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Kawasaki Z 1000 SX Tourer and Triumph Sprint GT in the test

Are sports tourers the golden mean?

Tourers are too big and sedate for you? Athlete too strenuous and nervous? Then the happy medium might be just right for you. We test the Triumph Sprint GT and the Kawasaki Z 1000 SX Tourer in comparison.

Somehow sports tourers are caught between all chairs. One thinks. But it is precisely in such gaps that successful and attractive little plants thrive. For example the Kawasaki Z 1000 SX. In terms of sales, it is practically on a par with the popular Z 1000. It’s also tempting: a bike with which you can do your sporty after-work tour as well as your holiday trip. To keep it that way, it received its first revision for 2014. In addition to standard suitcases, traction control and two engine mappings, it also brought monoblock brakes, a firmer chassis and more pulling power. In terms of performance, she is most likely to win the Triumph S.print GT hold a candle to it. Its bearish 1050 three-cylinder is a bench, the neat single-sided swing arm is pleasing to the eye.

Kawasaki Z 1000 SX Tourer and Triumph Sprint GT in the test

Are sports tourers the golden mean?

Z 1000 SX with a name steeped in tradition and a self-confident appearance, clearly in the sportier corner.

Kawasaki Z 1000 SX is easier to direct

The seat rehearsal underlines the different approaches of the two. The driver sits on the Triumph Sprint GT, deeply integrated into the motorcycle, elongated and on softer upholstery. At the same time, with legs bent in a sporty way. The Kawasaki Z 1000 SX positions its rider more compactly, closer to the handlebar and more upright. The higher mounted pegs fold the legs a little more, although not uncomfortably.

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At higher speeds, the Kawasaki steers more and more neutrally and is overall more agile than the Triumph.

Both of them do the start-up procedure without complaint. Only after cold, damp nights does the Kawasaki Z 1000 SX choke a little from the fuel it has been given for the first few meters before it willingly accepts gas. It threads its way more smoothly through the hustle and bustle of the city than the Triumph Sprint GT. And thanks to the more relaxed sitting position, it is easier to direct than the sprint, which, at a pounding 270 kilograms, not only carries 27 kilograms more with it, but also requires a more firm clutch hand. In addition, its turning circle of 7.3 meters is almost one and a half meters larger than that of the Kawa, which is annoying when maneuvering.

With the Kawasaki Z 1000 SX, on the other hand, only the wide, newly designed mirrors require a little attention, which compensate for this with good consideration. But we look ahead to the approaching exit and the waiting curves. There the triumph triple throws itself into the stuff. With this inimitable hiss, it pushes forward velvety, powerfully and with wonderful smoothness just above idle speed. He is not only acoustically flattering, but also moves on velvet paws through the speed range.

Lower load changes on the Triumph Sprint GT

The Kawasaki four-cylinder is no less powerful, but more robust. In addition to 3 HP more peak power, gentle engine modifications also brought a little more torque in the middle. This enabled the engineers to take sixth gear a little longer. The bottom line is that the draft values ​​are unchanged. Whereby the four-cylinder is mechanically more present than the Triumph-Dreier. In addition, it reacts with the blink of an eye to the opening of the double throttle valves, especially at low speeds after rolling. Direct and easy to dose, with fewer load changes, on the other hand, the Triumph unit hangs on the gas. The streets are still narrow, the curves tight. The Triumph Sprint GT can be gently rocked from one side to the other in the rhythm of the curves, is not particularly handy, but its balance is right. She turns in well, lies stable, takes turns calmly. The Kawasaki Z 1000 SX, on the other hand, leans much more readily and easily, but tends to fold the front wheel inward in tight bends, which always requires some counter pressure on the handlebars and does not seem particularly neutral.

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In contrast to the radical looking Kawasaki, the Triumph dresses discreetly, avoiding flashy shapes and colors.

But the greater the speed and curve radii, the more the picture changes. At higher speeds, the Kawasaki Z 1000 SX steers more and more neutrally, is full and stable, even on pitted asphalt and on steep slopes. And it’s simply more agile overall. In wide curves, the Triumph Sprint GT pulls its way stably like a freight train – at least on a level surface. The high weight and nine centimeters longer wheelbase dampen the handling, but have a calming effect in terms of stability and straight-line stability. But if you take the “sprint” in its name too literally and give it the spurs, possibly even on an undulating surface, triumph gets moving. The softly cushioned spring elements respond cleanly to small bumps and ensure comfort. But not for rest on deck.

In addition, the sprint only provides average feedback, which dampens the physical activity, particularly with regard to the indifferent feeling for the front wheel. Whereby the engine is also definitely available for dynamic locomotion: it hangs great on the gas, pulls as beefy as it is smooth and smooth up to the limiter. And have we complained about bony Triumph transmissions in the past? This one perfectly lines up one aisle after the next. While downshifting is still a bit noisy, otherwise the gears slip perfectly. This engine is still a piece of cake.

The bottom line is that the Triumph Sprint GT is more of a comfortable travel companion than a sportsman, as the moderate pace is ultimately more suitable for it. Especially since the wide bench invites you to linger and a pillion passenger will find a more comfortable place here. The Triumph rests in itself and exudes serenity as you glide along the country roads. While the Kawasaki Z 1000 SX can hardly deny its sporty genes and blossoms with a brisk pace. The four-cylinder grumbles pithily, now hangs well on the gas at higher speeds. Turns up high, gives another power boost at 7000 rpm and only slacks off a little in the last 1000 revolutions.

The gears lock precisely and without great effort. Despite the slightly longer sixth gear, the four-cylinder engine derives its dynamism from an overall ratio that is still quite short. The Kawasaki Z 1000 SX runs into the limiter at top speed, and you always find yourself looking for a seventh gear. It should be translated even longer – not only from a tourist point of view. The chassis puts away sports insoles without complaint and provides better feedback – especially from the front wheel. The fully adjustable fork (Triumph: only preload) offers proper response and enough reserves for a brisk pace.

The Kawa can brake like the devil!

The spring strut, which is now equipped with a harder spring and, like the Sprint, can be adjusted in rebound and preload by handwheel, is not one of the most sensitive representatives of its kind, but it doesn’t get ugly hardness. The overall tight chassis setup does its part to ensure that the Kawasaki Z 1000 SX does not lose its footing in fast, undulating corners. The only thing to complain about is the noticeable righting moment when braking. But the Kawasaki can brake like the devil. A new radial brake pump and monoblock calipers ensure massive deceleration. The Z 1000 SX can be captured again with two fingers. And a finely regulated Bosch ABS ensures that nothing goes wrong in the heat of the moment. Only the lifting of the rear wheel cannot be completely prevented by the system. If the throttle grip is turned too vigorously, a three-stage traction control reliably monitors the rear wheel, which does not intervene too early and restrictively even at the most sensitive level.

The Triumph Sprint GT does not have that in its repertoire. Their brakes, which are also ABS-reinforced, look comparatively pale. Pack up properly when you first put on. But then you have to pull hard on the lever to slow down more. They do not achieve the bite or the controllability of the Kawa brake. If necessary, the ABS regulates reliably, but not as finely as that of the Kawasaki Z 1000 SX.

The Triumph scores elsewhere. The handling and locking of the large, but also heavy cases (6.9 kg each, Kawasaki: 4.0 each) is incredibly easy. Its vibration-decoupled suspension also ensures that the Sprint runs straight and bolt-stable even at high speeds. The main stand and single-sided swing arm facilitate chain maintenance and delight touring fans. The wind protection of the flat disc is average at best. The screen of the Kawasaki Z 1000 SX protects its pilot a little better, at least in the top tier. It is gratifying for both of them that they spare their drivers from annoying eddies and turbulence.

Triumph only swallows 5.1 liters

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The Triumph Sprint GT pulls in wide curves as stable as a freight train on its way – at least on a level surface.

At the gas pump, both of them make for happy faces. The Kawasaki Z 1000 SX, because with a consumption of 5.6 liters it is a few tenths more economical with fuel than its predecessor. The Triumph Sprint GT, because with a total of 5.1 liters it shows very moderate drinking habits. Which, in conjunction with the 20-liter tank (Kawasaki 19 liters), gives it a range of almost 400 kilometers.

A small compartment in the paneling holds at least a few utensils, the on-board socket and luggage rack facilitate the long tour, as does the generous 213 kilograms of payload. The range of accessories offers a top case with an integrated socket. But the cockpit of the Triumph, which can only be operated via fiddly buttons, does not have a gear and outside temperature display.

The cockpit of the Kawasaki Z 1000 SX, which can be operated from the handlebars, also suppresses this information. At 28 liters, your suitcases are also slightly smaller than those of the Triumph (31 liters), but still hold a full-face helmet. However, a load of 183 kilograms is not exactly large for the tour for two. But those who, like the Kawasaki, place more value on sporting attributes will be able to live with them. For those who are more in the mood for enjoyable tours, the Triumph is ideal.

Kawasaki Z 1000 SX Tourer

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The Kawasaki Z 100 SX Tourer has the radical shape familiar from the manufacturer.

engine

type design

Four-cylinder four-stroke-
In-line engine injection
 Ø 38 mm coupling

Multi-panes-
Oil bath clutch Boron x stroke 
77.0 x 56.0 mm Displacement
 1043 cc compression
 11.8: 1 power

104.5 kW (142 hp)
at 10,000 rpm Torque
 111 Nm at 7300 rpm

landing gear

frame

 Backbone frame
aluminum
fork

 Upside-down fork,
Ø 41 mm
Brakes front / rear 
Ø 300 mm / Ø 250 mm
Systems assistance
 ABS, traction control
bikes
 3.50 x 17; 6.00 x 17
tires
 120/70 ZR 17; 190/50 ZR 17
Tires
 Bridgestone S 20 "N"

mass and weight

wheelbase 1445 mm
Steering head angle 65.5 degrees
trailing 102 mm
Front / rear suspension travel  120/138 mm
Seat height * 820 mm
Weight with full tank ** 243 kg
Payload * 183 kg
Tank capacity / reserve 19.0 liters
Service intervals 6000 km
price k. AT..
Price test motorcycle k. AT..
Additional costs 180 euros
* MOTORCYCLE measurements;
** MOTORCYCLE measurement including case weight (Kawasaki 2 x 4.0 kg; Triumph 2 x 6.9 kg

MOTORCYCLE readings

Top speed 
244 (249 *) km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h		 3.3 sec
5.3 sec
9.8 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h		 3.4 sec
3.2 sec
3.6 sec
Consumption highway 5.6 liters / super
Reach country road 339 km
* Manufacturer information

Triumph Sprint GT

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In total, the Triumph Sprint GT weighs a whopping 270 kg.

engine

type design

 Three-cylinder four-stroke-
In-line engine
injection
 Ø 46 mm
coupling

 Multi-panes-
Oil bath clutch
Boron x stroke 
79.0 x 71.4 mm
Displacement
 1050 cc
compression
 12.0: 1
power

 96.0 kW (131 PS)
at 9200 rpm
Torque
 108 Nm at 6300 rpm

landing gear

frame

 Bridge frame
aluminum
fork

 Telescopic fork,
Ø 43 mm
Brakes front / rear 
Ø 320 mm / Ø 255 mm
Systems assistance
 SECTION
bikes
 3.50 x 17; 5.50 x 17
tires
 120/70 ZR 17; 180/55 ZR 17
Tires
 Bridgestone BT 021

mass and weight

wheelbase
 1537 mm
Steering head angle
 66.5 degrees
trailing
 84 mm
Front / rear suspension travel 
127/152 mm
Seat height *
 820 mm
Weight with full tank **
 270 kg
Payload *
 213 kg
Tank capacity / reserve
 20.0 liters
Service intervals
 10,000 km
price
 12,490 euros
Price test motorcycle
 12,490 euros
Additional costs
 450 euros
* MOTORCYCLE measurements;
** MOTORCYCLE measurement including case weight (Kawasaki 2 x 4.0 kg; Triumph 2 x 6.9 kg

MOTORCYCLE readings

Top speed  237 (232 *) km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h		 3.4 sec
5.7 sec
11.7 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h		 4.9 sec
5.2 sec
6.7 sec
Consumption highway
 5.1 liters / super
Reach country road
 392 km
* Manufacturer information

Scoring and conclusion

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The Triumph appears flat and elongated compared to the dynamic Kawa. For those who are more in the mood for enjoyable tours, the Triumph is ideal.

engine

Maximum
score 

Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
Draft 40 36 28
acceleration 40 32 30th
Top speed 30th 21st 20th
Engine characteristics  30th 26th 24
Responsiveness 20th 14th 15th
Load change 20th 14th 14th
Smoothness 20th 11 13
coupling 10 9 7th
circuit 20th 15th 14th
Gear ratio 10 8th 8th
Start 10 8th 8th
total 250 194 181

The three-cylinder of the Triumph runs noticeably quieter and has the smoother response. But the Kawasaki four-wheeler impresses – not least thanks to its short overall gear ratio – with excellent acceleration and, above all, torque. The Triumph clutch also requires more manual effort.
Winner engine: Kawasaki Z 1000 SX

landing gear

Maximum
score 

Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
Handiness 40 27 23
Stability in turns 40 29 26th
Steering behavior 40 28 27
feedback 10 8th 6th
Inclined position 20th 16 16
Straight-line stability  20th 15th 18th
Suspension tuning in front  20th 14th 12th
Chassis set-up at the rear  20th 14th 13
Adjustment options undercarriage  10 7th 4th
Suspension comfort 10 6th 7th
Driving behavior with a passenger 20th 14th 14th
total 250 178 166

This chapter goes to the Kawasaki. The Triumph scores at least with an imperturbably stable straight line and comfortable chassis. The Kawa is not so precise with neutrality, especially at low speeds, but is much more manageable and, thanks to the tighter set-up, is noticeably more stable when sharpening corners quickly.
Chassis winner: Kawasaki Z 1000 SX

everyday life

  Maximum
score
 
Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
Ergonomics driver 40 29 28
Ergonomics pillion 20th 9 12th
Windbreak 20th 14th 13
view 20th 12th 12th
light 20th 13 16
Furnishing 30th 20th 13
Handling / maintenance  30th 16 13
Luggage storage 10 6th 9
Payload 10 4th 9
Tidy 30th 20th 25th
processing 20th 14th 15th
total 250 157 165

Even if the Triumph clinches a partial victory here, the Kawasaki offers the more upright, more relaxed seating position. And also the more extensive equipment. Tour fans are better served with the Triumph thanks to the luggage rack, storage compartment and socket, as well as range and payload. The information content of the displays could be improved in both cases.
Winner everyday life: Triumph Sprint GT

security


 Maximum
score
 
Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
Braking effect 40 32 27
Brake metering 30th 27 22nd
Braking with a passenger / fading  20th 15th 14th
Righting moment when braking  10 6th 7th
ABS function 20th 15th 11
Handlebar slapping 20th 13 17th
Ground clearance 10 7th 8th
total 150 115 106

The Kawasaki lands a direct hit with its new brakes. Spontaneous and bulky to grab, and easy to dose. The new Bosch ABS also pleases with its short control intervals.
Safety winner: Kawasaki Z 1000 SX

costs

Maximum
score
 
Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
guarantee 30th 15th 18th
Consumption (country road)  30th 16 19th
Inspection costs 20th 10 16
Maintenance costs 20th 7th 8th
total 100 48 61

Longer inspection intervals and warranty, plus lower fuel consumption: a clear case for the Sprint GT.
Winner costs: Triumph Sprint GT

Performance measurement

TRILLION

The performance measurement of the Kawasaki Z 1000 SX Tourer and Triumph Sprint GT.

If you look at the power and especially the torque curves in connection with the pulling power, you rub your eyes in amazement. But the Kawasaki Z 1000 SX benefits enormously from its significantly lower weight and the overall shorter overall gear ratio, so that the Triumph loses out in the pull-through test.

Easy to see: the power curve that flattens out from 9000 rpm. The Triumph Sprint GT has around 95 Nm of torque just above idle speed, and from 3500 rpm it is permanently over 100 Nm. What gives the three-cylinder its rustic character and sovereign appearance and makes it a pleasant companion in everyday life.

Test result

Maximum
score
 
Kawasaki
Z 1000 SX 
Tourer		 triumph
Sprint GT
Overall rating 1000 692 679
placement 1. 2.
Price-performance rating 1.0 – 1.9

Winner price-performance:
The Triumph Sprint GT deserves a good grade, Kawasaki could not name a price at the time of the test.

1st place: Kawasaki Z 1000 SX Tourer
Clear thing for the revised Greens. It is more handy, brakes better, meets sporting expectations more without being uncomfortable. In terms of neutrality and equipment suitable for touring, however, it can also improve.

2nd place: Triumph Sprint GT
The elongated seating position is not typical for tourers, but the chassis is comfortable and stable. The GT is economical and can haul properly. But handling and braking are just average. Equipment and wind protection as well.

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