Driving report Triumph Tiger Funbike conversion

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Driving report Triumph Tiger Funbike conversion

That would be if

“It goes by like an arrow, and my ears boom and the wet asphalt trembles …” If the Tiger were an airplane, it wasn’t just the little nose wheel that would be okay.

She has nothing, absolutely nothing of the dignity of an original tiger. Already how it is? head bowed slightly: rebellious, nervous, ready to jump. How she is just waiting to clap her perfect 95 hp on the clutch. How she growls and barks and tugs at the chain. Grim, greedy – an animal. She is an animal! Black. Through and through. Deep in your soul. And everything, everything is reduced to one common, crystal-clear denominator: speed.
Triumph itself distances itself from this motorcycle? at least on a political level: »This conversion was carried out on a private initiative by our employee Guido Hinzmann (customer service). Please describe this accordingly in your test report. This is not an official measure by Triumph Motorrad Deutschland GmbH. «
We understood. And Guido Hinzmann anyway. The man knew exactly what he was doing, consistently followed the name of the giant enduro, giving it the animal kick that a standard Tiger lacks. With a 17-inch front wheel, harder fork springs, sports tires, superbike handlebars and a breathable Triumph accessory silencer. »Interested readers would like to contact their authorized dealer for the conversion and registration. A sample report or the like does not exist. “
Already clear. There will never be such a thing with this exhaust output stage, without front silencer and catalytic converter. “Not for road use,” it says. It’s not funny. Because then the ABE expires. And boom ?? the wild animal died because a large part of its explosive character lives out of this bag. We’re not only talking about ten additional horsepower and a power curve with the profile of a launch pad, but also about the most magnificent intonation of the English three-cylinder anthem. Unfortunately much too loud. It’s a shame.
So that leaves the chassis modifications, whose entertainment value is also not to be despised. Together with the Technoflex fork springs, the 17-inch model opens up a completely new world of Tiger experiences: more direct, more dynamic, more detailed. Definable feedback instead of excessive gestures, rapid changes in tilt instead of large amplitudes.
The gain in handiness comes at the expense of the almost foolproof driving behavior. If the series Tiger with its 19-inch front wheel stays on the right track even under the dictates of the most blind crawls, the fun bike demands a lot of concentration when scraping corners. Firstly, because of the nervous turning behavior, which, secondly, is increased by the permanent pressure on the handlebar ends, thirdly due to the weight of the bent upper body, which, fourthly, is a bit annoying because fifthly, because fifthly you don’t sit well and sixth, you feel a little jerk would be enough to straighten things out.
NNonetheless, the Triumph is dramatically superior to most homemade fun bikes. In favor of finance and drivability, she dispenses with any nonsensical plastering. Ergo, the Bridgestone BT 56 SS are not a millimeter wider than necessary: ​​120/70 at the front, 160/60 at the rear ?? So the calculation with the lean angle works despite lowering plus minus zero. The material costs for the complete conversion are around 2,300 marks. Exclusive power tube. Because such things are not just played around in German countries.

Technical data – Triumph Tiger Funbike

Motor: water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, digital engine management, no exhaust gas cleaning, electric starter, three-phase alternator 300 W, battery 12 V / 14 Ah .Bore x stroke 76 x 65 mm, displacement 885 cm³, compression ratio 11.3: 1, rated output 70 kW (95 PS) at 8300 rpm, max. Torque 85 Nm (8.6 kpm) at 6700 rpm Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16. Chassis: Bridge frame made of tubular steel, engine supporting, telescopic fork, standpipe diameter 43 mm, two-arm swing arm made of aluminum profiles, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, double-piston calipers, Ø 310 mm, rear disc brake, double-piston caliper, Ø 285 mm. Spoked wheels 3.50 x 17; 4.25 x 17 tires 120/70 ZR 17; 160/60 ZR 17 Price basic motorcycle including VAT and ancillary costs 18 460 Marks Conversion costs: Re-spokes the front wheel (new rim with original hub and shortened original spokes) 700 Marks, speedometer of the Triumph Sprint (because of the 17-inch front wheel ) 495 marks, tires Bridgestone BT 56 SS front 274 marks, rear 353 marks (average dealer sales prices), Technoflex fork springs 179 marks, LSL handlebars 59 marks, LSL handlebar weights 34.90 marks, LSL footpegs 199 marks, Triumph -Accessory muffler (without ABE) 489 marks 7.1 (9.2) sec 0-180 km / h 13.4 (19.0) sec Pull-through solo (with pillion passenger) 60-100 km / h 4.4 (6.0) sec 100-140 km / h 5, 1 (7.3) sec 140-180 km / h 7.5 (10.0) sec Consumption in the test on country roads 5.7 l super / 100 km Theor. Range 421 kmDimensions and weightsSeat height 830 mmWeight fully fueled 246 kg1 Measurement conditions: temperature 26 degrees, slightly gusty wind; Measurement location Hockenheim; 2 power on the clutch. Measurement on Bosch roller test bench FLA 203, DIN measurement, maximum possible deviation ± 5%; * manufacturer’s information

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