Triumph Sprint St
TRIUMPH SPRINT ST
CW RIDING IMPRESSION
Bigger engine, bolder styling, better performance
MATTHEW MILES
"WE'D SLAP OUR money down on the Triumph Sprint ST with the optional canister and hard luggage.” So went the conclusion to “GT Experience,” our four-bike sport-touring comparison published in March of 1999. In a subsequent shootout, the format this time around being “World’s Best Streetbike,” the tone was less kind. “I loved this bike three years ago when we named it Best Sport-Tourer,” remarked one tester, “but time marches on.”
Yes, it does, and that’s what brought moto-journalists from around the globe to the sunny South African port of Cape Town this past February for the launch of the all-new 2005 Sprint ST.
Over and above the promise of warm weather and excellent local cuisine, Triumph had laid on a two-day, 350plus-mile ride over the area’s best backroads. Editor-inChief Edwards didn’t have to ask twice...
Throughout its various guises, the Sprint has played a leading role for the reborn British bike-maker. The original 1993 model (brought stateside in ’95) followed the company’s modular design concept with its steel spine frame and carbureted 885cc Triple good for a claimed 98 horsepower. Strong sales led to spin-offs: the Sprint Sport, which had fully adjustable suspension, and the Sprint Executive, which came standard with saddlebags.
Back in those formative early days, the new Triumph was still testing the two-wheel waters. With the introduction of the Sprint ST in 1999, however, firm footing was assured,
the fuel-injected, 108-hpstrong engine, aluminumframed chassis and fully faired styling garnering rave reviews. The ST soon became the company’s top seller worldwide, reportedly accounting for 20 percent of annual sales.
The writing, however, was on the wall. Fortunately, a new machine was already in the works.
But, as noted, time can be unkind. In 2002, finger firmly in dike, Triumph fitted the Sprint with a lighter, more powerful engine-with high-pressure diecast crankcases, a revised cylinder head and redrawn fuel-injection mapping-upping output to a claimed 120 hp.
Speaking to the press at the plush five-star Lord Charles Hotel north of Cape Town, Product Range Manager Ross Clifford revealed the three overriding elements behind development of the latest ST. “The first is what we call ‘Triumph-ness’,” he began. In simple terms, this means a three-cylinder engine, a strong torque curve and classy styling that still looks fresh years later. Powerful brakes and > solid handling are high on the list, too.
Attention to detail was also a top priority. “The current ST is a great bike,” Clifford acknowledged, “but if you look at the details on the new machine-the headlights, instruments, wheel design-you can see how we’ve put a lot of work into lifting build quality and finish.”
Finally, flair. “We wanted to build the ultimate GT,” Clifford put forward. “Evolved, but more
sporty, more aggressive.” Drawing an automotive analogy, he added, “We wanted the Aston Martin of motorcycles.” A $10,599 Aston Martin? Bring it on!
First clue to the brilliance of the new long-stroke 1050cc Triple comes not under acceleration, but at idle. Gone is the Kenworth effect (hey, who’s riding the diesel?) associated with the previous models, thanks going to the clutch backlash-eliminator gear first seen on the Daytona 650.
Acceleration is impressive-not in a Yamaha YZF-R1 front-wheel-shooting-skyward sort of way, more like Hoover Dam just broke loose, here’s an inflatable raft. In fact, Clifford confirmed that the fuel curve upon initial throttle application was intentionally softened to keep wheelies to a minimum. Just don’t tell that to our Italian counterparts, who managed to raise the Sprint’s front end as ably as they did a glass (or three) of wine at dinner. If you want the fullpop version, opt for the redone Speed Triple.
Housing that new engine is an equally new twin-spar aluminum frame. At 57.4 inches, wheelbase is nearly an inch shorter than before, and steering geometry is sharper; rake is down from 25 to 24 degrees, trail from 3.58 to 3.54
inches. A 43mm cartridge fork highlights new Showa suspension front and rear. Brakes are conventional 320mm floaters pinched by four-piston calipers. ABS, developed in conjunction with Nissin, is a $1000 option.
Local sport-touring fanatic (and South African Triumph distributor) Arnold Olivier led a high-speed (triple digits was the norm rather than the exception) tour over a wonderful variety of roads that highlighted the
Sprint’s neutral steering, unflappable stability and compliant suspension. At such great velocities (top speed indicated on the accessory Garmin GPS was 161.5 mph), the stock suspension settings were a tad soft; adding a bit more preload front and rear as well as increasing rebound damping at the rear did the trick. At saner stateside speeds, the standard setup should be fine.
Ergonomics err on the sporting side of the sport-touring equation, on par with, say, a Ducati ST4S. Seat height is a smidge less than 32 inches, leaving plenty of room between the all-day-comfortable saddle (for the thin of skin, a gel version is available) and rubber-covered footpegs without compromising cornering clearance. One note about the windscreen: Despite its cut-down appearance, protection is excellent. More importantly, air hits mid-chest, lightening the load on wrists. I also sampled the taller accessory Aero screen, but came away unimpressed with the increased buffeting.
In all, the Sprint ST strikes a pleasant balance. It’s comfortable, fast, a capable handler and striking in appearance. Most importantly, it’s unmistakably a Triumph.
