Driving report Triumph Tiger 1200 XRt-XCa

Driving report Triumph Tiger 1200 XRt-XCa
triumph

Driving report Triumph Tiger 1200 XRt-XCa

Driving report Triumph Tiger 1200 XRt-XCa

Driving report Triumph Tiger 1200 XRt-XCa

Driving report Triumph Tiger 1200 XRt-XCa

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Driving report Triumph Tiger 1200 XRt-XCa
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Triumph Tiger 1200 in the driving report

Model variants XRt / XCa in the first test

Big cats on the prowl use strength and technology. But that alone is not enough. If too many pounds make the tiger tired, the herd of cows will get away with it. For the new Triumph Tiger 1200 this meant: time for a little diet.

A.ll travel enduros are too heavy, but one is clearly too heavy. For the 2016 model of the Triumph Tiger Explorer with full XCa equipment (with main stand, without case), the MOTORRAD editorial scales with a full 20-liter tank reported a hefty 286 kilograms. Not that you couldn’t be happy with the motorcycle; A silky, powerful three-cylinder in-line cylinder, the best wind and weather protection, full equipment, as well as a cardan and case system make the Tiger Explorer a beautiful, but somewhat stout alternative for all those long-distance asphalt adventurers for whom the usual suspects are too common. Nevertheless, Hinckley announced that it was time for a small cat diet. And as part of this, the Triumph Tiger Explorer changes its name and is now called the Triumph Tiger 1200.

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Driving report Triumph Tiger 1200 XRt-XCa

Triumph Tiger 1200 in the driving report
Model variants XRt / XCa in the first test

What’s new?

Basically there are still two series: XR with cast wheels for road use, XC with spoked wheels and engine protection for the off-road look. The former is available in three equipment levels (of which the middle one is still offered as an LRH with reduced seat height), the latter in two, so you get the entry-level variant. In addition, individual items can be ordered separately. While the simpler versions lose just two or five kilos, the top models Triumph Tiger 1200 XRt and Triumph Tiger 1200 XCa still have around ten. In addition to some add-on parts such as the engine protection plate and bracket as well as additional headlights, the following components are significantly lighter: Arrow titanium silencer, battery, crankshaft and flywheel. The engine innards alone weigh around three kilos (!) Less. As you will see, this has a significant impact on the driving characteristics.

Video about the new Triumph Tiger 1200

Lush furnishings

However, the developers did not save on the equipment. Even the top models of the Explorer had an electronic chassis with automatic level control at the rear, an electrically adjustable window, all kinds of driving modes and cruise control, and, of course, heated grips and seats. From 2018, a complete LED light mask along with adaptive cornering lights, quickshifter with blipper, keyless ignition and the excellent TFT display known from the new Street Triple will complete the long list. A complete listing would be like a special issue. Below is an overview of the key equipment features of the new Triumph Tiger 1200 models. All right? Let’s go.

On the road Triumph Tiger 1200 XRt

The 1,215 cubic in-line three-cylinder engine starts up as smoky, subtly hissing as ever, but the familiar buzzing from inside the engine is now much more subtle. The hydraulically operated clutch of the Triumph Tiger 1200 XRt is quite smooth, the transmission shifts smoothly and precisely, the blipper works – not completely smooth in the lower gears, but completely satisfactory. Although the engine remained basically unchanged, in addition to the significantly lower flywheel mass, further detailed optimizations are intended to result in more power in the lower speed range as well as a peak output increased by two to 141 hp. The success of this measure could only be assessed in a direct comparison or on the roller dynamometer, but one thing is clear: The big triplet was and remains an excellent travel engine. Quirky running culture from the lowest revs to the limiter, fine throttle response, highly linear power delivery – touring riders will appreciate this drive as a stress-free, cultivated companion, the cardan anyway.


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The Street Triple RS has the pretty TFT display. The scope of information and readability are excellent.

Only at the very bottom does a certain two-cylinder push even better, but there is plenty of power from the bottom center. The joy of turning and top performance, secondary virtues of a travel enduro, also meet very sporty demands. According to the driving modes (Triumph Tiger 1200 XRt: Rain, Road, Sport, Off Road as well as the freely programmable Rider Mode), the throttle response, ABS, TC and the electronic chassis are stored – and all of this is consistent. You don’t need a lot of zapping around (road or sport actually always fit), since the damping characteristics of the chassis can be readjusted directly in nine stages while driving. The menu structure in the new, easy-to-read TFT display is a huge step forward compared to the previous model, which was unnecessarily complicated in this respect. Controlling the computer using the (backlit) joystick on the left end of the handlebars requires a little practice, especially when wearing thick winter gloves. But the operating concept itself is pleasing.

Great improvement in driving behavior too

The Tiger still turns in quite easily (66.8 degrees steering head angle and 100 mm caster), but the pronounced top-heaviness of its predecessor is history. The reason for this should not be primarily due to the lower total weight (ten kilos is nice, but absolutely not the world), but mainly to the considerably reduced rotating masses in the engine mentioned at the beginning. The chassis itself still offers good comfort, especially from the rear suspension strut, and a wide adjustment range for the firm. Unlike the systems of the competition, the Triumph Tiger 1200 does not dynamically adapt the damping to the driving situation, but uses static damping values ​​- so whether one can speak of a semi-active system is debatable. Advantage: a more analog, more natural, not so decoupled driving experience. Disadvantage: When shooting, the semi-active chassis offers more stability. The optimizations end with the braking system: further developed Brembo calipers and new pads improve the braking feel and deceleration.

Off the road: Triumph Tiger 1200 XCa

Of course, the preferred area of ​​application for a Triumph Tiger 1200 XCa remains the asphalt. With Pirelli Scorpion Rallye tires (Triumph’s recommendation for such operations), the Tiger 1200 with its 190 millimeters of spring travel does well in the terrain. Here, too, the crankshaft diet improves driving behavior very significantly. If ambitious gravel with the Tiger Explorer was more of a struggle, the Triumph Tiger 1200 now swings fluffier, more balanced through easy terrain. The off-road driving mode loosens the electronic reins appropriately: A little ABS at the front, none at the rear, the TC allows more slip. Offroad Pro (only XCa) is recommended for advanced users: ABS completely deactivated, no TC. However, the same settings can also be saved in normal off-road mode or in rider mode, for example. So if you like a preset without driving aids, you don’t necessarily have to use the XCa. The off-road add-on parts (underrun protection and side bars) of the XC series appear robust, as do the handguards installed on all models.


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Easy terrain is now much better – thanks to the diet of the motor flywheel.

In terms of ergonomics, all Triumph Tiger 1200s are the same. The handlebars are now a little closer to the pilot, which not only makes driving easier while standing, but also benefits long-distance comfort. That remains the great strength of the Tiger: great wind and weather protection from the large, electrically adjustable touring windshield (which, however, reflects a bit), excellently padded bench, nice open knee angle, space even for giants. It remains extremely comfortable on the big cat even after the mini diet. In terms of price, the price is roughly on par with the previous model, although with significantly improved equipment, especially in the mid-range models. If you make the big cross and add the suitcase, the purchase price of this travel enduro also starts with a two.

Model and equipment variants Triumph Tiger 1200

Triumph Tiger 1200 XR XRx XRx LRH XRt XCx X Approx
Display LCD TFT TFT TFT TFT TFT
light H7 LED LED LED LED LED
Cornering light LED LED
Quickshifter + +
Keyless Ignition + + + + +
TSAS electronic chassis + + + + +
Cornering ABS / tilt-dependent TC + + + + +
Integral brake + + + + + +
Hill start assist + +
Driving modes 3 4th 4th 5 5 6th
Heated grips optional + + + + +
Seat heating optional optional optional + optional +
price 14,700 euros 16,650 euros 16,650 euros 18,750 euros 17,650 euros 19,950 euros

Technical specifications

Triumph Tiger 1200 XRt [XCa]

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, 3 x Ø 46 mm, regulated catalytic converter, 950 W alternator, 12 V / 18 Ah battery, hydraulically operated multiple discs -Oil bath clutch (anti-hopping), six-speed gearbox, cardan, secondary gear ratio 2.557.

Bore x stroke: 85.0 x 71.4 mm
Displacement: 1,215 cm³
Compression ratio: 11.0: 1
Rated output: 104.0 kW (141 hp) at 9,350 rpm
Max. Torque: 122 Nm at 7,600 rpm

landing gear

Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, electronically adjustable rebound and compression damping, single-sided swing arm made of aluminum, central spring strut with lever system, electronically adjustable spring base and rebound / compression damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers , Rear disc brake, Ø 282 mm, double-piston floating caliper, traction control, ABS.

Cast aluminum wheels [spoked wheels with aluminum rims]: 3.00 x 19; 4.50 x 17
Tires: 120/70 R 19; 170/60 R 17

mass and weight

Wheelbase 1,520 mm, steering head angle 66.8 degrees, caster 100 mm, spring travel f / r 190/193 mm, seat height 835–855 mm, dry weight 248 [243] kg, gross vehicle weight not specified. A., tank capacity 20.0 liters.

Guarantee: two years
Colors: red, white [blue, white]
Price: 18,750 euros [19,950 euros]
Additional costs: 450 euros

Price comparison of used Triumph Tiger XCa and XRT


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Used Triumph Tiger 1200 XCa and XRT in Germany.

Big travel enduros are real all-rounders and for their skills you also have to dig deep into your pockets for their skills. The Triumph Tiger 1200 XRT and XCa are priced high, but also offer a lot of motorcycle for the money: here a price comparison: used Triumph Tiger 1200 XRT and XCa in Germany.

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