Triumph Sprint ST

With my imminent departure for strange lands looming, it was not without some satisfying sense of closure with which I attended the recent national press launch of Triumph's perennial favourite, the Sprint ST.

You see, my first bike launch at AMCN also focused upon the Sprint ST, almost three years ago to the day. South Australia's Adelaide Hills and Fleurieu Peninsula provided an ideal backdrop against which I put the then all-new model to the test, and I came away thoroughly impressed.

And it was just as well - with a new breed of sportstourers in the form of Ducati's ST4/ST2 and BMW's R1100 S already on the scene, coupled with Honda's latest take on the niche with the VFR800, the class contender from Hinckley was always going to have its work cut out.

As it turned out, the Triumph boffins hit the nail right on the head - the Sprint ST was an instant hit around the globe, and with 872 units sold to the end of 2001, represents the most successful model Triumph Oz has ever had to whack a 'sold' sticker on.

Practicality, performance and a high build quality, matched to an attractive price tag, saw Sprint STs roll off showroom floors in impressive numbers, undoubtedly helped along by those 'mature' riders - for whom the Triumph name strikes a chord - that now had a performance-packed option with the comfort to match.

MINIMAL TINKERING
For 2002, it's largely a case of 'don't fix what ain't broke', with the new Sprint ST's changes largely restricted to receiving the extra performance of the third-generation 955cc in-line triple powerplant.

Other than this you've got a revised gear-change mechanism, new headers and balance pipe for the exhaust system and the obligatory updated decals.

The bike's new powerplant is also found (in various states of tune) in this year's Daytona, Speed Triple, Sprint RS and 955i Tiger, and features the alternator on the left-hand end of the crank, and the starter motor on the right - this eliminates the alternator's gear-train, and does a significant job of reducing mechanical noise.

Triumph claims the new donk is 2.5kg lighter than the previous unit, with 1mm larger inlet valves and 1mm smaller exhaust valves, set at a narrower included angle. The ports have been redesigned for better gas flow, and compression is up from 11.2:0 to 12.0:1. A new ignition map has also been introduced, and the bottom line is a claimed respective increase in power and torque of 8ps and 0.5kg-m, each delivered at 100rpm and 1100rpm lower than previously.

SILKY SMOOTH
Winding our way east from Triumph's Melbourne (Vic) headquarters to the peaceful fishing village of Port Albert, my Saphire Blue example of the new machine felt decidedly strong, but then so did the bike in its old guise.

The last time we had a Sprint ST on test at AMCN was for our annual Tour of Duty comparison, at the end of 2000. That model returned 102ps and 9.6kg-m on the dyno - we'll have to wait until we get a chance to throw the new model on one to see what and where the gains have been made.

Regardless of the updated engine, all those great hallmarks of the original ST are still there, including the silky-smooth power and grunt, delivered in a seamless wave throughout the majority of its rev-range.

There's also oodles of torque with which you can punch your way out of corners, and set that rear 180-section Bridgestone scrabbling for grip - as I found through some of the tighter sections of the picturesque Wilsons Promontory National Park.

That revised gearchange mechanism particularly impressed - light and responsive, it seems the days of stiff Triumph 'boxes requiring a few thousand kays under the wheels to loosen up are long gone.

STILL A WINNER
The suspension package is relatively basic - adjustability comprising front and rear pre-load and rear rebound only - but it soaks up real-world riding conditions well, and coupled with decent ground clearance and a stiff alloy beam frame, allows the bike to be punted quite hard should the red mist visor descend.

Looking at the touring end of the spectrum, the Sprint ST is as good as it's ever been. Generous legroom, great weather protection and a great ride position, the latter seeing a slight lean forward for the rider to the 'bars, with the wind pressure largely negating the limited pressure on the wrists. Knees comfortably grip the tank, while pillion comfort is also first rate.

Throw in an excellent range (over 300km in touring mode, albeit with a somewhat pessimistic fuel gauge), easy-to-read clocks and all the right accessories, and the Sprint ST is still a competent, capable and rapid point-to-point machine, with the mega-kay comfort thrown into the bargain.

And speaking of bargains, at $15,990 (plus ORC), the Sprint ST is still great value, with Ducati's ST2 priced at $15,995, Honda's VFR800 at $17,490 and BMW's R1100 S at $17,820 (all plus ORCs). If you're in the market for anything in this class of machine, my advice is simple: a Sprint ST testride is a must-do.