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Triumph Tiger 1200 XCA in the top test

Travel enduro in the intensive check

Tigers are predators: aggressive, muscular, always on the prowl. In the intensive check, the travel enduro shows why the Triumph Tiger 1200 XCA happily passes through as a house tiger that can hiss and hunt, but always remains a tame companion at heart.

Hand those who bark don’t bite. They say yes literally. One or the other postman shakes his head in protest. A muscular postman’s calf is just great as a chewing bone. Domestic cats are known to be less frightening, even if the cuddly four-legged friend extends its claws on bad days. What does this have to do with the Triumph Tiger 1200, which rolls up to the MOTORRAD top test in the highest and finest equipment level XCA? Well a lot. Because this Triumph Tiger 1200 XCA hisses inimitably hoarse from its triple engine, supports the pilot’s hunting instinct with noticeably improved stability, never leaves any doubt about standing by your driver and preventing any escapade.

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Triumph Tiger 1200 XCA in the top test

Travel enduro in the intensive check

Twelve kilograms lighter

After the first few meters on the heavily renovated travel enduro you feel right at home, sit relaxed, enjoy the good overview and the fine balance of the Englishwoman who burns a hole of a good 20,000 euros in the bank statement in full regalia. For this, however, the cat not only warms the driver and front passenger, but also offers a more comprehensive wellness package. The Triumph Tiger 1200 XCA just goes for the affluent cat. But one after the other! First of all, the Tiger 1200 has not only lost its nickname Explorer in the name, but also weighs twelve kilograms. The Triumph engineers once meant well, but a well-fed 284 kilograms were and will remain simply too much for a travel enduro. Respect for the fact that the weight has been reduced while the equipment is improved. This is especially true because the foundations of the bike (engine, frame, cardan shaft, chassis) have not been radically shaken.

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The new case system is hung flexibly. Even at high speeds the Tiger does not commute. Strong!

The Triumph Tiger 1200 XCA weighs a proud 272 kilograms. As a result, she does not pass as an asparagus tarzan. When maneuvering, pushing back and forth in the yard or jacking up on the standard main stand, your own muscles should be well trained. If you don’t care, you can lie down in the dirt in no time at all. In addition, the bike with the new, easy-to-use and solidly processed luggage system carries around another 13.4 kilograms – without a load of five kilograms, of course. The swing-mounted cases can be easily mounted using two retaining lugs in the corresponding devices at the rear, are waterproof and even hold a large enduro helmet and parasol. Unfortunately, they are not part of the standard equipment of the XCA, but the lighter Arrow muffler does, which may have contributed to the weight reduction of the new Tiger.

Very comfortable sitting position

Anyone who takes a seat on the Triumph Tiger 1200 XCA immediately notices the handlebars, which are now more cranked towards the driver. It makes maneuvering at low speeds and at the steering stop considerably easier, and also enables people without extremities to walk around in a playful way. Playful? Yes, in fact, the bike spontaneously loses its love handles as soon as you start rolling, and from walking pace you can steer the travel enduro precisely and without much physical effort. If desired, the handlebars can even move another 20 millimeters towards the driver by turning the clamping blocks. Excellent! The two-part bench has also been redesigned. In a direct comparison with the previous year’s model, this is not immediately noticeable. It doesn’t matter, because after a good eight hours in the saddle (height adjustable by 20 millimeters) there is no pain in the buttocks. The rest of the body feels amazingly fresh too. And that’s what it’s all about in the end.

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Information, arrangement, contrast: everything can be adapted in many ways. However, no mobile phone pairing possible.

The opulent space is extremely comfortable for both young and old. Thanks to a relaxed knee angle and an upright sitting position, you can casually dowel the 750 kilometers from Stuttgart to Schleswig-Holstein for a coffee party with your ex-colleague. The large, electrically adjustable screen provides good, if not perfect, wind protection. If the driver is 1.78 meters tall, the turbulence in the head region only disappears on the motorway (regardless of the helmet being worn) after the seat bench has been set to the lowest level and the window to the highest level. A decisive criterion for long motorway stretches! Connoisseurs note that the modified engine protection bars now dispense with the profile that is pulled far upwards, which not only saves weight, but above all gives the driver’s shin more freedom of movement. In short: if you take a seat on the new Triumph Tiger 1200 XCA, you won’t get off again anytime soon.

Motor has retained its basic virtues

From the command center, the triple sounds heartwarming even when standing. The unit, which has been slimmed down to the flywheel, hangs on the cable as soft as silk, and even in sports mapping it speaks spontaneously, but never rudely. In addition, there is a wonderfully hoarse hiss from the airbox, no loud buzzing from the primary drive as with earlier three-cylinder engines from Hinckley disturbs the unique sound. Despite the revision, the engine has retained its basic virtues: impeccable revving from the lowest revs, only minimal vibrations, a beautiful, powerful center and now more relaxed revving. The Triumph Tiger 1200 XCA pushes forward between 2,000 and 3,000 revolutions, then allows itself a small second until the pressure increases and remains at a constant level between 4,000 and 8,000 revolutions.

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The Arrow rear silencer saves weight and sounds nice and snotty at high speeds.

Good to know: Triumph limits the engine speed in fifth and sixth gear. Top performance is only achieved in the first four gears at a speed of 9,000. The engine of the Triumph Tiger 1200 XCA shows the best manners at all times, it can be twisted angrily, but can also be moved tame at low speed. Without a doubt, a great engine that fully corresponds to the cliche of offering a fine compromise between travel, touring and sport. But the whole thing has a bland aftertaste. A brief review: Even the predecessor, model year 2016, should increase by two horsepower from 137 to 139.

What does the test bench show??

However, the test run showed no real increase in performance. The triple put a maximum of 131 hp and 112 Newton meters on the crankshaft, the 2015 model year made 130 hp and 116 Newton meters. With the current revision, the manufacturer indicates a further increase in peak power to 141 hp. And the test bench from MOTORRAD, which is known to measure very precisely, reveals again: the measured power is only 129.5 hp, the torque curve is even below the previous year’s model. The fact that the customer is promised a good 11 hp and a whopping 13 Newton meters more than the engine can deliver does not fit into the otherwise impeccable performance of the Triumph Tiger 1200 XCA and probably causes some (potential) customers to frown.

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In the event of emergency braking, the Tiger always stays safely on course, occasionally lifting the hind leg just for the picture.

While driving, you can feel the differences between the old and the new engine, but they are not big. The previous year’s engine is noticeably more direct at the bottom, the new one turns a little more courageously up to the rev limiter. That was it. The well-graded six-speed gearbox of the Triumph Tiger 1200 XCA can be said to be a real advance. It now has an automatic switch that makes the clutch insert largely superfluous. The gears also engage more precisely overall. Optimization: The apparently unchanged braking system not only delivers top deceleration values ​​and a well and safely coordinated ABS cornering, compared to the predecessor you also need less manual force with significantly better controllability. Two-finger brakes get their money’s worth here. And so are all friends of the art of tilting.

Driving set-up successful all round

The minimal changes in the geometry (caster 1 mm longer, steering head angle 0.1 degrees flatter) together with the lower (rotating) masses have a beneficial effect on handling and stability in bends. The Triumph Tiger 1200 XCA, fitted with Metzeler Tourance Next tires, turns in pleasantly neutral and can be knocked over from the left to the coming right bend without a lot of force on the handlebars. In contrast to its predecessor, the fork does not react stubbornly and stubbornly when anchoring and turning in late and hails the line, but keeps the Tiger purposefully on course, even unaffected by bumps.

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Each suitcase can load up to five kilos. Without content, the system already weighs 13.4 kilos.

The chassis can be adjusted quickly and easily using the joystick on the left end of the handlebar, and in nine stages from comfortable to sporty even while driving. Both the rebound and compression damping react promptly. If you choose the tightest setting, the Triumph Tiger 1200 XCA lies sporty and full on the road, while in the most comfortable mode it gushes a lot. But hardly any bumps penetrate to the driver. The golden mean is, of course, in between. The chassis set-up was a success all round Triumph. With the new one you are less strenuous on the move. Successful model update!

A loyal companion for all situations

This applies equally to the menu navigation and the operation of the five-inch TFT display, which is easy to read at any time and can be adjusted in incline. The six mappings (Road, Rain, Sport, Offroad, Offroad-Pro and an individual mapping) vary the sensitivity of the traction control, the use of ABS, the throttle response and the damping characteristics. The presets can even be adjusted according to individual preferences, the damping – as described – even while driving. In contrast, the preload of the WP shock absorber levels itself fully automatically. As before, a potentiometer monitors the load status and adjusts the monoshock accordingly. During an excursion into the terrain, the electronics of the Triumph Tiger 1200 XCA recognize the changed conditions in milliseconds and then adjust the rebound and compression damping.

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The engine protection bar is smaller on the new one, further changes beyond the LED light require expert eyes.

That the multifunctional Triumph Tiger 1200 XCA also has delicacies such as a cruise control that is pleasantly easy to use, supports the driver with a start-up aid on steep hills, of course has a twelve-volt on-board socket ready at the front and rear and a USB port under the pillion seat, goes without saying in this price range. The new LED light has a curve function, in an inclined position additional LEDs gradually turn on to better illuminate the road. And by the way: The lean angle is great for a travel enduro, the tires bite safely with the asphalt even at single-digit temperatures and hardly stand up when braking in an inclined position. The acoustically barely perceptible, powerful cardan drive is also completely inconspicuous. Only at the lowest speeds and provoked load changes can you hear a little rumbling in the drive train. Otherwise, the Tiger always does what the driver tells it to do, surprising with sporty dynamism and high comfort, without ever pulling out its claws on the driver. So not a predator, but a loyal companion for all situations.

MOTORCYCLE conclusion

The Tiger 1200 XCA is the best travel enduro that Triumph has ever built. It purrs when traveling, hoists on the hunt and reacts in a controlled and good-natured manner even in extreme situations. The sometimes inconspicuous changes make it sportier without losing comfort. The revision makes the Triumph Tiger 1200 XCA not a predator, but a reliable companion in all situations.

The competition

BMW R 1200 GS
Two-cylinder boxer engine, 125 hp, weight: 251 kg, 0-100 km / h: 3.6 seconds, Vmax: 219 km / h, consumption: 4.8 liters, 15,660 euros *

Honda crosstourer
Four-cylinder V-engine, 129 hp, weight: 283 kg, 0-100 km / h: 3.6 seconds, Vmax: 209 km / h, consumption: 5.6 liters, 15,490 euros *

Yamaha XT 1200 ZE Super Tenere
Two-cylinder in-line engine, 112 hp, weight: 271 kg, 0-100 km / h: 3.7 seconds, Vmax: 210 km / h, consumption: 5.1 liters, 16,180 euros *

* Incl. Additional costs

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