Driving report Triumph Tiger 1050 (2006)
The eternal hunting grounds
Lying in wait, stalking, stalking, that’s what hunting is all about. In order to increase the Triumph Tiger trophy collection, the English big cat was styled more aggressively, more sporty and stronger. MOTORRAD was able to drive the first prototype exclusively.
D.Some people shook their knees at the sight of it: When it was presented in 1999, the 900 Tiger was a huge motorcycle, the sheer size of which attracted sustained respect even before the first seat test. How should someone under two meters tall climb this high seat? Although this impression faded as soon as the trump started rolling, the English three-cylinder large enduro was at the beginning a selective motorcycle with a very special character.
Various measures followed to broaden the long-legged machine-
to make it more bearable. A good two years after its launch, at the end of 2001, Triumph increased the displacement to 955 cm3 and tightened the suspension. After the second facelift for the year of construction 2004, the big cat went hunted down and on new soles due to reduced spring travel, after the spoked wheels had been exchanged for cast wheels. That already indicated where the journey should go: namely out of the area onto the road in the direction of the fun bike and touring machine.
And this is exactly where the completely new model now presented connects seamlessly. The Tiger 1050 looks sportier, more compact and sleeker than ever. Virtually no part of the predecessor has been preserved. For the first time, the designers of the Tiger allowed an aluminum cast frame that is based on the current Triumph layout. The swing arm also looks like it came from the little Daytona. There are also multiple adjustable spring elements and radial brake calipers in super sports style. And last, but not least, a consistent 17-inch model, which Michelin Pilot Road is mounted on. All of this turns the former enduro into a street car with all-round qualities.
First seat test: The new one looks surprisingly compact, which is not only due to the reduced seat height. Half a centimeter less doesn’t sound overwhelming at first, but the effect is clearly noticeable due to the narrower contour of the seating. The lower center of gravity and the reduced weight certainly play a role in this impression. The big cat shed a whopping 17 kilograms and is dry well under the 200 kilogram limit. Of course, this is noticeable when driving. When changing lean angles quickly, the old Tiger, which is traveling along for comparison, appears indifferent, diffuse and clumsy, the new one can be swiveled from one lean angle to the other with less force, steers much more precisely and stays on course with pinpoint accuracy.
The spring elements respond cleanly on the sometimes extremely bumpy English country roads, are, contrary to the sporty appearance, not extremely tightly tuned and therefore offer good long-distance comfort. Thanks to the comfortable seating position, it is easy to endure longer tours, especially since the windshield fails properly, but does not remain completely free from turbulence. If you turn the whisk a little harder, you might want a less cranked handlebar that would ensure a more active sitting position. However, the assembled version is always comfortable.
With such a sporty pace, the pegs occasionally touch down. This is initially irritating, but remains uncritical because there are still plenty of reserves before the rigid vehicle parts make critical contact with the ground
exist. It comes as no surprise, however, that the brakes are absolutely top-notch in terms of controllability and effectiveness. At the start of series production in spring, an ABS is optionally available that was not yet installed on the prototype.
However, in view of the fillet piece, all of that takes a back seat, and that is definitely the three-cylinder that has always made the special character of the Enduro. In principle, the new engine comes from the Sprint ST, of course complies with Euro 3 and has been trimmed for good torque and low consumption through management changes. Triumph specifies a top performance of 115 hp, which means nine additional horses compared to its predecessor, which actually feel like more. The new triplet is much more lively and dynamic on the gas, comes from below more spontaneously and pushes harder in every speed range.
But it must not be concealed that the character is thus rougher,
becomes more aggressive. The load changes are noticeably harder, which suits those who like to turn the gas hard. If you want to roll through the area more comfortably, you might be able to gain more from the older engine. Your teeth barely like a predator and purr like a house tiger? you can’t have everything at the same time. Then the cat bites its tail.
Engine: 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, injection, regulated catalytic converter with secondary air system, mechanically operated multi-plate oil bath clutch, six-speed gearbox, X-ring chain.
Bore x stroke 79.0 x 71.4 mm
Displacement 1050 cm3
Compression ratio 12: 1
Rated output 84.4 kW (115 hp) at 9400 rpm
Max. Torque 100 Nm at 6250 rpm
Chassis: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear , Ø 255 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dimensions and weights: wheelbase 1497 mm, steering head angle 66.8 degrees, caster 88 mm, spring travel f / h 150/150 mm, seat height 835 mm, dry weight 198 kg, tank capacity 20 liters.
Two year guarantee
Colors black, blue, yellow, white
Price is not yet fixed
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