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Comparison test: power tourer

Triumph Sprint GT against BMW K 1300 GT

Content of

In the abbreviation "GT" Gran Turismo has a lot of myth and a promise: to be able to bolt kilometers quickly and comfortably. Triumph Sprint GT and BMW K 1300 GT interpret the term excitingly different.

often ideas for comparative tests arise during heated discussions: "Touring bikes? With the thick ships, nothing works outside of the highways", claims a colleague. "Are you kidding me? Are you serious when you say that", countered another, "these things now have plenty of smoke, good chassis and you can really gas with them on secondary routes." "Let’s take it out!" – the testers agree. So grabbed the killer tourer BMW K 1300 GT and the brand new Triumph Sprint GT, and off you go on an 800-kilometer power trip from Stuttgart to Tyrol and back.

D.he first stage takes the colossi under the wheels on the motorway. Hell too, the BMW steps like hell. Tighten the tap and the traveling steamer pushes, pushes, pushes. Even beyond 200 km / h, the GT continues to fire unabated, and the speedometer needle rushes over the maximum value of 260 things. Mind you, sitting upright and shielded from the wind. madness!

The four-cylinder engine with a displacement of 1293 cubic centimeters serves as the propellant for the GT "R." and "S."-Variant of the K 1300 models. In the touring version, the quadruplet with 160 hp sends nominally 13 or 15 fewer ponies to gallop than its sportier sisters. The torque is also slightly below 135 Nm "R." and "S." (140 Nm). The Munich-based company waived the higher maximum output in favor of a fuller power and torque curve. At least that’s what they say. As a test, PS superimposed the curves. With the exception of a mini range between 6000 rpm and 6200 rpm, the GT’s power and torque are always well below the relationship. For a bike in this category, however, the punch is definitely enough.

This is especially true when the competition is using "just" 130 PS and 108 Nm. But can and will Triumph even compete with the Bavarian? Naturally! In terms of price, it plays in a different league – the Sprint GT is a good 4600 euros below the BMW (17,850 euros) with a base price of around 13,200 euros – but the full-throttle traveler rightly demands from the British one, comfortable and lightning-fast Destroy kilometers. The mandatory letter combination stands exactly for these attributes "GT", and it was precisely for this purpose that the Hinckley team modified the Sprint ST.

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They are different, but both can accelerate.

More on that later. First, let’s take another look at the drive. Largely identical in construction, the popular three-cylinder with 1050 cc fires not only the Sprint models but also the Naked Bike Speed ​​Triple and the travel enduro Tiger. He delivers his punch very evenly, acts almost unspectacularly. Of course, there is little he can do against the displacement giant of the BMW. The driving performance confirms this subjective impression. Despite the weight advantage of the Triumph of over 30 kilograms (269 to 302.5 kg), the BMW is clearly ahead in terms of acceleration, pulling through in last gear and top speed. During the pull-through exercise, the British woman suffers from the far too long translation. It theoretically reaches its top speed of 230 km / h in fifth gear, the sixth is geared up to 271 things. The strengths of the triple lie in the great suppleness, the extremely smooth throttle response and of course the sound. It is still a catchy tune of the first order, how the three-cylinder roars and hisses under load.

The BMW spoils its driver with a clean workplace. The ultra-comfortable, height-adjustable seat and the wide, height-adjustable handlebars reduce even huge distances to a detour around the next corner. A special highlight: the electrically adjustable windshield. It works continuously and allows the right position for every driver size and preference.

The Triumph also places its driver quite comfortably. But the British woman does not come close to the unearthly comfort of the BMW. Take a windbreak, for example: On the Sprint GT, the driver is surrounded by a steady and clear draft. The windshield does not offer any adjustment options. The same applies to ergonomics: neither seat nor handlebar height allow corrections. The pilot has to stretch a little to get to the narrow handlebars, which are mounted far forward and comparatively low. The knee angle is also a bit tighter on the Brit. Is this seating position an indication of the Triumph’s sportier orientation? Does it give her advantages in the country road tango? We will see. The fact that the Sprint’s wide tank spreads the driver’s legs quite wide speaks against this. The Triumph, on the other hand, offers passengers a very comfortable place after the revision. The same applies to the BMW.

There is also stalemate in terms of high-speed stability. Even at maximum speed, both pull their course steadfastly. The cases do not change that, although they are heavy as lead with an empty weight of just under 12 (BMW) and 13.5 kilograms (Triumph). Speaking of suitcases: the total width of the bikes with the containers is around one meter, which makes it difficult to meander through traffic jams. The target customers will get over it, law and order now apply. Now the most important modifications to the Triumph Sprint GT: ABS as standard, redesigned, reinforced rear including new pillion seat and pillion pegs, longer swing arm, more comfortably coordinated suspension elements, side-mounted silencer with more volume, reprogrammed Engine control. Thanks to the last two changes mentioned, the GT sends a little more power and torque to the transmission than the ST, which will no longer be offered in Germany in the future.

Are the British sacrificing sporty properties with the chassis modifications? Clear yes! The Austrian cornering world reveals the weaknesses of the Sprint GT. The somewhat sluggish handling, the unrest in the rear when cornering harder and the little feedback from the front wheel speak for themselves. BMW shows how it can be done better. Despite the unconventional front wheel guidance (Duolever), the driver feels much more clearly what is happening in front. Not even the extra pounds stand in the way of the K-GT. The BMW driver only feels the weight of over six hundred pounds in alternating curves. The Sprint can boast slight advantages here. The ABS on both cruise boats is very sensitive, but the Triumph needs a lot of hand strength for shorts braking distances.

Conclusion: The excursion into the world of Gran Turismo was worth it. It shows that the cliche of the honest travel steamer no longer applies without reservation. The BMW in particular surprises with sensational dynamics. The British woman cannot keep up with that. The cult status that Triumph justifiably enjoys speaks for them. It is also much cheaper.

Technical specifications

Drawing: archive

The performance diagram of the BMW K 1300 R and Triumph Sprint GT.

With a peak output of 165 HP, the BMW K 1300 GT puts five HP more on the test stand than the manufacturer states. Thanks to its displacement advantage of almost 250 cubic centimeters (equivalent to 23 percent), it is superior to its rival at any speed. The difference between the power tourers is up to 30 Nm and 36 hp. The pilot can also feel what the performance diagram clearly illustrates when driving. Despite its extra weight of 33 kilograms, the acceleration and pulling power on the BMW are clearly better. Taken alone, 129 hp and 107 Nm are of course always sufficient for a touring bike. The homogeneous power delivery and the suppleness of the Triumph unit are also impressive. But anyone who knows the punch of the BMW will never want to be without it again.

BMW K 1300 GT

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Anyone who orders the BMW K 1300 GT with a few extras can look forward to a wealth of additional switches.

Drive:
Four-cylinder in-line engine, four valves / cylinder, 118 kW (160 PS) at 9000 / min, 135 Nm at 8000 / min, 1293 cm3, bore / stroke 80.0 / 64.3 mm, compression ratio 13.0: 1, ignition – / injection system, 46 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, cardan, G-Kat

Landing gear:
Light alloy bridge frame, steering head angle: 60.6 degrees, caster: 112 mm, wheelbase: 1572 mm. Trailing arm guided telescopic fork with central spring strut, with ESA II electronically adjustable in spring base and damping. Central spring strut with deflection, adjustable spring base and damping with ESA II. Suspension travel front / rear: 115/135 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Bridgestone BT 020 "UU". 320 mm double disc brake with four-piston fixed calipers at the front, 294 mm single disc with two-piston floating caliper at the rear, combination brake

Measurements and weight:
Length / width / height 2350/990/1380 – 1440 mm, seat / handlebar height 810 (830) / 1030 – 1060 mm, handlebar width 720 mm, 302.5 kg fully fueled, front / rear 47% / 53%

Rear wheel power in last gear:
112 kW (152 PS) at 230 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.1 s / 5.3 s / 9.0 s
Pull-through 50-100 / 100-150 km / h 4.4 s / 4.4 s

Top speed: 260 km / h *

Consumption:
Fuel type: Super plus unleaded. Average test consumption: 7.0 liters / 100 km, tank capacity 24 liters, range: 342 km

Base price: 17,850 euros, Test machine price: 19,950 euros **, (plus additional costs)

* Factory specification
** Incl. Safety and Premium Touring Package

Triumph Sprint GT

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The side-mounted exhaust of the Sprint GT replaces the underseat system of the ST. Stylistically a step backwards.

Drive:
Three-cylinder in-line engine, four valves / cylinder, 95.6 kW (130 PS) at 9200 / min, 108 Nm at 6300 / min, 1050 cm3, bore / stroke 79.0 / 71.4 mm, compression ratio 12.0: 1, Ignition / injection system, 46 mm throttle valves, mechanically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat

landing gear:
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 84 mm, wheelbase: 1565 mm. Conventional telescopic fork, Ø fork inner tube: 43 mm, adjustable in spring base. Central spring strut with deflection, adjustable in spring base and rebound. Suspension travel front / rear: 127/152 mm

Wheels and brakes:
Light alloy cast wheels, 3.50 x 17"/5.50 x 17", Front tires: 120/70 ZR 17, rear: 180/55 ZR 17. First tires: Bridgestone BT 021. 320 mm double disc brake with four-piston fixed calipers at the front, 255 mm single disc with two-piston floating caliper at the rear

Measurements and weight:
Length / width / height * 2260/760/1210 mm, seat / handlebar height 825/970 mm, handlebar width 685 mm, 269.5 kg with a full tank, front / rear 46.6% / 53.4%

Rear wheel power in last gear:
88.2 kW (120 PS) at 203 km / h

Driving performance:
Acceleration 0-100 / 150/200 km / h 3.4 s / 6.3 s / 11.0 s
Pulling 50-100 / 100-150 km / h 5.8 s / 5.6 s

Top speed: 230 km / h *

Consumption:
Fuel type: Super unleaded. Average test consumption: 6.5 liters / 100 km, tank capacity 20 liters, range: 307 km

Base price: 13,190 euros, Test machine price: 13,374 euros *** (plus additional costs)

* Factory specification
*** Heated grips: 184 euros

1st place: BMW K 1300 GT

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With its sheer power, the BMW K 1300 GT can put the Triumph in its pocket.

Category engine:
A hammer of engine! The dynamics are unique for a bike in this category. Despite the noisy switching processes, there is the full glory of the stars.

5 out of 5 stars

Category chassis:
Six hundredweight cannot be discussed away. But the BMW skilfully conceals the pounds. It turns surprisingly stable around the radius, the brake is a dream.

4 out of 5 stars

Category ergonomics:
More comfortable and at the same time faster kilometer eating is not possible. Great: adjustable ergonomics. Passengers also feel right at home on the GT.

5 out of 5 stars

Category driving fun:
The dynamism of the BMW inspires. PS would not have expected such handling characteristics from such a monster. A real alternative as a fourth vehicle…

4 out of 5 stars

PS judgment:
It was clear that the BMW dozed off the British when it came to touring. Surprisingly, she also wins the country road classification. Thumbs up for the K-GT!

18 out of 20 stars

2nd place: Triumph Sprint GT

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The Triumph Sprint GT impresses above all with its sound and unique feeling.

Category engine:
The large displacement disadvantage is clearly noticeable. However, the Sprint GT offers enough juice for touring. Hooked gear.

3 out of 5 stars

Landing gear:
The suspension tuning turned out to be too comfortable, there is a lot of movement with the onions. Bad feedback from the front. The stoppers require a lot of force.

3 out of 5 stars

Category ergonomics:
The Triumph cannot take advantage of its sportier seating position during country road tango. The windbreak is okay, nothing more. Great pillion seat!

4 out of 5 stars

Category driving fun:
Sound and feeling on the Triumph fit. The Sprint GT also offers the attractive opportunity to go on a big tour with a niche brand.

3 out of 5 stars

PS judgment:
The Sprint GT is only the second winner. It’s not just a question of price. Triumph could have gotten more out of the chassis.

13 out of 20 stars

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