Triumph have released details of their forthcoming 2011 Sprint GT due to land in Australia in September 2010. The new bike replaces the 1050cc Sprint ST with a move towards offering more of a complete touring package rather than trying to accommodate two different approaches.

The 2011 Sprint GT is said to generate 130hp yet as with most tourers and even sports tourers, big power claims are not the name of the game here.

Instead Triumph have focussed in on offering more practical solutions with new 31 litre panniers, ABS brakes as standard, underseat storage, built in rack with well appointed grab rail, 320 plus Km fuel range (Approximate) and an optional top box capable of swallowing two full sized helmets and offering a 12 volt power supply to allow ‘on the go’ charging of electrical items such as laptops and mobile phones.

Newer headlights, internal mounting system for the mirrors gives enhanced visibility, a more contemporary cockpit featuring fuel consumption, range-to-empty, journey time, average speed and clock functions.

At the rear the distinctive underseat exhausts have been replaced with a traditional side-mounted system. While some may lament the decision the new exhaust actually produces more horsepower and frees up space under the seat for more storage including triumph’s accessory U-lock. Your pillion will also give thanks as the new seat arrangement has them sitting lower with their feet on lower footpegs also. The optional powered top box also provides more support.

A lighter rear wheel, longer single-sided swingarm, revised damping, new rear shock with remote pre-load adjuster, brakes with lighter discs and new brake pad formulation all go some way to providing a ride that while may not be as nimble or as sporting as the Sprint ST, should deliver a truer touring experience.

Triumph report the 20 litre fuel tank ensures the Sprint GT can comfortably cover 320 plus Km’s between fuel stops while sixth gear on the Sprint GT is 7% taller than on the ST, delivering more relaxed motorway riding and improved touring economy.

As the 2011 Sprint ST moves into more of the touring role, the accessories available do likewise. The standard 31 litre panniers can be supported with the aforementioned top box to produce a total 117 litres of carrying capacity. The waterproof 31 litre panniers are also able to swallow a full-face XXL helmet, are colour coded and are fitted to the bike rather inconspicuously as to maintain the look of the bike when they are removed. As usual, many more accessories are made available from Triumph.

The 2011 Triumph Sprint GT comes into Australia with two colour options: Aluminium Silver and Pacific Blue. Pricing has not be set as yet, so stay tuned. db

One of Australia’s most popular mid-weight sportsbikes, the Triumph Daytona 675, is now also available in 2010 as the Daytona 675SE priced at $15290 + on road costs.

Usually special editions get new paintwork…and that’s about it. The 2010 Daytona 675SE gets new Pearl White paintwork with new graphics, a Sparkle Blue frame, white striped wheels, race-inspired brake and clutch levers and a host of carbon fibre parts from Triumph’s accessories catalogue. All of this adds up to accessories worth around $1000.

Triumph’s new adjustable, machined alloy levers are a new feature on the Daytona 675SE, while the carbon fibre heat shield, exhaust cap, cockpit infill’s and rear hugger complete the look inspired by the Triumph factory World Supersport race bikes.

The 2010 Triumph Daytona 675SE will be available in authorised Triumph dealerships from August 2010.

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Conflicting stories surrounding Garry McCoy’s departure from the Triumph factory supersport squad only add to the mystery as to why the 500cc GP and World Superbike winner won’t be racing with the team in 2010.

According to BE1 Racing team owner Giuliano Rovelli, McCoy left by mutual consent. But earlier in the week the Australian had this to say:

“I am absolutely shocked. Shocked to say how this has ended, after all of last year’s achievements.

“This was going to be my third year with Triumph and, amongst everything; it was going to be the greatest season for each and every person who has bet on Triumph’s project. I had found a home with Triumph and I have been fully investing myself since 2008 in the development of the bike.

“At this stage of the season the damage caused is incalculable and I am not talking about economic terms. I am talking about one’s illusion, about goals in life, about achievements.

“I started racing in world championship in 1992. My goal is as simple as keep on racing and entertaining all the fans that believe in my work.”

The possibility of cost being a factor of keeping Garry in the team was later negated as Triumph announced an extra two riders to join the ParkinGO Triumph Factory Team. British rider Chaz Davies and American Jason DiSalvo will be partnered, while Sébastien Charpentier will be joined by Spaniard David Salom.

Commenting his decision to join Triumph, Charpentier said: “I have always had the desire to race and this season I am looking forward to riding the Triumph Daytona 675 in a top team with professional people. After two years of coaching young riders and competing in world endurance I feel ready, both physically and mentally, to attach the championship again. I have always been attracted to the Daytona 675 and I want to thank everyone at Triumph and BE1 Racing who have proposed us working together. I’m looking forward to our test at Portimao this weekend and the season ahead.”

Regarding the McCoy situation, Giuliano Rovelli said: “I’m very sorry that Garry McCoy and my team didn’t reach an agreement, and I thank him for his determination and expertise, and for the good results achieved in 2009. I do wish Garry all the best for his career in the future. I’m fully satisfied with this new team in the Supersport World Championship. We have three young talented riders and one very skilled world champion, all of them extremely motivated in doing their best.”

McCoy will be lucky to find a seat at this late stage and hopefully more light will be shed on the topic in the coming weeks.

Triumph in the meantime will begin testing this weekend at the Portimao circuit in Portugal with a team they hope will bring even greater success.

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Photos © Graeme Brown/GeeBee Images

Triumph have signed stunt master Lukey Luke to represent the brand for 2010 and 2011, just as BMW have done successfully with Chris Pfeiffer.

“We are really happy with what Lukey has done for us this past year” said Triumph Australia’s Marketing Manager Mal Jarrett.



“Our main goal at the start of the year was to try and portray that Triumphs are not bikes just for old people! Our range of bikes are just as, if not more exciting than anything that’s currently on the market. We believe we have achieved this, and will continue to do so.”



Luke’s outgoing & engaging personality has also helped us ‘connect’ with our loyal fan base, and we look forward to even bigger and better things in the years to come”.



Lukey will be piloting a Street Triple 675, a Speed Triple 1050, and with Triumph announcing something very special up their sleeves for later in the year, we’ll be watching!

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Triumph just can’t seem to leave the Rocket alone and for 2010, introduce their meanest version yet, the Rocket III Roadster.

If the original Rocket was a bit ‘tame’ for you, then the Roadster is where you need to be. Billed as the ultimate muscle streetfighter, the bike will certainly be the heavyweight in that category.

With Triumph’s iconic three-cylinder 2,294cc engine at the heart of the bike, few could argue the bike needed more power and torque. So what did Triumph do? They gave the new bike, more power and torque! Maximum power has increased over the outgoing Rocket III, with torque up 15% to a mighty 221Nm.

Triumph have fitted ABS as standard to the Rocket II Roadster, the first time they have done so for the Rocket series. Ergonomics have improved as well, with new footrests further back, lower down and more inboard than on the Rocket III, which Triumph hope will feel more immediately comfortable for those riders not use to cruisers. The plush new seat sits the rider higher and further forward than before, giving a comfortable and natural leg position while reducing the reach to the handlebars all going some way to helping riders steer the big beast through corners.

New suspension units are said to offer more comfort and control over previous versions. The suspension has been taken back to black. In fact a lot of the bikes components have been given the black treatment including the forks, yokes, radiator shroud and rear springs.

Pricing is yet to be confirmed, but the Roadster will be available from official Triumph dealerships from February 2010.

Specs next page.

Take a look at any automotive show over the past year, cars or bikes and one thing quickly becomes apparent. White is the new black. Blame a resurgence of 80’s ’style’, the mis-mash of Miami Vice-esque white jackets, white sneakers and the latest iPod. Whatever the reason, it’s actually a welcome change particularly so for those manufacturers insistent on flying the corporate colours at every opportunity.

In 2008 it’s found its way onto Triumph’s Street Triple with a slight pearl effect to lift it beyond any possible comparison to ‘Toyota Camry white’. Get the right light effects on the paintwork and it positively shimmers.

Launched in 2007 the Street Triple was instantly hot property coming off the back of the award winning Daytona 675 supersport and showing the world that Triumph can do naked as confidently as any FHM girl. Sharing common parts with the Daytona 675 underlies the Street Triple’s character which as it turns out, is a very positive thing indeed.

Jumping aboard you’re treated to a fresh and sharp looking instrument cluster with that is easy to navigate. The seat height at 800mm isn’t the shortest for a naked but somehow manages to feel a lot lower than that. Storage under the seat is limited but at the very least the battery is easy to get to. The relationship between the seating position and the bars is perfect for a naked, not too far forward or back. The only gripe comes from the reflection from the polished bars on the speedo and tacho cluster cover, which made it difficult to get an quick reading and may annoy some riders. Or just look where you’re going instead, a much better idea methinks.

Pressing the starter button you instantly get the impression that a) this isn’t any going to be any ordinary naked bike and b) where the hell is that V12 sound coming from?! Seriously, this thing sounds like a 12 cylinder Lamborghini engine – that or a bonkers 3 cylinder Diahatsu engine but I know which sound I’d rather believe. The Street Triple engine is the same 675cc, water-cooled three-cylinder, 12-valve engine as in the Daytona 675 but with a slightly different cam profile, giving more low-end torque and a lower rev limit of 12,650 revs. Triumph claim 108PS (106bhp) at 11,700rpm with 69Nm (51ft.lbf) of torque at 9,100rpm while achieving Euro-3 emission regulations.

“Riding away the fun starts instantly as your ears are given a treat to that three cylinder harmony.”

This of course is the catalyst for a speedy introduction to the rest of the rev range as experimentation with the ‘volume’ ensues.

The engine feels strong all the way through the rev range and picks up well from down low but still responds best when treated like a 600cc bike, not a 675cc bike. That’s when you really appreciate and notice the extra capacity and in turn, start to use it to your advantage exiting corners well ahead of where you expect a mid-weight naked to be. The Street Triple’s Keihin closed-loop fuel-injection system never interferes in the fun and keeps the action running smoothly.

The wet, multi-plate clutch is light but weighted perfectly. In fact when riding I don’t think I even thought about it once which may seem negligent but actually is a positive sign it’s doing what it’s suppose to without interfering with the rest of the ride. Fade was never an issue and it felt as though it belonged on a bike of much higher spec.

Once onto more challenging roads the bike just wanted to get on it’s side and drive through the corners aided in no small part by the quality tyres. The Dunlop Qualifiers are a fantastic choice for the bike and allow you to take advantage of the bikes other strengths. Tipping in was direct and effortless with the Street Triple again borrowing parts from the Daytona 675, this time the aluminium frame. The aluminium swingarm measuring 574mm (22.6in) from rear wheel spindle to pivot point, as used on the Daytona 675 takes advantage of the short, compact engine.

The bike felt composed everywhere except when hitting bumps when hard on the gas. This tends to unsettle the front a little much like a supersport bike which comes as no surprise considering the amount of common parts it shares with the Daytona 675. If the rest of the bike dictated a more genteel nature then the suspension would be at odds but as it is, it’s perfectly suited. The relatively firm ride particularly rewards when hitting slow and medium paced corners and is even better on ultra smooth tarmac where the Kayaba suspension works best.

Considering the bike is more sports focussed it was a little disappointing when pulling up on the brakes, with the Triumph lacking a bit of initial bite. Perhaps it was just this particular bike but when the rest of the bike is performing so well, your expectations are raised. The funny thing was, they still did their job with the positive points are that they are progressive and consistent which goes a long way on rough or uneven surfaces and in the wet. The Street Triple uses Nissin two pot sliding calipers with sintered pads.

The 6-speed gearbox kicked each gear in place with confidence every time, although there were a couple of occasions sitting at the lights when the gears didn’t want to engage at first attempt. A small price to pay for an otherwise excellent, solid gearbox.

There are few bikes that non-bikers seem to recognise. The Ducati Monster is one, Honda’s indelible postie bike the CT110 can be added to that list and there is now another that is almost there, almost. It may not be in everyone’s consciousness yet but Triumph’s Speed Triple usually draws the comment “Oh yeah I like those Triumph bikes. Them ones, you know”. Having made it’s screen debut in Mission Impossible 2 in 2000 with upcoming Aussie stunt rider Mat Mingay on board, the Triumph Speed Triple began it’s quest for major cult status and in 2008 it’s just about reached that mark.

It may have evolved since it’s launch way back in 1994 but Triumph’s 2008 Speed Triple is every bit as manic as the first keeping the recipe the same; huge engine, wild looks and barking exhaust note to scare the knickers off unsuspecting birds at your local bus stop.

Engine

That 1050cc DOHC, three-cylinder, fuel injected engine remains the same, tuned for masses of bottom end torque. Peak power is 132PS (131bhp) at 9250rpm while peak torque of 105Nm (77ft.lbf) arrives at 7550rpm and it’s the torque that makes this engine what it is. Get it moving and all you can do is laugh at the ease of which the Speed Triple delivers its momentum and it’s precisely this type of riding that makes travelling through the city or suburbs fun. Whereas a sportsbike needs to be in the right gear, it really doesn’t matter with the Speed Triple.

The sound is unbelievable and plays a big part in the bikes appeal giving its best impression of a 100kph rock concert.

“…While the Street Triple feels a bit ‘David Beckham’, the Speed Triple is all ‘Vinnie Jones’…”

If you fancy yourself as a bit of a stunt master, have a ride. The bike is effortless to wheelie thanks to that engine but just mind the small slippery footpegs as I found my boots liked to wander off the side on a couple of occasions. Riding in ten year old Alpinestars doesn’t help…

Triumph have revised the gearchange mechanism for smoother shifting for 2008 but I’d still like to see more positive shifts coming from the box. With all that grunt though, I didn’t really notice except when in stop start traffic.

For such an integral part of the bike, it seems like there hasn’t been much said but the Triple’s engine is just that animalistic, the delivery so brutally simplistic, that there really isn’t much else to it. Engine go. Engine go more. Me like.

Handling

Having tasted the Street Triple earlier in the year, the Speed Triple feels exact the same except harder. While the Street Triple feels a bit ‘David Beckham’, the Speed Triple is all ‘Vinnie Jones’. Well ‘ard you know wha ‘ah mean?

Suspicions of ‘tampering’ from a previous test gave the initial impression Triumph suspension technicians wanted to give the Speed Triple the ability to cope with the prodigious energy from the engine and simply wound the shocks up as tight as they could. Of course it wasn’t as simple as that but traveling through some bumpy sections of country roads highlighted the bike wasn’t set up for a Sunday stroll.