Triumph Sprint GT (2011-2016) - Review & Buying Guide

Launched in late 2010 as a 2011 model, the Sprint GT should have been a strong seller for Triumph as, on paper at least, it ticked all the right boxes. Designed to initially run alongside the popular Sprint ST model before replacing it, the GT upped Triumph’s sports tourer’s practicality levels through standard-fitment hard panniers, a more comfortable riding position and larger fairing. Not only that, ABS was standard fitment, a taller top gear introduced and the optional top box even had an inbuilt power socket. But all was not well because in an effort to improve high speed stability, Triumph extended the GT’s wheelbase compared to the ST’s and that resulted in sluggish handling. Where the ST managed to blend practicality and fun, the GT ended up feeling a bit disappointing and sales never really took off. Not only that, riders were starting to turn to adventure bikes rather than sports tourers, another factor that led to the GT’s short life span of just six years. Nowadays the GT makes for a tempting used buy as it is effortlessly practical, has a lovely triple motor and as long as you don’t mind its handing being a bit lethargic on B-roads, it’s a wonderful mile-muncher and solid commuter. With prices starting at just £1500 and topping-out at £4999, it’s something of a used bargain that is well worth considering.

Pros & Cons

Triumph Sprint GT (2011-2016) - Prices

The GT was a more premium model when compared to the ST and as such cost about £500 more when new, mainly due to its panniers. Although by this point, nearly every ST came with panniers as standard. In 2014 the SE model upped the GT’s price tag again but in reality the unpopularity of the GT saw even the SE’s price reduced. Nowadays you can pick up 50,000-mile GTs for about £1500 but you are better off setting your price point at £3000 and buying a bike that is showing in the region of 20,000 miles on its clocks. There are lots of GTs priced between £3000 and £3500 as this is the sweet spot for buyers. If it has a good service history, a Triumph top box and maybe a few helpful accessories (or it is an SE) be prepared to pay a bit more but there is generally no need to break the £4000 mark.

Triumph Sprint GT (2011-2016) - Engine & Performance

Although the Sprint GT uses essentially the same 1050cc inline-triple as the Sprint ST, the more relaxed version features a unique tune that Triumph claimed enhances its low-end drive as well as a taller top gear for motorway cruising. However that’s not the end of the story as where Triumph claimed the ST made 123bhp with 76ft.lb of torque, the GT boasted a claimed 128bhp with 80ft.lb. It is debatable if you can ever spot the difference in performance between the motors as the GT’s 265kg wet weight compared to the ST’s 241kg made the sportier model feel exactly that – sportier...

A really wonderful engine, the 1050 is ideally suited for use in a sports tourer and as well as sounding great has beautiful performance characteristics with good low-end drive and even a bit of zing at the top end. Ok, the gearbox is fairly poor (it seldom fails despite being clunky) but that’s standard for all 1050 Triumph models... And it is also reliable...

The triple has very few, if any, major faults and aside from the occasional sensor going down, generally all should be well. Technically Triumph say the valve-clearances should be checked every 12,000 miles but they seldom require altering so you can push this a bit (owners often ignore them completely...). The only thing to really ensure is kept on top of is the throttle bodies being balanced, which does make a difference to not only fuel economy figures but also the smoothness of the engine and is checked every 6000 miles. There are a few ‘how to’ guides on the internet to assist a home DIYer and while you need to buy some specialist equipment to do it yourself, it isn’t that expensive.

Triumph Sprint GT (2011-2016) - Handling & Suspension (inc. Weight)

Here is where the issues begin with the GT... Due to it being more of a motorway cruiser than the sporty ST, Triumph extended its wheelbase by 80mm and also altered the chassis’ rake from the ST’s 24.4-degrees to 23.5-degrees with 6mm less trail. These changes were all targeted at adding extra stability to a bike that was designed to spend much of its days loaded-up with luggage and probably also a pillion but they ended up giving the GT lazy handling, which was a shame. Lacking the ST’s pleasingly sporty agility, the GT was criticised back in the day and while it has good features such as preload adjustability at both ends (the shock’s preload adjuster is remote) and rebound damping adjustability at the rear, it killed sales. But were we being too harsh? In hindsight, yes...

Armed with modern tyres and with its suspension sorted by a professional (ideally change the shock for a quality aftermarket unit), the GT isn’t that bad. In fact it is quite good. Yes, it’s not as effortless to turn as the ST, but it is still very happy to be ridden briskly down a B-road and never feels its 265kg weight. If you want a daily do-it-all that is also fun to ride at the weekends, the GT ticks all the right boxes. But you need to keep an eye on a few of the chassis’ weaker areas...

The major worry with the GT comes from the rear end, which has Triumph’s standard single sided swingarm and therefore just loves to both seize suspension linkages and also the rear hub’s eccentric chain adjuster. Both are actually fairly easy to strip and regrease/rebuild – but only if they have been done recently and aren’t seized solid. If they are seized, they can be an absolute nightmare to unseize! Learn to do it yourself (again, there are loads of online guides) and make it a job you do every two years or so – not just at 12,000-mile intervals as Triumph’s service schedule states! Away from the rear, look for damage to the ABS sensor and its sensor ring (ABS is standard fitment) and also be wary of warped discs, duff suspension and worn bearings (wheel and head).

Triumph Sprint GT (2011-2016) - Comfort & Economy

The GT’s fairing is bigger that the ST’s and offers better weather protection as a result – although the very last few STs (2010 and 2011 models) made did actually use the GT’s fairing (some also used an ST fairing...) as Triumph looked to save production costs! As well as enhanced protection, the GT’s fairing has better headlights as an added bonus.

When it comes to the seating position, the GT’s seat is both wider and better padded than the ST’s and it is also set 5mm lower (it’s not adjustable in its height) with lower rider’s pegs. A comfortable bike, you can cover decent mileages on the GT without feeling the need to squirm around and it is also good for pillions with an inbuilt grab rail which is pleasingly large. And thanks to its 20L tank and economy figures of around 53mpg, you are all set for 200-plus mile stints behind the bars. The SE model adds heated grips, a touring screen, gel seat and top box (55L) as standard, enhancing its mile-munching abilities.

Triumph Sprint GT (2011-2016) - Equipment

As standard the GT comes with ABS and two 31L panniers (which have a one-key system) as well as a small cubby hole and a bit of underseat storage. The SE model ups this spec through the addition of a taller screen, heated grips, gel seat and top box – all of which were available at the time as official accessories and a lot of stock GTs have fitted anyway. And unlike so many modern sports tourers, the GT also comes with a centre stand as standard.

Triumph’s range of official accessories included a low seat option as well as all the SE parts and you could also get pannier bags, short levers, soft luggage and more. Generally most used bikes have a top box fitted but not all are official Triumph units, which means the OE key won’t unlock them. And a fair few also have non-Triumph heated grips. Aftermarket end cans are rare, so be wary if one is fitted as it generally means the bike has been dropped and the OE unit damaged.

Triumph Sprint GT (2011-2016) - Rivals

The GT has quite a few competitively-priced do-it-all rivals, all of which deliver excellent value for money. Here are just a few...

Triumph Sprint ST (2005-2011) | Price: £2500-£5000

Read more

Power/Torque

123bhp / 76lb-ft

Weight

241kg

Suzuki GSX1250FA (2010-2016) | Price: £2000-£6000

Read more

Power/Torque

97bhp / 80lb-ft

Weight

257kg

Honda VFR800 VTEC (2002-2013) | Price: £2000-£5500

Read more

Power/Torque

97bhp / 80lb-ft

Weight

257kg

Triumph Sprint GT (2011-2016) - Verdict

If you are after a solid do-it-all that is also a very handy tourer, it is hard to fault the Sprint GT. While undeniably less agile than the Sprint ST, it offers better weather protection (unless you buy a last-generation ST...), has enhanced comfort levels and a higher top gear for improved fuel economy. The 1050cc triple is a reliable motor and as long as you stay on top of routine maintenance (which is fairly easy to do yourself), GTs tend to run and run. But, best of all, is the GT’s price tag – you can get a really nice example for around the £3000 mark, which is a lot of bike for very little money. Ok, some (most...) of the paint schemes are a bit muted but when you are soaking up the miles in comfort, does this really matter?

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Triumph Sprint GT (2011-2016) - Technical Specification

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