2011 Triumph 1050 Sprint GT road test review — Road Tests: First Rides…

14 Янв 2015 | Author: | Комментарии к записи 2011 Triumph 1050 Sprint GT road test review — Road Tests: First Rides… отключены
Triumph Sprint GT

2011 Triumph 1050 GT road test review

If VFR1200 is a sports sports-tourer BMW’s R1200GT is a sports-tourer Is that clear? In this the emphasis can lie clearly at either end of the tourer spectrum.

We tested these extremes last and, for us, the niftier handling VFR won it for us.

new Sprint GT is a tourer-fied version of the Sprint and the changes are pretty It isn’t as full-on marshmallow as GTR1400 or the BMW R1200RT but it falls between these and the VFR.

The three-cylinder 1050cc lump is alive and well and has been up with new throttle bodies and a new map. This and the new underslung system has boosted power and Peak power (130bhp) is at a slightly dizzy 9,200rpm and a 77.5ft/lb of torque is delivered at

While pick up at the bottom-end is you get the sensation when riding it everything is loaded in the middle to reaches of the power curve. is fine in the leggy top gear (7% when road conditions 90-plus riding, but below you find yourself shifting a lot to keep the motor in its purple It’s a capacity thing. will never give the amount of low down shove as competitors when they’re 200, 300 or 400cc more.

The the 1050cc is at the limit of its bore would suggest there’s a new bigger capacity triple already under development at I have to stress that is a pure guess and under no should you hold me to this. I’m right, of course.

The Sprint GT feels long the you get it off the sidestand. That’s because it is. A new swingarm adds a massive inches to the GT’s wheelbase to the Sprint.

You can see the difference looking at bikes side-by-side. The extra is partially disguised by the new longer, seat subframe but it’s obvious. The closest bike I can it to in terms of length, wheelbase and (in terms of weight bias) is a ZZR1100 Kawasaki with higher bars.

One of the Triumph team told me high-speed stability was a major criterion. They tested it on tyres with every of luggage load to make sure they wouldn’t any ST1100-esque high-speed stability The panniers and optional topbox a coupled side-to-side movement to counter the … weave. mission was a success.

The Sprint GT is right up to and indicated 150mph. apparently.

But it is very susceptible to irregularities like grooves and lines. Touch a white while cranked over and the GT give a little shimmy. It ruts and tramlines with a yawing movement and exaggerates bad surfaces to the extent where I did believe I had a front puncture at one

Triumph Sprint GT
Triumph Sprint GT

The front Bridgestone BT021 soft. A good quality gauge showed 37psi, one psi up on the base setting. I thought it be the arse-down attitude of the bike the feeling so I wound the rear preload up using the handy very low-geared) remote wheel to get rid of the static sag.

changed the way the bike felt. it’d still tramline and when it hit a white line but the was much more accurate and feeling. Transformation.

The sub-ten pound Triumph Sprint GT is any direct competition, though. It with mahoosive panniers (117-litres of space with the top box fitted), acres of space, a gel standard fit ABS brakes, a trip a barn door of a fairing and a two mile tank range.

There are some nice like optional heated and a topbox with a hot pad electrical which provides a wireless for the integral phone charger And here I am whingeing about a few issues. Surely the point of the new GT is comfort, stability, storage and value for money.

On all these it scores top marks.

It comes in any you like as long as it’s Pacific Blue or Aluminium and it’s available from friendly local Triumph

2011 Triumph 1050 GT

Triumph Sprint GT
Triumph Sprint GT
Triumph Sprint GT
Triumph Sprint GT
Triumph Sprint GT
Triumph Sprint GT
Triumph Sprint GT

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