REVIEW – Triumph Sprint ST 2007

Issued March 2007

The new 2007 model Triumph Sprint St turned up at the CAM Rider offices on a bright winter morning courtesy of LTS bike recovery/delivery (thanks to Sean). As soon as the bike came down the ramp it attracted a crowd of admirers from the neighbouring offices. Much more than many of the other bikes we have delivered.

The Sprint has real presence. Its sharp styling is now aggressive. The new fox eye lighting arrangement is futuristic and is complimented by a very high degree of build quality. Soon the appreciative crowd were making comments about how much they liked the three vent under seat exhaust pipe arrangement. The Sprint now carries the pipes upwards and under the rider, with the tail pipes culminating in a very appropriate triple outlet above the light cluster. This also proves to be a good idea for winter riding where a little more heat is appreciated for the rider, and allows the bike better ground clearance as the pips no longer need to be moved down to accommodate luggage.

The Sprint has a 1050cc fuel injected three cylinder engine. Bored up from the original 955 and giving far more power than just the extra cubes would suggest, mainly due to a new ECU unit that offers better fuel economy, quicker starts and less emissions. It has a mountain of torque for totally effortless drive in any gear. There was not one time that I was hoping for more power as the bike was able to fill in with exactly what I needed, no matter what demand I placed on it. Peak power hits in with 125 bhp being delivered at a usable 9250rpm while peak torque of 77 ft.lbf arrives at just 7500rpm. This really does give a lovely balance of torque and power. There is no buzzing about the gear box to be done. Just a lovely flow of power exactly where a rider wants it.

New modifications to the engine includes an anti backlash gear, but on occasion the gearbox could be a little notchy and neutral took a little while to be found until I got used to the position needed. The general feel of the Triumph triple remains the same but more polished, and the extra horsepower that was always “a nice idea for later” has been delivered for the rider to enjoy. The ST has an engine for an enthusiast to revel in. The package of healthy power throughout the rev range, meeting each gear correctly is just a pleasure to experience.

Opening the power into the exit of a roundabout bring just the right amount of torque to set the bike up for a smooth powering exit. There is no need to correct for steer as the throttle control allows the rider to determine the angle of lean and just relax to pick the point they want to hit out on.

Shutting down the throttle to use engine breaking brings a heart-warming burbling that you would normally associate with a Ducati or Moto GP bike. The small crackling pops of the three closely mounted exhausts are undoubtedly engineered to bring a smile to the riders face and shows a great deal of credit to Triumphs designers who have paid attention to making the motorcycle sound, as well as look great.

High speed riding is unfussy and very balanced. Gone are the older models interesting meanderings. The early Sprint would sometimes act like a pensioner in a hunt for a chocolate biscuit – wobbling at speed from side to side as it tries to remember that it has something to do. The 2007 sprint is much more purposeful. You feel wrapped up safely in the aerodynamic air bubble that the fairing punches in front of the machine. The sense of thought and engineering are pronounced. Efficient powerful progress is a mainstay of the new Sprint. As I’m six foot one and often need to be more upright when teaching. So I think I’d prefer the higher screen that’s available as an option.

The Sprint has an aluminium beam frame and a wheelbase of 1457mm, the steering head angle is now 24 degrees. This makes it a very accomplished machine in the handling stakes. The older models were good at there job, but needed some healthy respect not to push them too far, and riders were right to be careful as to how hard they headed towards bends and breaking. Not so now – the new Sprint officially loves corners. Top quality cartridge type telescopic forks with adjustable preload are matched with a single spring fully adjustable rear shock. The floating four pot breaks on the front combine with a two pot rear, to provide wonderful stopping power. Smooth, progressive breaking that inspires confidence and shows no sign of fade under pressure.

Triumph also offer an ABS model which hopefully I can provide a review of in a future article.

The smaller redesigned and fantastically waterproof panniers no longer act as air breaks or wings and the machine remains planted firmly in the direction you want it to go in. The downside being that space has been sacrificed. No longer can you get a full faced helmet into one pannier and a jacket into the other. You need to be altogether more minimalist in your approach to packing. Fine if all you need is a credit card and some silk pyjamas, but not so great if you are planning a week away touring Europe. We tried some tests her at the CAM Rider offices and we can confirm that you can not get a full face or open face helmet into the Triumphs new panniers, but you can fit 11 of the medium sized bags of Walkers Cheese and Onion Crisps (18 was the count for the old model).

Sitting in the lower more ergonomic seat is a very comfortable and happy experience. The seat is well made and fits the rider well. It’s a hard job to find a seat that allows a rider comfort over distance but still allows the response and feel they need when scratching around the “A” roads. But this Triumph succeeds admirably. I found myself able to shift bodyweight exactly where I wanted in order to set myself up for corners, but still was perfectly fresh and happy after a long ride.

The handling of the bike is truly phenomenal for a machine this size. The UK still has a fixation with sports bikes, and sports tourers always suffer from being the poor cousin when it comes to awards. This bike may well change things. The Sprint was able to hustle into corners with real agility and ability. Changing lines late if needed was a breeze and the 210kg was flickable and smooth in all situations. I often forgot I was on a 1 litre tourer and would slip into the same riding mode as I would use for my ZX6R – this really does credit Triumph with a great deal, as the geometry for the bike, even on standard suspension settings is spot on.

Overall

Triumph have hit the nail on the head with this bike. It does have some very tough competition. The BMWs and Ducatis also offer top machines with a different angle of approach to tempt the rider to separate from his cash.

I found the Sprint a delight to ride. It was on rails when it came to high speed riding and the twisties were exhilarating and fun. The machine is obviously well engineered and a real head turner. All in all I really loved my time on the Sprint. I looked hard to find criticisms of the machine but it’s just so hard to knock. The 2007 ST really has evolved into something special.

Smiles

Niggles

Cost: To follow

Thanks to:

Sean of LTS bike collections/recovery for his help – LTS are on 07771 692304

Dealers:

Flitwick Motorcycles
Station Road
Flitwick
Bedfordshire
MK45 1JR
Tel: 01525 712197
Fax: 01525 750390

Peterborough Triumph
High Street, Eye
Peterborough
Cambridgeshire
PE6 7UR
Tel: 01733 223444

P F K Ling
713 Foxhall Road
Ipswich
Suffolk
IP4 5TH
Tel: 01473 272789
Fax: 01473 270856

2007 Triumph Sprint ST Specifications:

ENGINE
Type: Liquid-cooled, DOHC, in-line 3-cylinder
Capacity: 1050cc
Bore/Stroke: 79 x 71.4mm
Compression Ratio: 12.0:1
Fuel System: Multipoint sequential electronic fuel injection
Ignition: Digital–inductive type via electronic engine management system

TRANSMISSION
Primary Drive: Gear
Final Drive: X ring chain
Clutch: Wet, multi-plate
Transmission: 6-speed

CYCLE PARTS
Frame: Aluminium beam perimeter
Swing arm: Single-sided, aluminium alloy with eccentric chain adjuster
Wheels:
Front: Alloy 5 -spoke 17 x 3.5in
Rear: Alloy 5 -spoke 17 x 5.5in
Tires:
Front: 120/70 ZR 17
Rear: 180/55 ZR 17
Suspension:
Front: 43mm cartridge forks with dual rate springs and adjustable preload
Rear: Monoshock with adjustable preload and rebound damping
Brakes:
Front:Twin 320mm floating discs, 4 piston callipers (ABS model available)
Rear: Single 255mm disc, 2 piston callipers

DIMENSIONS
Length: 2114mm (83.2in)
Width (Handlebars): 750mm (29.5in)
Height: 1215mm (47.8in)
Seat Height: 805mm (31.7in)
Wheelbase: 1457mm (57.4in)
Rake/Trail: 24º / 90mm
Weight (Dry): 210kg (462lbs) (ABS model: 213kg (469lbs))
Fuel Tank Capacity: 20 litres

PERFORMANCE (MEASURED AT CRANKSHAFT TO DIN 70020)
Maximum Power: 127PS (125bhp) at 9250rpm
Maximum Torque: 105Nm (77ft.lbf) at 7500rpm
Colours: Caspian Blue, Sunset Red, Aluminium Silver