Driving report Triumph Tiger

Driving report Triumph Tiger

Third force

It’s great that we have alternatives: the completely new Triumph Tiger, another top-class travel enduro, slides between the GS and Varadero.

Improving what is good is one of the more rewarding tasks. The old Triumph Tiger, for example. But it is also one of the more difficult tasks.

After all, what was once the most powerful series-produced travel enduro pampered with a high level of comfort, considerable performance and reasonable solidity. Especially in GS country, these qualities helped create a healthy outsider image and brought the Tiger annual sales of around 400 units – not bad for a brand that was just established and enough for a top position in their model range.
Accordingly, the guys from Triumph Germany were excited about the birth of a new big kitten after a six-year-old tiger. Her wish list had a little less weight, a lower center of gravity and – if possible – a regulated catalytic converter. Since INTERMOT last autumn, we have known that all requirements have been met. But we also know that a Daytona-inspired designer wrapped the tigers in an unusual dress. Brand identity or something, but not always ready to reassure good salespeople.
So: Far away from all exhibition stands, the Tiger looks organic, but pretty independent. Other opinions are of course permitted, and therefore from now on it will only be about technical qualities. The first thing that strikes you is that the new one can no longer show any PS. 83 namely. Which is surprising, because at least the torque-optimized 885 of the first Speed ‚Äč‚ÄčTriple works in the new perimeter frame. According to Uli Bonsels, Customer Service Manager at Triumph Germany, “They didn’t want to do too much of a good thing.” Which in turn increases the anticipation for this Triple Express.
To get to know each other, they had chosen an excellent circuit on the Cote d’Azur, ordered the best weather and advised drivers in the south of France to stay at home. Thanks to the really foolproof seat height adjustment, the workplace is quickly set up, the eyes rest comfortably on a fully equipped cockpit, the hands fall on a not too wide handlebar with solid, sensibly designed fittings. A choke lever is missing, but the three-cylinder starts babbling straight away: Injection, of course.
Almost at idle, the load rolls out onto the country road, already convincing during the acclimatization phase with clean pulling from 1500 tours. The six gears of the transmission sort themselves by themselves, but leisurely strolls only succeed in the last one. The tank spreads the legs a bit further apart than on Honda’s Varadero, the two-part bench looks extremely comfortable. Well then. A short sprint over the autobahn – the fairing generates little suction thanks to the good rear flow, but can no longer protect the head and shoulders of a driver who is 1.85 meters tall. You should order the taller and wider pane from the extensive range of accessories when you buy it.
Or ignore the eddies and just enjoy this engine. 4000 rpm mark the point of no return, after that only the limiter can help. A revelation, oh yeah Almost vibration-free, but nevertheless full of character, naturally also inspires on country roads, because the threesome, which is homogenized via different camshafts and an adapted map, doesn’t actually know any speed range from which it doesn’t want to poke out with relish. Which, as a practical bonus, means that he pushes two people around unmoved.
Particularly noteworthy is the fact that the multipoint injection finds an exact compromise between spontaneous throttle response and smooth power output. For the price of a few horsepower, a few countries can enjoy a regulated catalytic converter. Fine. The cleaner is located near the front silencer, in front of which the lambda probe protrudes from the three-in-one manifold. In order to create space for this pre-silencer, the rear suspension had to sacrifice its deflection levers. In order to close a tiny power hole in the middle speed range, an interference pipe connects the three exhaust pipes. A huge air collector crouches over the throttle valve, which alone forbade the use of the old mono-tube modular frame.
On the other hand, Triumph was hoping for greater stability from the new cane structure – the first attempts at driving on fairly flat roads also signal complete success here. The most that could be criticized is that the frame is not connected to a screwed but a welded rear end. This can be very, very expensive after a fall. Front and rear, Kayaba suspension elements weigh the vehicle very comfortably, 230 and 200 millimeters of suspension travel should be sufficient for all eventualities. The non-adjustable fork plunges deeply when braking sharply; for a sporty ride, its springs could use even more progression. The rebound and spring preload can be adjusted on the shock absorber, and because the latter is done hydraulically, the Tiger is instantly equipped for heavy loads. Incidentally, no one misses a diversion.
The machine follows its 19-inch front wheel extremely well and purposefully, turns in smoothly and neutrally on the first Dunlop tires, swings through alternating curves, and allows a lot of lean angle until the footrests are put on. The three-disc brake system taken over from the Thunderbird Sport is also convincing, but seems to work with softer pressure in the interest of a more gently submerged bug. Nevertheless: If you sprint solo over asphalt, you should largely leave the footbrake alone. Otherwise the rear wheel will stop.
Gutes has been improved. OK then. Triumph Germany has ordered 800 Tigers. Isn’t that not enough of a good thing??

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