2011 Triumph Sprint GT : MD Ride Review from Four Different Perspectives…

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Triumph Sprint GT

2011 Triumph Sprint GT. MD Review from Four Perspectives

We provided a brief and technical specs, regarding new, heavier but more sport tourer, the Sprint GT .  Gabe and his Northern California buddies took turns the new Triumph on the beautiful roads in and San Francisco.  Here are their reports.

John Joss: 150 pounds, 76 years old

Age-old what bike to buy? appropriate answer: how experienced are you and kind of riding do you want to do? or sport? Cruising or commuting? On or off

Motocross or trials? The choices are as as humankind, realizing that of us—I include myself—can only one motorcycle (statistically, 90 percent of owners).

Then, the conundrum: how much can you afford to

Why does all this matter? cynics say that a compromise some capabilities to deliver In the case of sport-touring, it’s the between sport and touring.

could mean that it both badly. So a pure bike can’t tour and a touring bike is a slug.

the Triumph Sprint GT, 2011

Triumph has been producing its since 1992. The bike has respect from a worldwide of “serious” bikers. Why “serious?” occasional, weekend or dilettante often little more fad-followers, are not a community.

Serious commute, tour, carve and ride as a life routine, daily, not just when the sun or an itch must be scratched.

The GT (borrowing the ‘Gran Turismo’ car focuses on serious, committed It’s not inexpensive, at $13,199 with ABS and bags, standard) but competitive compared to two other stars: Honda’s $16,499 and Yamaha’s $15,490 FJR1300A. It to satisfy riders who like an powerful, responsive motor precise handling (sport and those who want to travel distances safely and comfortably riders).

It can only survive in the marketplace by delivering performance and to serious, committed riders.

heart. and soul

Triumph has the heart and soul of a great its Triple. Triples have the reborn British Triumph, in all manifestations: the 675 Daytona, the Street the Speed Triple (borrowing the from the iconic, 1930s Twin’ from Meriden), the and the 1050cc Sprint.

All feature smooth, creamy, vibration-free, three-cylinder power that the low-rev-range torque of a Twin the high-revving four-cylinder advantage. BMW’s magnificent but underpowered K75 of neglect, the only world now is MV’s M3 (sadly discounting Triple, almost undistributed in the

A quality motorcycle

Appraising the before riding, one sees the superior fit and finish. This is a bike, in appearance and feel. The (able to hold an XXL helmet) a stretch of the right leg and foot mounting, but once in the saddle fits, including a seat that works for smaller

The controls are well placed and with all the usual cockpit

On the road, again

The Sprint well, with very steering—perhaps too light, slightly in front-end feedback. It carves satisfactorily, though the physics of its 600-pound heft limits corner velocity. It ‘shows a plus’ on any decent straight, breaking a sweat. Suspension is first rate, but on the test there was no opportunity to adjust for weight.

Its initial setup was for an rider, a good compromise word, again).

Throttle is flawless, without snatch, to 2000 rpm in any gear, from to WFO, without “takeup at the grip—an infuriating problem afflicts too many bikes. You not row it along with the gear All of the claimed 128 hp and 80 ft.-lbs. of torque the bike to relaxed, high-speed The clutch is light and takes up as it should.

Gearshift action, on this brand new machine, was though neutral was a little to find from second Brakes are firm, sensitive and well. The standard ABS was not engaged in stops but no doubt another will comment.

The saddle can a full day’s ride. The minor ergonomic gripe is the about three to four too low to protect the head from This is not rocket science—the providers should take of that problem but the factory offer it as a delivery option.

is an issue. The 5.3-gallon tank barely scrape 200 miles, conservatively at an estimated (not 36-38 mpg (190-201 miles, to dry). A 50-mile cushion, or is vital for many rides in the West, but the Sprint doesn’t it.

When will manufacturers that range is important and a increase in capacity would In the case of the Sprint, six to 6.5 gallons of should be offered but isn’t and be.

The 2010 Sprint ST, 60 pounds than the GT, with a central system akin to its smaller, 675 is not available in the U.S. A pity. 60 pounds would make a big and would enhance an already satisfactory motorcycle.

The bottom anyone who needs more performance, at the expense of everyday should get a repli-racer. The Sprint power and handling make it a for any bike in its class. You could say it’s close to the near-perfect compromise.

It does both

Lucien Lewis: 6’3”, 210 45 years old

I have trouble why motorcycles are getting heavier and I can’t blame it on America’s since the Brits and the Japanese to be moving in that direction as That is not all bad; heavy are stable and planted on the road.

isn’t going to blow you the next lane.

The 2011 Sprint GT is big. You know it you walk up to it, when you sit on it, when you it up, and every moment you are riding it. It is not one of “once you’re rolling, the disappears” type bikes.

Its 590 lbs are present. In a straight line, is not a big issue—it just slows you But weight is not your friend if you to turn quickly at high

Gravity and inertia have ideas.

Pork aside, is a very nice bike. Its 1050 mill debuted in and (essentially unchanged) it has been a performer since, offering up a useable powerband. Maybe not ship acceleration, but it certainly you to Point B in a hurry. The brakes are too, with the ABS kicking in it should and the easily removable bags that have a bit of movement actuated by a rod that from bag to bag behind the rear

Putting them back on for the time can a bit of a puzzle, as they fit and on in at least three different And there are a dozen other touches that elevate it ordinary to quasi-luxurious.

Ergonomically, I was at how high the footpegs sit, without reason. My 34” inseam felt folded nearly in but the footpegs never came near touching the ground, in full lean. The handlebars well placed for spirited riding, but for long-distance freeway I would want to change the a bit with some sort of solution.


Other design quirks are an speedometer with the numbers the of a grain of sushi rice (if you are 50, get out the reading glasses). This is puzzling since there is a big LCD display on the right side of the that tells you all kinds of including clock, current consumption, average fuel range, trip distance, and maximum speed, but it does not act as a The seat, however, is as close to as I have found on a stock

When I got out on the back roads a couple of friends on smaller I kept expecting them to be in my mirrors, setting up to pass the That never really and I was impressed at how quickly the bike got the corners. I would not go so far as to call it inspiring, though—it always a little closer to the edge I like.

Going into at higher speeds my brain telling me that the ditches draw the bike toward with some magnetic Some suspension adjustments would have helped

Blasting around the city, the worked well. The mirrors up and click back easily, so between cars becomes manageable. It feels a little riding a big fast horse a fattened herd of cattle.

The wants to go . and cars have no Also, this thing is looking, and gets its fair of head turns as it cuts the masses.

The Sprint GT is a particular of bike for a particular type of It will not be the bike of choice for but there will be a segment of who find this bike to be the ticket. Being $5000 than Honda’s VFR1200, one of the competitors in its class, certainly it easier on the wallet, and should sales significantly. The bike is friendly, solidly built, and down the road just

Now if we could just get it on a bit of a diet (or back the ST that they’re selling across the Pond) for

Triumph Sprint GT

Alan Lapp: 6’2”, 265 46 years old

When Gabe me if I wanted to get a quick impression of the Triumph Sprint GT 1050, I was to take up the offer. As a motorcycle art director, I’m always the bridesmaid, the bride when it comes to press introductions, so it’s nice to share the love test bikes. For the past years, I’ve been SuMo and dual-sport bikes.

I used to ride big, four-cylinder sport and … and have recently been of getting back into bigger and more comfortable. I long distance riding, but on a dual-sport bike is hard to safely (ask me about The and, literally, it’s a in the … to spend multiple days in the narrow saddle. in the fact that I’m a tall, married, middle-aged guy, and I looking like the target for the Sprint GT.

The first thing I about the Sprint is that an …-looking motorcycle that need to call attention to It’s wrapped in an understated and doesn’t have a buncha disco-looking graphics. In fact, the ornamentation is a tasteful chrome on the cooling duct, and the model in small lettering.

The bodywork is quite minimalist compared to the some of which is so angular it looks like an origami instead of a motorcycle. Thankfully, not adorned with (apologies to Dolby) fins and gills some giant piranha like the Kawasaki Concours14. As an I also notice and appreciate Triumph continues some of its identity in this bike: the triangular cross-section of the bag/passenger peg the Star Trek insignia of the heel guards, the single-sided arm, etc.

My wife and I up the Sprint GT on a fine, balmy day, and headed north. I was that the GT handled two ubiquitous Bay highway hazards with stiff cross-winds on the bridge, and loathsome grooved pavement. The GT follow pavement irregularities, but not so. I noticed that the steering was heavy and wanted to run wide on unless the throttle was applied.

At a gas I quickly found the hydraulic adjuster, but the rebound damping eluded me. I called Gabe for tech support, and we deduced the Brits not only drive on the side of the road, they their shocks with the clicker on the left, where it is located behind the foot drive chain and shock and can barely be reached with the kit screwdriver, instead of the right where it would be visible and Stiff upper lip, old

With the suspension adjusted suitably, the steering became neutral, and required less on the tight, twisty, bumpy roads. That said, fluids it’s a 590-pound and it’s a lot of work to get it to transition side-to-side. It’s not that the dances well, it’s the bear dances at all.

we get into medium-fast turns and pavement, the GT starts making sense. Make no mistake: bike is not a race replica bags. It’s a Grand The suspension is supple, verging on and under-damped (ironic to me given it’s designed to carry two and luggage) The ride is quite doubly so if you’ve recently an R1 or KTM 690E.

Heck, the seat is a slice of heaven. My only complaint is that the bars are a bit far for my aching wrists, elbows and but I’ve injured all of the above in racing crashes. A younger, person may find the seating agreeable.

As the road unwinds flatter, higher speed the GT really shines. The chassis into the turns and plays to the biggest strength. The motor is a treat: it delivers power like the volume knob on stereo increases the volume. The triple rewards throttle with smoothly building, predictable, flawlessly-delivered power.

No no burbles, no flat spots, no just torquey fuel-injected Oh, and the lovely howl the motor gives me goose bumps. It’s a beautiful thing.

If I buying this bike, I’d a very short to-do First and foremost, I’d upgrade the shock to an aftermarket unit significantly stiffer spring and damping. I’d source risers move the handlebars up an inch and two.

And finally, because I’m in the torso, I’d want a taller or one with a lip to direct the highway air over my head. With mods, I’d call it good, and get on wearing out tires.

Gabe 5’6.5”, 155 pounds, 41 years old

I a 10-inch (wait for it!) chef’s knife that we got as a present. The lady at the kitchen tells me that the hot thing in knives these days are the Japanese ceramic jobs sell, and she lets me slice up a with one of them every I’m in there. They work well.

But my Wustof feels right to me, balanced and with a razor-sharp that never seems to After 12 years of daily use the is starting to discolor, but it works Why do I need another knife?

My has similar knives that had since before I was born, and though this is a woman for shopping is a competitive sport, she to buy new knives.

This Triumph is an implement. It doesn’t really do better than most bikes in its class, (except be a lot than most of its competition, as the FJR and ST1300) but it’s built does everything you need it to do and you feel special when riding it. As my merry men have above, it’s surprisingly on twisty roads, feels it has more power than it and can tour as well as you need.

imperfect (as are we all); it could better wind protection, the are too low and that solid, dependable makes the design seem 10 older than it is.

Ol’ Leftenant has a 1999 Honda VFR800. is a kick-… bike much in the of this Sprint, except 90 pounds lighter and doesn’t up much in the way of power, comfort or The beautiful thing is you can get one of those for which is about ten Big Ones than the Sprint. Not really to compare a used bike to a new all, the Sprint has a two-year and won’t eat regulator-rectifiers like shrimp.

Some cats moto-journalists) can afford to drop 13 on a new motorcycle, and they deserve to the fruits of their labor in way.

Me, I like well-worn that get the job done with a bit of Maybe I’ll look for a Sprint in 10 years…

The manufacturer Motorcycle Daily with motorcycle for purposes of evaluation.

Triumph Sprint GT
Triumph Sprint GT

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