Triumph Sprint GT review Ash On Bikes

19 Апр 2015 | Author: | Комментарии к записи Triumph Sprint GT review Ash On Bikes отключены
Triumph Sprint GT

Triumph Sprint GT review

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The new Sprint GT is batting not just for it seems, but the traditional sport-tourer in general.

The focus has switched in times, and the last year in to the `tall-rounders`, adventure bikes as the BMW R1200GS, Ducati`s Multistrada and recently the Yamaha Super all of which perform the sport-tourer at least as well as the bikes for the name was invented.

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Then gave us the VFR1200F, a proper but flawed and very expensive, so so it was beginning to look like the itself is … out. So how Triumph`s Sprint GT fare this background, and the whole new of competition?

As its name suggests, the has been tilted by Triumph the touring end of the spectrum. It`s on the Sprint ST, but facelifted to address issues with that as well as improving the touring of its portfolio. There`s a new, exhaust system in place of the signature high level which provides additonal space, lowers the previously high pillion position and no provides often unwanted heating.

It`s also free flowing and has released 5bhp, bringing peak up to 128bhp (130PS, 96kW) at as well as a small torque to 80lb.ft (108Nm) at 6,300rpm. At the time, a new, faster management computer is fitted to throttle response, economy and

The upper fairing is new, sleeker lines and the deletion of the light surround, while the themselves are changed from to reflector type, in order to the concentration and pattern of light at something of a weakness with the old ST. As as the lower seat the pillion gets grab handles as and lower footrests, while the two-up stability is designed to be thanks to a 70mm longer This is still a single-sided which helps in keeping the tucked in, in turn providing of space for the voluminous panniers.

The luggage capacity is enormous in with each pannier 31 litres and large enough for the full face helmet on the — Triumph tried all to make sure. The optional top box large enough to park the in, and in fact might just be too big for riders as it dominates the bike This holds more 50 litres and takes two full helmets, but these are designed not to too much effect on the handling to their clever mounting.

The box is to slide side to side, the panniers are linked across the and mounted to allow them to a little, moves aimed at buffeting and turbulence from transferred to the bike itself at

A pleasing touch as that the connects to a hot shoe electrical allowing 12V recharging of phones and There`s no internal light, but if you the idea it would be easy to fit one, and additional rear too for the serious blinger.

Other include lighter brake and new pad compounds to improve braking a 1kg lighter rear wheel, ABS, revised front and suspension, new mirror mountings to the effects of vibration. As well as changes to the front, the the bike is new from the fuel tank including the whole rear although the only internal is to top gear, which is seven per taller for more relaxed and better economy.

Fire up the engine and the sound is Triumph, albeit more with the panniers fitted as the is shielded by the right one. But still the three-cylinder growl and the of gears, and when you release the the usual strength in depth the motor, with torque low rpm to high. There`s no big power nothing like the surge of the VFR at but then this is designed for touring now.

It`s not a bike you can leave in top gear and in the same way as a BMW K1300GT, but it is giving 250cc and that taller top gives it a slightly weaker when it`s engaged. In though you generally have all the you need, except for really overtaking when you might to drop down another or two. But gearbox selection is and dependable and the aural accompaniment so it`s no chore.

Overall a delightful engine to be in charge of, and the more sophisticated engine the throttle response is perfect, the gravelly sound eggs you on to riding the muscular mid-range. The is far in excess of something like a GS, only the much more Multistrada able to leave the GT in its wake.

Fuel economy is acceptable at 43mpg, something many will improve on anyway, and the 4.4 gallon (20 litre, 5.3 gallon US) this endows the bike a 190 mile range. A little would make a big difference but not obstructively small as it is on the VFR1200.

If it gnarly, vibration is not intrusive on bike, though the mirrors do buzz a little, presumably than before though comparing side-by-side it`s to say. They work enough though, and the vibes enough to cause rider or any discomfort, and in fact bring tactility by increasing when you the throttle.

The riding position is more forward leaning a tall-rounder`s of course and feeling a less roomy, but it`s comfortable enough for all day riding, and better for controlling the bike you`re moving in to the sports of its ability. What dominates the of the bike though is the suspension.

I`d this to be criticised in some for its softness, but it`s important to in mind it does offer the ride quality pretty of any current motorcycle. The GT absolutely across poor surfaces, up potholes and deals with all of surface aberrations as well as any I`ve ridden, doing so the choppiness and wallowing of so many comfort-biased set-ups.

It does get when you start to push it, and as the GT is a sports-tourer, this is going to regularly. It`s pretty cured by increasing the rear preload and the ride quality seem to suffer for this so riders will leave in the higher setting. It`s enough to change thanks to the adjuster, and doing this speeds up the slow steering to a responsive level.

I didn`t get a chance to ride it than briefly two up, and not while loaded, but what is more of a (and rather puzzling) is as standard, the rear rebound is set just one click back its hardest setting. Heavier and loaded tourers will more of this as well as the increase, and there won`t be to stop the bike wallowing at the when they`re pressing on. why a shock with firmer but the adjuster backed right off used is baffling.

You do notice the when trying to flick it to side, although generally isn’t an issue. And note although the bike appears to be heavier than the VFR1200F, the GT is measured with a full and the panniers fitted, adding 20kg compared with the weighed with no panniers and 5 of fuel. The Triumph is probably 15kg lighter in fact.

No with the forks, which the rear soak up poor with outstanding competence. the two these show just how compromise you make when on alternative front ends Telever or opt for shaft drive. have their own advantages of but both detract significantly ride quality, and a ride on a GT shows this can be by quite a big so much so that personally I`d go for the Triumph suspension over any of the

That`s no issue with the of the forks by the way, but disappointingly a few days charging around the Highlands, their finish was with stone chip while the similar finish on the footrest mounting brackets was signs of wear from the rider`s boots were on it. Triumph should be worried this as owners will be claims for it to be corrected, and if it`s rather than specific to our of bikes, it will be costly.

Triumph Sprint GT

A oddity though is the bike`s sensitivity to longitudinal ridges and marks in the road, climbing in or up disconcertingly — tramlining, we to call it, though it’s enough these days for the to almost fall out of use. In the and once you`re used to it, it doesn`t matter, but it`s why it happens and it would be better if it

The tyres are Bridgestone BT021s, aren`t noted for this so you can only presume it`s to do with the geometry generally and the specifically. Maybe too the suspension`s sensitivity and compliance is a factor. tyres might yet cure — it would certainly be trying.

It`s important looking at the price of the GT — against the latest batch of looks attractive anyway at — to bear in mind how comes as standard. It not only those big and beautifully made panniers (which double satisfyingly and convincingly as you close you also get the much improved ABS and an computer as well.

This reads out average and fuel consumption, range to journey time, average and top as well as clock functions, irritatingly you have to reach to the dash-mounted button to operate it. it`s more than the VFR has, and you need to pay extra extra. ) for the panniers on that And they aren`t very

Price is the Triumph`s ace, and the Suzuki 1250FA spoils party with its £7,100 the Triumph is not pricier in the same way as a yet it`s more sophisticated, better equipped and more enough in fact to justify the £2,400. And remember the Suzuki needs £600 of panniers.

As for the machines, they do look to justify when you get so much so good from the Sprint GT.

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Available: end June

Engine: Three-cylinder, liquid-cooled, 1050cc

Power: 128bhp 96kW) @ 9,200rpm

Torque: (108Nm) @ 6,300rpm

Transmission: Six wet multiplate clutch, chain drive

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

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