- $11,999 / ABS $12,799
- Liquid-cooled, DOHC, in-line 3-cylinder
- Horsepower @ RPM:
- 123bhp @ 9,100 rpm
- Torque @ RPM:
- 76 ft.lbs @ 7,500 rpm
- Multipoint sequential electronic fuel injection
- 1050 L
- Top Speed:
- 160 mph
It’s long been said that bikers evolve with age, so while the Daytona 675 is the dream of any sports motorcycle passionate in his early twenties, the Triumph Sprint ST is a family guy’s idea of a sports tourer. If that’s the case, I’m getting married as soon as possible.
The bike is extremely reliable and versatile while also retaining the British style and finesse with performance to back it up.
Triumph builds the Sprint ST as a motorcycle always ready to gather up serious miles with sports credentials and touring-like accommodations, allowing the distinctive looking two-wheeler to stand out as an unbeatable package and nobody saw it coming.
The Sprint ST’s grunt comes from a 1050cc, liquid-cooled, DOHC, inline three cylinder engine, which is fuel injected and mates to a six-speed tranny, just like most sport-touring engines do. Apparently, Triumph starts with the handicap of having only three pistons, but that’s just a false opinion that people get by simply going through the specs sheet and not actually seeing, hearing and riding the bike. In fact, the bike’s 123bhp at 9,100 rpm and 76ft.lbf at 7,500 rpm are exactly what it needs considering the 530 lbs wet weight and the purpose of build.
So it clearly doesn’t address to riders who want the latest and most powerful model out there, but to those with plans of long trips involving a passenger and luggage. That’s why the seat is such an important factor and also the sidebags.
Built around an aluminum beam perimeter frame and having a seat height of 31.7 inches, the ST is a good bike to commute on every day to work and get a preview of what the weekend’s bringing. The sidebags are, of course, detachable and the suspensions adjustable. You’ll be riding on Triumph’s best suspension package composed from a 43mm cartridge fork with dual rate springs and adjustable preload and a rear monoshock with adjustable preload and rebound and compression damping. A Triumph characteristic that couldn’t miss on the Sprint ST is the single-sided aluminum alloy swingarm supporting a stylish rear wheel that looks best from the right rider side.
No doubts about it, the Triumph Sprint ST can brake as fast and efficiently as it runs due to the twin 320mm floating discs, 4-piston caliper front braking system and the single 255mm disc, 2-piston caliper rear one. An ABS is available for a special price, completing the overall unbeatable package and proving once again that safety is a prior factor for Triumph.
The 2010 Triumph Sprint ST may not be brand new, but the strongest competitor that it gets is. BMW launched the K 1300 S as THE machine to have if aiming for the ultimate sports tourer and that dethrones our Triumph from the proudly occupied position that gave it that much notoriety. Why is the 2010 BMW K 1300 S that good? Simply because it takes sport touring to a whole new level with a 1,293cc inline four-cylinder engine that is capable of 175 hp and 103lb/ft of torque. It’s kind of like a Hayabusa of sport tourers and the best of it is that the riding position and aerodynamics make life on board much more comfortable. ABS is standard on the BMW as well as ASC while ESA is optional.
With an MSRP of $15,550, the 2010 K 1300 S is much more expensive than the Sprint ST, but still sends this last back to the drawing board if having any intention of seriously competing with it.
The most recent addition to the sport-touring lineup is the all-new 2010 Honda VFR1200F. This bike revolutionizes the idea of sport-touring, so read more about it here .
But even if Triumph would be determined to proudly stand against the BMW alternative, the only aspect that they’ll have to improve is their bike’s engine because, stylistically, the Sprint ST can’t be criticized.
The fairing was designed with wind protection in mind, so the bike is fairly imposing compared to the usual sports models that people confuse it with. Having three headlights is a good thing to start from if planning to be distinguished from a big crowd and the Sprint ST gets that as well as much more other particularities. For instance, the screen is perfectly integrated into the front fairing and the mirrors look like two braches that grown from the fairing.
Everything feels natural and perfectly integrated into the overall design. The front wing looks like an extension of the bike’s nose while, on the sides, the fairing is as smooth as you’ll get with only a stylish pair of air vents and the ‘Sprint ST 1050’ decals. A 5.2 gallons tank requires a lot of space and that space would have normally intervened in the handlebars clearance if not for the beautiful sags that designers appealed to.
The seat is spacious, both for the rider and passenger and the underseat exhaust with three exit pipes allows for the sidebags to be mounted onto the bike’s rear end at a certain angle that we al like and so the MV-Agusta-like rear wheel can stand out anywhere and at all times.
With a range of appropriate color schemes available (Phantom Black, Tornado Red), the Triumph Sprint ST carries on pretty much unchanged.
“Levering the ST off its sidestand reminds the rider this isn’t the sporty Daytona 675, as the majority of the ST’s claimed 530 lbs wet weight feels like it rides high. At a standstill, teetering the bike side to side between your legs, you can feel the weight carry the bike quickly to either side.” – motorcycle
"We tested the Sprint ST along some roads with fast 100mph-plus corners 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." – visordown
"The Sprint’s sportbike shortcomings build as the miles pile on. The sporty, forward pitch of the riding position aids in handling but places pressure on the wrists and lower back. Riders can still bear long-distance rides, particularly thanks to the cushy seat, but there’s no question the Sprint exhausts riders faster than its rivals." – motorcycle-usa
"...your opinion of the Sprint will be very positive, with the superb engine playing a big part in praiseworthy view. It’s easily the best motor Triumph has ever fitted into one of its bikes, and in its role as a sports tourer powerplant it’s just about perfect." – superbike
"The Triumph Sprint ST is the best sports-touring motorcycle of its generation by some margin. It’s smooth, long-legged, comfortable and handsome, with a effortless power to shrinks distances with delightful ease." – MCN
Unlike BMW, Triumph doesn’t offer ABS as standard equipment, so the price you pay for a 2010 Sprint ST varies depending on your option. The standard model starts at $11,999 and the ABS-equipped one at $12,799.
Triumph can either get on with the work on their new Sprint ST model if planning not to fall that much behind the BMW K 1300 S or simply carry on producing their sport tourer as it is; a much cheaper alternative for the much greater German and Japanese bikes. But, as we mentioned at the beginning of this article, the Triumph Sprint ST is a gentleman’s motorcycle and too much horsepower can sometimes sound vulgar in this case.
Engine and Transmission
- Type: Liquid-cooled, 12 valve, DOHC, in-line 3-cylinder
- Capacity: 1050cc
- Bore/Stroke: 79 x 71.4 mm
- Compression Ratio: 12.0:1
- Fuel System: Multipoint sequential electronic fuel injection with SAI
- Final Drive: X ring chain
- Clutch: Wet, multi-plate
- Gearbox: 6-speed
Performance (measured at crankshaft to 95/1/EC)
- Maximum Power EC: 123bhp @ 9,100 rpm
- Maximum Torque EC: 76 ft.lbs @ 7,500 rpm
Chassis and Dimensions
- Frame: Aluminum beam perimeter
- Swingarm: Single-sided, aluminum alloy with eccentric chain adjuster
- Front Wheel: Cast aluminum alloy 5 -spoke, 17 x 3.5in
- Rear Wheel: Cast aluminum alloy 5 - spoke, 17 x 5.5in
- Front Tyre: 120/70 ZR 17
- Rear Tyre: 180/55 ZR 17
- Front Suspension: Showa 43mm cartridge forks with dual rate springs and adjustable preload 127mm travel
- Rear Suspension: Showa monoshock with adjustable preload and rebound damping, 119mm rear wheel travel
- Front Brakes: Twin 320mm floating discs, Nissin 4-piston calipers (ABS model available)
- Rear Brakes: Single 255mm disc, Nissin 2-piston sliding caliper (ABS model available)
- Length: 83.2 in
- Width (Handlebars): 29.5 in
- Height: 47.8 in
- Seat Height: 31.7 in
- Wheelbase: 57.3 in
- Rake/Trail: 24 degree / 90 mm
- Wet Weight: 530 lbs
- Fuel Tank Capacity: 5.3 US gals
Features & Benefits
- The Sprint ST houses a fantastic 1050cc fuel injected three-cylinder engine, the very essence of what makes a Triumph special. The engine has huge reserves of torque and horsepower. Peak power is an impressive 125bhp at 9,250rpm while peak torque of 77ft.lbf arrives at just 7,500rpm. Enhancing the engine is a smooth six-speed gearbox and clutch fitted with an anti-backlash gear. The Sprint ST comes with Triumph ’s Keihin ECU offering sophisticated mapping for quicker starting, cleaner running and fuel economic engine.
- The supportive, spacious seat and relaxed rider and passenger ergonomics make for great comfort on long distance trips.
- The Sprint ST screen gives great wind protection for those long journeys without obscuring your view around town.
- Color matched, factory designed, waterproof hard bags are fitted as standard and are lockable with the bike’s ignition key. To further increase carrying capacity you can add a matching top box from Triumph’s wide range of accessories.
- Triumph’s Antilock Braking System has been carefully designed to boost control under hard braking, working on both wheels independently. This unobtrusive system retains all the sensations of riding, operating at 100 calculations per second to sense the precise moment the wheel is about to lock up, then preventing it from doing so. The system has been specifically tailored to the Sprint ST, with painstaking calibration over many months to ensure optimum braking performance.