Driving report: Triumph Sprint GT
Scotland test drive with Triumph’s new sports tourer
More comfort, more performance, better luggage storage – with the Sprint GT based on the tried and tested ST, Triumph presented a machine that should be suitable for really big tours.
F.Annual report: Triumph Sprint GT
The Triumph Sprint GT developed a much better sports tourer based on the ST.
Scotland. What do you think of spontaneously? Whiskey. Kilt. Beards. And: – exactly! – "There can only be one." The motto of the Highlander saga, the film epic with Christopher Lambert. In the case of the new Sprint GT, which has now been presented in Scotland, this is at least not entirely true. Because although only the GT will be available in Germany from June, the ST will continue to be built and is still available in some countries such as England and Australia. Back to Scotland. Wind-combed trees. Grazing happy sheep. Low clouds. Licking holes. Weather-beaten faces. Next to the tranquil, calm Loch Fyne, 15 brand new Triumph Sprint GTs rest on their center stands.
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Driving report: Triumph Sprint GT
Scotland test drive with Triumph’s new sports tourer
Scotland: cornering paradise with little traffic, framed by a mystical landscape
An ST that a tour guide will drive has got lost among the GT models. As in a tennis match, the eyes flicker back and forth. Compare, assess, measure. No question about it, the ST looks much more individual with its exhaust positioned directly under the seat and the three distinctive tailpipes. On the new GT, the long triangular tube is laid on the right at the height of the wheel axle. Cheaper center of gravity, better case fastening, larger silencer volume, the technician whispers and gives a despondent smile. Sure, it can be anything, one thinks, but unfortunately the eye also moves with it. Especially without a case, the new silencer is not exactly an eye-catcher in a positive sense. It also covers the great single-sided swing arm and the beautiful cast-spoke wheel. Thank God the ear goes along with you. From the very first few meters, you nod appreciatively at the work of the Triumph sound engineers. The GT sounds pithy, growling, powerful – a shade more potent than the ST.
What it has become, according to the manufacturer: The increased silencer volume in connection with a new mapping should not only have a fuel-saving effect and allow the engine to follow gentle gas commands, but also supposedly generates five hp more maximum power and also increases the torque: 130 hp at 9200 rpm and The manufacturer specifies 108 Newton meters at 6300 rpm.
After the mounted Bridgestone BT021s have warmed up, you can take a closer look. Diving into an inclined position, turning in, alternating curves with rapid changes in incline – somehow the GT feels more sedate than the old ST. And that is by no means due to the tires, which, by the way, harmonize very well with the bike. A look at the data sheet provides some explanations: According to the manufacturer, the GT weighs 268 kilograms ready to drive. That is lush. And is 54 pounds above the ST’s homologation weight.
Better living: the seats have been redesigned for the driver and pillion. With an optionally available top case, the luggage volume can be increased to a solid 117 liters. The mirrors vibrate less, the headlights should have a better light output.
Darrell Taylor explains it in a smoke break: In fact, the GT has only gained 11 kilograms compared to the ST: longer swing arm, reinforced rear frame made of steel instead of aluminum, larger battery and a few smaller details. There is also ABS (three kilograms). In addition, the 268 kilograms now contain the case, which has been enlarged from 22 to 31 liters each. Aha! The longer swing arm has increased the wheelbase from 1,457 to 1,565 millimeters. That doesn’t necessarily make the GT more manageable either. Cigarette out, insert data sheet, go on. The chassis set-up is successful for tourist driving. The spring elements respond softly and filter everything away. It is too soft for sporty driving. The rear, in particular, pumps when you bend a corner quickly. The brake decelerates perfectly with a clear pressure point. It is not too poisonous and easy to dose. The ABS has been retuned for the GT and leaves a very good impression with its fine control intervals. Even if a bit sluggish, the GT steers precisely and remains stable.
You could actually go on like this forever. Along the lochs. Pass the castles. Over asphalt strips that are rarely used and twist as if they had been drawn by roller coaster designers instead of street planners. Because this is exactly where the Sprint GT’s strengths lie. You sit perfectly and immediately feel good. The ultra-comfortable chassis and the 1050 cubic three-cylinder are made for touring. The engine hangs great on the gas and presses a lot of torque to the rear wheel just above idling speed. Thrust is everywhere and just doesn’t want to end. Great. Seekers who demand a kick, a performance explosion or greedy turning ability will perhaps even find the homogeneous performance development boring. But that would be like marrying a multimillionaire and then complaining that life is so boring because you can buy anything.
Let’s summarize: Compared to the ST, the new Sprint GT is much better equipped for traveling. A smart home suitable for everyday use for all touring riders who don’t take their vehicle into the Alps with a trailer, but rather travel comfortably and who want to circle every type of radius at their destination with a sporty touch. For 13190 euros it will be available from dealers from the end of June.
The Sprint GT will only be available with ABS as standard in Germany – the system made a good impression.
Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 46 mm, regulated catalytic converter with secondary air system, 420 W alternator, 12 V / 14 Ah battery, mechanically operated multiple discs – Oil bath clutch, six-speed gearbox, X-ring chain, secondary ratio 42:19.
Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm3
Compression ratio 12.0: 1
rated capacity 95.6 kW (130 PS) at 9200 rpm
Max. Torque 108 Nm at 6300 rpm
Bridge frame made of aluminum, telescopic fork, Ø 43 mm, adjustable spring base, single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 255 mm, two-piston fixed caliper, ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Mass and weight:
Wheelbase 1565 mm, steering head angle 66.5 degrees, caster 84 mm, spring travel v / h 127/152 mm, seat height 815 mm, empty weight 268 kg, permissible total weight 483 kg, tank capacity 20.0 liters.
guarantee two years
Colours Blue, silver
price 13190 euros
Additional costs around 240 euros
Noticed & Videos
- Top speed: 230 km / h allowed with suitcases
- Accessories rich and useful
- Wheels lighter compared to the ST
- ABS as standard
- Neat payload with 215 kilograms
- Low steering angle
- Center of gravity still quite high
- Circuit quite gritty
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