Test Triumph Tiger 1200 XRT and XCA 2018: ready for the road adventure
Electric window, keyless start, hill start assistant, directional lights, regulator, 3-cylinder 141 hp. No, this is not the description of a high-end car, but of a motorcycle ! And not just any: the 2018 Tiger 1200 in its fully equipped XRT and XCA versions! Testing.
Tiger 1200 XRT and XCA test – Page 2: Dynamics
Despite its intimidating dimensions and the rain that viciously invited itself to its presentation near Almeria (Spain), the Tiger 1200 2018 is quite easily taken in hand. This tour de force – because, yes, it is! – begins with a remarkably contained arch through a narrow reservoir at the crotch.
Thus, with the saddle in the low position, two feet are easily placed on the ground: unsuspected in view of its size! Rider seat raised without tools (which takes about 15 seconds as the wedge system is well designed), the feet rest on the front of the boot. The legs of a pilot of 1.75 m gain in comfort – because less folded – what they lose in stability: in off-road, it is better to lower it. !
Redesigned for 2018 with the announced benefit of comfort, this saddle does not fulfill the contract in full: nothing to say about its design or its consistency, soft at first glance. But its support could be better to swallow the long stages without having to change position, in order to vary the pressure zones. In this, the English engineers can be inspired by the "sofa" of the Versys 1000 !
The handlebars also show a new format, with branches set back by 20 mm. Its now curved profile and low height evoke more of a road bike than a trail. Result: its grip is excellent on the road, but open to criticism outside asphalt because a bit too low when the pilot is standing.
Its large width, on the other hand, favors the lever arm, partially erasing the feeling of heaviness felt from the release. The high weight is penalizing, especially as the center of gravity is high enough because of the engine architecture. Despite its diet, the Tiger 1200 is still far from being a ballerina and calls for strong arms. And it’s even more true in off-road with the XCA !
With a little speed, however, things get better because the Triumph enjoys a very cleverly calibrated mass balance and a frank and neutral front end, if not lively. A few turns of the wheel are enough to overcome the initial apprehension linked to the mass and finally discover a motorcycle that is reasonably easy to steer and turn..
The adjustable levers also make it easier, as do the easy-to-handle stems. The new joystick on the left also offers an intuitive scrolling of the many information delivered by the five-inch "slab" in color. Super readable and adjustable in tilt, this TFT screen common to the Street Triple RS has only qualities.
The only downside: the lack of a shortcut key for the windshield, which means that you have to scroll through the menus to adjust its height. Still, its protection is irreproachable: the head and shoulders are perfectly sheltered in the high position, without turbulence or thrust phenomenon in the back. Thanks to the handles and the heated saddle, the rain would almost be forgotten! Almost…
3-velvet legs
The Tiger 1200’s engine is still as elastic and pleasant as ever, with the exception of a few thrills sent back to the handles and then the feet above 6000 rpm. Flexible, it is able to negotiate a pin in third at 30 km / h at 1500 rpm without jolting. Its thrust is frank from low revs and never stops.
The gain of two horses is imperceptible, as is the loss of a newton-meter of torque: acceleration is still as consistent and predictable, with a distribution without any dip. But no peak, either: its thrust is linear, devoid of those roughness that give character to the mechanics. Clearly, he pushes all the time, very hard, but without violence.
- MNC test –
- MNC test –
The 3-legged does not have the explosiveness of the twin-cylinder of the KTM Super Adventure, nor the immediate respondent of the Boxer of the R1200GS. Less expressive, especially at low speeds, the Tiger 1200 plays on a velvety register, based on availability at all speeds and not on sportiness. It is more functional than sensational. Some will regret it, others will retort that it is a maxi-trail, not a sport-GT.
The shifter ideally completes this mechanism with a serious and suave sound, devoid of the horrifying whistle distilled by certain Triumph 3-cylinders. The first double-acting system developed by the brand, it allows up and down gears without disengaging. Its smooth and precise operation hardly lends itself to criticism, except that it lacks a zest of speed..
Some passages are therefore punctuated by a slight jerk, caused by a break in load sometimes too marked before engaging the next gear. Nothing really prohibitive or which could not be compensated by the driving comfort offered by this "up and down" shifter. The gimbal is still remarkably transparent. Top of the category !
In the electrical chapter, MNC also notes big differences in temperament between the modes: big cat a little pretending in rain mode, the Tiger becomes much more threatening in sport mode! More lively reminders, more immediate response and marked breath to the top of the tachometer are then on the program. The Tiger pulls out its claws, and they are sharp !
Too bad the Arrow silencer of the XRT and XCA versions does not accompany these flights more: this very beautiful equipment is quite discreet acoustically. No pot !? Yes and no: its deep but non-aggressive vocalizations serve the cause of comfort for long journeys, especially for the passenger.
Because after all, no one buys a Rolls-Royce to hear it backfire like an Aston Martin! However, if the new Tiger 1200 is versatile and comfortable on all terrains, its philosophy is more road than sport..
Balance and neutrality
This positioning is confirmed in the bends: the English maxi-trail flourishes more with a fast coiled driving – even very fast if space permits – than with a dry piloting based on improvisation. This does not mean that it lacks rigor: the Tiger 1200 is on the contrary riveted to the ground, with an imperturbable stability..
Its front axle offers unexpected precision and reactions proportional to the orders given. Healthy, it maintains the desired angle without amplifying or straightening it, even in the event of late braking. It is arguably not the sharpest on the market, but certainly one of the most rigorous. It remains to deploy a minimum of energy at the shoulders to show him the way forward. And the higher the pace, the greater the effort.
The semi-active suspensions developed by WP are in tune with this excellent dynamic picture: as in 2016, the system is very convincing by its qualities of absorption of bumps and mass transfers. Flexibility, progressiveness, sensitivity: this damping meets all expectations (all details in).
And as its operation can vary from padded comfort to sportier rigidity with a simple click on the left stalk, it is flawless! Even our off-road session in sometimes very stony portions did not put their cohesion at fault. No tailgating phenomenon was observed there, despite some frankly borderline landings in hyper muddy conditions !
Finally, the braking – coupled from the front to the rear – is also up to the task, in particular thanks to the very obvious dosage of the rear brake only via the right pedal. Very convenient on and off the road! It is a little less the case at the front: the Brembo radial calipers deliver a very important and progressive power, but on the condition of squeezing the lever firmly..
Verdict: the best performance / finish / price ratio
The Tiger 1200 had already reached peaks of efficiency during its redesign in 2016, and this 2018 evolution comes unsurprisingly to sublimate a picture close to the ideal compromise. Admittedly, the English maxi-trail is still not as dynamic as some of its rivals, but its level of pleasure and improvement make it a must..
To cut the road far and long, as a loaded duo, the Triumph arises there thanks to its hyper-supplied standard equipment and its electric windshield. Not to mention its mechanical smoothness! To tease the small path, however, it is better to turn to its Tiger 800 cousins, lighter and less expensive: it would be a nerd to fail the luxurious XCA at 21,150 € in a ravine. !
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