- ABS as standard
- Power boost to 131hp
- Exhaust is now conventionally mounted
- Rider-friendly ergos
- 31-litre panniers plus luggage rack and under-seat storage
Triumph’s new Sprint GT 1050 moves closer to the touring end of the sports-touring spectrum.
There are a number of specification changes over the ST model. The GT’s muffler is now conventionally mounted to the right of the rear wheel, there is a slightly longer subframe and 15mm longer swingarm, differences in the standard-fitment panniers and their mounting systems, and finessing of the 1050cc triple-cylinder powerplant to produce a subtle boost in performance. The pre-load adjustable forks have revised internals and the rear monoshock unit is new but similar, with the addition of a remote pre-load adjuster. Rebound damping is also adjustable. The stand-out item is ABS on the GT.
Style-wise there is fairing, mirror and headlight details.
On the road
The ergonomics of the Sprint GT were spot on for me, and it felt like my own bike immediately.
You ride the GT in an easy crouch that’s perfect for relaxed riding but with a touch of “action-man” flavour that has you ready to do the business when the mood takes you. It works well in combination with the relatively short screen. There’s an accessory higher screen available.
These big triple engines are heaven on a stick for me – lusty, responsive, powerful engines that make soulful mechanical music.
In terms of its state of tune the ST version sits midway between the more benign settings of the Tiger and the raucousness of the Speed Triple. The new GT version is the product of some clever finessing that lifts its peak power by more than 3kW and peak torque by 5Nm, taking it close to the Street Triple’s level. This has been achieved without any loss of mid-range grunt: the dyno curves actually show gains right across the rev range from 3000rpm to the 9500rpm redline and the peak torque chimes in 1200rpm earlier.
Triumph credits the gains to the latest generation engine management unit with new mapping, as well as the new exhaust system.
The dyno charts also reveal that from about 3500rpm to just under 9000rpm, at least 90 percent of maximum torque is available at a twist of the throttle. And that’s how it feels.
On the road all this tech-analysis stuff translates into a well-fuelled engine that has seamless power on tap, free of flatspots or power-band, that spins up eagerly through its strong mid-range into its robust top end – all at the rider’s whim. It also behaves well in part-throttle low-speed work.
Slick and precise clutch action and gear selection complement the engine perfectly. The GT’s top gear is seven percent higher than the ST’s to deliver stress-free fast cruising and presumably some fuel savings on long trips. In sixth it’s indicating just under 120km/h at 4000rpm.
Braking performance is excellent. The initial bite of the four-piston Nissins up front is strong without being extreme, followed by a linear increase with good feedback. The back brake is better than a lot I’ve used recently, displaying reasonable power and quite good feel.
According to Triumph, the GT’s longer swingarm and increased wheelbase is about enhancing the bike’s stability for touring purposes, as well as providing a little more space for passenger and luggage in conjunction with the longer subframe.
Overall I found the GT’s suspension performed similarly to the ST’s – striking a nice balance between sportsbike tautness and tourer compliance. So it’s sufficiently firm to hold a line precisely while having enough give up its sleeve to soak up real world bumps without drama.
Certainly the GT was stable on high speed straight-ish sections, in sweepers and in the tight stuff. And the longer wheelbase seemed to have no effect on the bike’s willingness to change direction, to tip in on command. What the longer wheelbase seemed to have given the GT was a willingness to tolerate harder acceleration out of a bend while still heeled over.
It’s fair to say that overall the handling of the Sprint GT, as with the ST version, flatters its rider’s skills. It’s a fast, safe and, above all, very enjoyable motorcycle to ride in any setting.
Summing up
Versatility is what the Sprint GT is all about. Most riders will find it to be a great all-rounder.
The Sprint GT also offers value. Standard ABS and panniers as part of the package, on a capable high-performance bike, for $22,990 plus on-road costs, represents a lot of motorcycling pleasure for the money.
And as a little bonus there’s the appealing hooligan touch, the bit of larrikin spirit that the big triple adds to the GT’s otherwise perfectly respectable character.
See the Triumph Sprint GT for sale.
Specifications
Engine type Liquid-cooled, four valves per cylinder, DOHC, in-line, three-cylinder Capacity 1050cc Bore x stroke 79 x 71.4mm Compression ratio 12.0:1 Fuel system Multi-point EFI Transmission type Six-speed, constant-mesh Final drive Chain Frame type Aluminium perimeter-beam Front suspension 43mm Showa cartridge fork – adjustable for preload Rear suspension Single-sided cast swingarm with Showa monoshock – adjustable for preload and rebound damping Front brakes Twin 320mm discs with Nissin four-piston callipers (with ABS) Rear brake Single 255mm disc with two-piston calliper (with ABS) Wet weight (full tank) 268kg Seat height 815mm Fuel capacity 20L Max power 96kW (129hp) at 9200rpm Max torque 108Nm at 6300rpm