Triumph Sprint GT

Triumph's Sprint GT has just been launched to the Australian motorcycle press, and is now beginning to appear on dealer floors across the country for $15,990.

The GT is based on the 1050cc three-cylinder Sprint ST cloth, but Triumph has delivered a number of practical augmentations to make the bike more touring friendly, such as adding 31-litre panniers, underseat storage, a rear rack, ABS as standard, a taller sixth gear, a low-slung side-mounted three-into-one muffler, a longer single-sided swingarm, subtle ergonomic changes, remote preload adjustment, and improved fuel consumption.

Even the centrestand is now easier to use instead of the arm-crunching setup on the ST.

With the chain-driven GT, there's certainly now a greater emphasis on making pillions feel at home, and the side-mounted muffler is a big part of that, replacing the slow buttock-roasting (sounds like a Masterchef dish…) underseat unit on the ST. That also allows for the increased underseat storage.

Thanks to a number of tweaks, focussing on the camshafts, mapping and exhaust, the GT's mill is now a little more formidable than the ST's - five extra horsepower at the crankshaft (which brings it out to 130hp at 9200rpm), and also five more Newton metres (108Nm at 6300rpm). Maximum torque is now delivered a massive 1200rpm lower, which should be just the ticket for a machine with a more touring focus.

There's already about 100Nm available at just 3800rpm, so there's no fear the GT will go missing in action.

And that's just it. The press launch was held through some great roads in northern NSW, peppered with tight turns, punchy straights and glorious sweepers. In that sporting environment, I can honestly say I marked territory with as much confidence and dexterity as I could have achieved on the ST.

Raw numbers probably don't support that claim, as the GT's wheelbase is 108mm longer than the ST, and overall the whole shebang is 146mm longer. But on the flipside, the GT's steering geometry is slightly more aggressive, and it's now got a lighter rear wheel (reducing unsprung weight), which should make turning in an easier affair.

And, of course, the Sprint GT has more power from the velvety smooth triple, so punching out of turns in second or third gear guarantees instant satisfaction, and with plenty of ground clearance, too. It really does talk the talk.

So with 'sport' still hardwired into the Sprint DNA, how does the touring wing of the GT stack up? We'll delve more it that when the full launch report appears next week, but thanks to the aforementioned changes in the second paragraph, very well thank you.

It's certainly no full biscuit tourer, but I reckon we'll be seeing one of those in the not too distant future...

Accessories available for the GT include a top box (with 12-volt plug), gel seat, a low seat option (the standard one is 815mm), tank bag, heated grips, colour matched mirrors, a paint protection kit and higher screen.

In terms of model positioning, Triumph believes the GT sits in between bikes like the Yamaha FJR1300A and Honda VFR1200F - not quite as touring focussed as the Yamaha, and not far off the Honda in terms of sporting ability.

With a price tag of $15,990 the GT will surely have plenty of suitors, just as the Sprint ST has since it was first introduced in 955cc form in 1998, and then fitted with the bigger 1050cc engine in 2005.

Colours for the Sprint GT are Pacific Blue or Aluminium Silver.

The ST will remain on sale alongside the GT in Australia for a little while longer, priced at $13,990 and $14,990 (ABS).