profile seems to have been thought through. On this launch ride there wasn't the chance to get a pillion passenger opinion.

The included-in-the-price panniers are practical, useful and good-looking. They're not huge in capacity but then you don't want your Sprint to look like a packhorse. The ignition key operates the pannier locks. A detail like that is evidence of some good thinking at Triumph headquarters.

As we rode back into the sunset, the job done, I was thinking that test bikes these days generally divide into two broad groups: The first - nice motorcycle, enjoyed the ride, not quite my cup of tea though. Happy to hand the keys back. The other - nice motorcycle, enjoyed the ride, really works for me on our roads. Wouldn't mind one. The 2007 Sprint ST fell easily and naturally into the latter group.