A long term review, originally written for a website. But I thought I'd have it back for a bit.
The Triumph Sprint ST 1050
I like Triumphs. I think I always have. One of the first "new" bikes I ever really lusted after was the 955i Sprint from 2001. That's, obviously, after I'd fallen for the America, the Classic, the Bonneville and all the others, too. But I'd never had much of a chance to ride them. I'd been too keen on japanese models - Suzuki, Yamaha, Honda. But the 2001 955i just stuck in my brain. And my heart. I dreamt that one day I'd have one. A sapphire blue mile muncher with an adventurer's heart and thrill seeker's passion for speed. And in February 2007, I realised that dream. There it was. My very own, sapphire blue, 2001 Triumph Sprint ST 955i. In my garage! And for 3 years, I never even looked at another bike. I pampered her religiously. I took her to The Loire and to Bruges, to Amsterdam and Norwich (all the romantic places). I lavished love, affection and accessories on her. And I cried like a baby when she spilt her guts all over the road round Lewisham roundabout in South East London, firing her piston bolts into searing metal and expiring before my eyes. I would never, ever find another. Nothing would ever be that good again. Nothing could be so visceral, so exciting, so…
...hang on… what's that over there? A 2007 Triumph Sprint ST 1050, you say? And I can have a test ride, can I? Can I have it? The bike, I mean. All you want is money? That's all? Surely you need part of my soul?
And so, in August 2010 The Floozy (named by my wife, in case you're wondering) came home with me. Bright lipstick red, matching panniers, heated grips, 6,000 miles on the clock, crash bungs, factory-fitted alarm, single-sided swing-arm, that triple exhaust booty, head turning as standard - a real fire cracker.
I loved the 955i's riding position. It felt like you were one with the bike, as though you were in it not on it. (oo-er misses). And then along came The Floozy. I could continue with the double entendres but I'll leave them to your imagination. The Sprint ST is a long distance bike, so don't expect to be crouched over like you would be on a pure sports bike. It's a little more upright. The difference between the 955 and the 1050 may only have been a few millimetres but the feeling was much more involving. The pedals were a little lower, the bars a little closer. You still got the feeling that you were sitting rather than practically lying down, but this is still as close to a perfect hybrid as you can get without being a dedicated sports machine. Just with more comfort. And yet, it lost none of its touring class. It just looked sharper, sleeker, more angles than curves, yet still ogle-worthy.
So let’s get the numbers out of the way, this is, after all, an owner’s review, rather than a test.
The 1050cc in-line triple engine grunts out 125bhp over 6 gears and just hums or growls whenever you want. And with it all comes that unmistakable whistle of the triple. Where many of the Japanese bikes have an indistinguishable pop soundtrack, Ducatis and Harley’s have their signature theme tunes and so does a Triumph triple. It’s a good thing.
I was tapped on the shoulder by a motorbike cop while standing at a red light one morning on the way to work and all he said was “nice bike. It’s a missile! Take it easy and enjoy.” Like I was going to do anything else. But it made me smile as I heaved a sigh of relief that I hadn’t been collared doing something naughty. He’s right though. If you give it a handful, the Sprint’s reaction is very quick. I mean, very quick. On a rideout one evening, one of my co-bikers asked me if the difference between the 1050 and 955 was really that great. When I asked him why, he just said that rapid progress really looked easy on the 1050. Read into that what you will, but you do need to keep a lid on it. It’s very easy to overdo it.
It didn’t take long to get used to the change in position, the feel and feedback from the very responsive brakes and suspension. It’s a very involving bike and yet still comfortable and relaxing. When you point and shoot it goes like a rocket, but I don’t get much of a chance to do that. And certainly not outside of a track day environment. Most of my riding over the last few years has been commuting and the odd long trip round Britain or over to France.
I’ll start with the commuting side of things. The reach to the bars is a comfortable stretch if you’re quite tall. I’m 6’1” and I do have to lean a bit. This, inevitably puts weight through your wrists and if you’re filtering, it can be hard work. I say filtering, but at about 210 kilgrammes without luggage it’s more like manhandling your way through traffic; especially heavy, rush hour traffic in major cities. But with the seat as low as it is (I’ve not had it raised from the factory spec 81cm), I can put my feet flat on the ground with slightly bent legs so the feeling of security at a standstill is absolute. As is the balance. It’s a beautifully balanced machine and even at walking pace you still feel in complete control. And when I say walking pace I mean that kind of granny-on-a-zimmer sort of pace or, as Londoners like to call it, high speed commuting.
Double disc brakes on the front and a single on the rear are really good. I use EBC’s Double-H sintered stoppers and have done for years. They’re very responsive and the Triumph’s ABS is more of a comfort than a necessity, although it has proved itself very useful on a couple of occasions. That, too, can take a little getting used to as it feels like it stops you from using the brakes the way you want to. But you do get used to it.
This is where I am also very glad of my Road Pilot 3 tyres. Their grip is outstanding, even from cold (although, obviously, don’t push it), they’ve survived thousands of miles and seem to hold up to the road wear really well. Although I’ve had to replace several because of punctures, it’s rarely been down to wear, just tear. Currently, both front and rear have done more than 5k each and the rear is carrying two puncture repairs!
Riding any bike through commuter traffic in an urban environment is hard work and despite its balance and control, its easy, responsive gearing, it’s a heavy bike. Yet it really comes into its own when you hit the bigger roads.
Longer rides are a joy. Whether you’re touring, scratching or bimbling along this has become my dreamtime. Where aborigines go walkabout, I turn left off a main highway and find countryside with National speed limits and twists, turns, hills and valleys. If you want to clamber all over it round corners, you can. If you want to let it take the strain and just sit there loving the feeling of stability and easy speed, the comfort and visibility riding singly or with a pillion, this is the perfect bike. I spend a lot of time riding with a pillion and my wife is a huge bike fan. If you want proof of the comfort, we have done a number of long, motorway and countryside trips both in Britain and abroad (notably the odd 3 day blast to Amsterdam, Brussels and Luxembourg) spending many hours in the saddle. And apart from the usual “sitting in the same position for hours” grumbles, the bike has been amazingly comfortable. And that’s with the standard seat.
Luggage is quick and very simple to load and unload and doesn’t detract from the look of the bike, in my opinion. If you don’t want it there, it’s not. If it’s there, it does a job. Simples.
As far as accessories go, I’ve now fitted heated grips and a scott-oiler because, basically, I’m getting older and I like to keep my hands warm and I don’t like bending down to oil the chain! The heated grips have been a godsend and the scottoiler keeps maintenance to a minimum. It also extends chain life by keeping it properly lubed preventing stretch and uneven wear. I really would recommend one, especially if you do lots of miles.
All I’ve done is rave about how good it is, I know. But then I wouldn’t have kept it for 4 years if I didn’t love it. There are, however, a couple of negative points.
The nitty and gritty of riding this sort of bike comes down to the costs of servicing and maintenance. It’s not cheap. On a couple of occasions I’ve been forced down the credit card route rather than a debit card. If anything does go wrong, it’s expensive! But in the 4 years that I’ve had the bike, I’ve done over 24,000 miles. I’ve had it serviced every 6k which works out about £300 per service (oils, pads, filters and any sundries). This has all been through Carl Rosner in Sanderstead near Croydon. They’ve been fantastic with any queries and the’ve kept the bike running beautifully. I can’t say enough about their attention to detail and customer service, which is why I keep going back to them and handing over my money.
I’ve also had trouble with the position of the factory alarm connections. In fact, whenever I wash the bike I have to set it to service mode because otherwise water gets into the electrics and sets the alarm off. The guys at Carl Rosner have packed the unit in all sorts of waterproof coverings, but it still happens. It may be how the electric connections are positioned but it’s something I can live with. My neighbours are another story, though, especially when they see the hose!
All in all though, I am one very happy bike owner. And it’s down to the Sprint ST 1050. It suits me, my needs, my wants and my search for thrills on the road and the track. And that’s pretty much all I could ask for.
So, a quick recap. 4 years, 26000 miles, £££s spent, 7 countries visited, 7 tyres, several sets of brake pads, 1 change of chain and sprockets and a couple of very handy accessories. Funny how they get under your skin, into your heart and control your life isn’t it?
Love bike. Love biking. Happy.
M
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