Motorcycle specifications Triumph1050 SPRINT ST 2010 The empire of three

Triumph understands that its success lies in its originality. Its reputation is built first and foremost on its engine. A 3-cylinder, that's what it's all about. From the Speed Triple to the Rocket III, Triumph powers a large part of the range, to the delight of many. An engine like this means torque everywhere, long life, a bewitching noise and a pleasant character.

The Sprint ST features a new version of this distiller: 95 cm3 more for a cubic capacity of 1050 cm3, power up to 125 bhp and more torque available earlier. It's a mill with a bright future ahead of it.

On the Sprint 2005 - 2010, the British engineers used the number 3 as much as they could. 3 cylinders in the engine, 3 exhaust nozzles, 3 headlights, 3 indicator dials... Hinckley cultivates its difference. Following the trend for pots under the saddle, the manufacturer took the idea and arranged it in his own way. 3 flutes are housed under the seat, in a style both similar to and different from that of the MV-Agusta F4. The life of the machine is monitored by a set of 3 dials that make up the instrumentation block, classy and complete. As for the look... Wicked, futuristic, the ST frowns. Its 3 headlight lenses are housed in a strangely shaped support. Stolen from a ship in the TV series "Stargate"? It certainly looks like it...

Gone are the soothing shapes and British charm of the previous model. The pencil stroke initiated on the Daytona 600 guided the designer of the new Sprint - angles, taut lines: the silhouette sharpens. TheAprilia Futura 's styling was shocking at first. Customers shunned it, but now the VFR and Sprint are copying it.
This aesthetic overhaul is accompanied by changes to the chassis. Frame, monobars and forks (painted black) are all new. The latter is now fully adjustable, as is the rear monoshock (theprevious Sprint only offered preload adjustment).
Available in blue or silver-grey from February 2005, the 1050 Sprint ST intends to steal the 800 VFR 's leadership from its rivals. And why not?

The Sprint has never been so aptly named. This new generation is quick to shift the speedometer needles to the right. A model of choice in the sport-GT category, Triumph has decided to take a more sporty approach. This attitude is confirmed as soon as you start riding, when you discover the riding position: although comfortable and supported by a well-designed seat, it reminds us that it's on bracelets and not on handlebars that our wrists "rest". The support is noticeable, but nothing exaggerated, especially when compared to pure sports bikes. Legs are a little more bent, but still very light.
Now that we're cruising at over 150, we're asking other questions. The protection is very decent, the suspensions are assured, but does this new mill pack as much punch as its characteristics seem to suggest? We'll soon find out. All you have to do is turn the throttle in this mid-range zone to enjoy good acceleration, then let the rev counter go. But not just yet; first you've got to swallow this curve that's taking shape at over 200 mph. We go for it, and the Sprint regales us with its stability. Ah, it's getting tighter... So much the better: the 1050 angles up, and not just a little. You can change trajectory without a fight, and with a lick of rear brake. Once a genetic flaw in Hinckley machines, the rear brake is now much more convincing. Front braking is a little less convincing, although it was one of the great qualities of the Triumphs. Mind you, these aren't wooden discs pinched by sponges... No, it just lacks a little power, and if it had been a little more incisive, it wouldn't have gone amiss.

We're out of the virolo and the revs are well down. We'll be able to judge the revs. The horizon clears and the Sprint takes to it. The three-legged machine runs through the rev counter with great gusto. Muscle, watts, the bike is not short of them. What's a pity is the more polished appearance of this mill. It pushes, but in a more linear fashion than theold 955. Less expressive? That's relative - take it up to the revs a bit, kiss the meters, and the Sprint hits 260 km/h. And then, there's nothing there!?!
On the road, the bike is dignified, easy and agile. You place it effortlessly, then it takes care of the road with rigor and efficiency. In terms of dynamics, there's nothing to say, the ST is very strong. On the GT side, there's no saving grace. Except by dipping into the accessories. With a large set of suitcases, heated grips, a gel seat and GPS, you can turn the Sprint into a real tourer. But what's really sad is the disappearance of the under-seat trunk. Where did they put the tool kit? In a pocket cut into the right-hand side of the fairing. The Sprint's transport options: a passenger, tools, a pack of cigarettes... and that's it!

admittedly, it has lost a little of its engine character, but it has gained quite a bit of aesthetic personality. It relies more on its sporting abilities, while retaining the philosophy of compromise that makes it an" EnglishVFR ". We would have been interested in more aggressive behavior. But Triumph has saved that for its new Speed Triple.

although the Sprint ST 1050 was a great success, that didn't stop Triumph from revisiting it. A few modifications reinforce its GT character. The fairing panels have been revised to improve thermal insulation. A reworked seat and higher, receded handlebars take comfort levels up a notch. The previously optional high bubble and panniers are now standard equipment.

changes since 2007 :

- Second-generation sequential multipoint fuel injection system for improved starting performance and fuel savings
- Euro 3 compliant
- Higher handlebars for improved riding ergonomics
- Higher bubble and suitcases on standard model
- Revamped side panels for improved rider thermal insulation
- Re-profiled rider seat

M.B - manufacturer's photos