Trail – Tiger Explorer Trial: Triumph explores the trails of success! – Comfort, plenty! Sport, less …

Posted on by admin

Tiger Explorer trial: Triumph explores the tracks of success !

Trail - Tiger Explorer Trial: Triumph explores the trails of success! - Comfort, plenty! Sport, less ...

Take a 1215 cc three-cylinder, modern and full at all speeds. Insert it into a cycle part that is as healthy as it is comfortable: you get the excellent base around which Triumph has built a convincing maxitrail, the Tiger Explorer. Test.

Comfort, plenty! Sport, less …

Designed to fully benefit from the smoothness of this engine, the final shaft transmission of the Triumph is incredibly accomplished: despite its 137 hp and the energy of its times, the Explorer never does not stretch the Kayaba mono-shock (adjustable in preload and relaxation) when accelerating, nor does it "squeeze" it when the gas is cut off.

In addition to the appreciable absence of this phenomenon called "bridge effect", this transmission is also completely devoid of rattling and parasitic vibrations, whether it is upshifting in fast driving or during heavy downshifts..

Finally, it is almost as transparent and flexible as a chain, while the transverse positioning of the crankshaft nevertheless requires the use of two angle transmissions to return the movement of the engine to the wheel. A real tour de force !

Comfortable and protective (only the top of the helmet and the end of the shoulders of a 1m75 pilot are exposed behind the screen manually adjustable via two nuts), the Tiger Explorer absorbs the vagaries of the road with the same remarkable softness.

Naturally favored by the significant travel of the suspensions (190 mm at the front, 194 mm at the rear), comfort is undoubtedly at the rendezvous on the handlebars of the Englishwoman. Maybe a little too much when it comes to the fork with the pretty golden 46mm sheaths…

Thus, if the work of the rear shock absorber proves remarkable in all circumstances, the settings of the reverse Kayaba appeared a bit supple in fast driving during this test. At a reasonable rate – legal, what! -, no worries: easy to place thanks to its narrow mounting (110 mm), the front is direct and safe, while the large lever arm generated by the wide handlebar allows you to twirl without forcing in the changes of angle.

Benefiting from a generous ground clearance, the Tiger Explorer also offers astonishing stability: the tubular trellis unites the front to the rear with a flawless efficiency, even in the very fast curves where this type of motorcycle is sometimes subject. to a certain imprecision, even to a worrying feeling of vagueness in the direction.

On the other hand, solicited on heavy braking, the fork only adjustable in preload tends to dive too quickly under the effect of mass transfer. Pushed into these last entrenchments in the winding, the front end even ends up letting some slight movements of undulations around the column on very strong braking, not to say too optimistic. !

This phenomenon fatidically affects the precision and serenity of driving, and also highlights the excessive sensitivity of ABS. Whether at the front or at the rear, the control unit responsible for preventing blockages intervenes too early and its action results in appreciable feedback of force in the controls. Too bad, because both are precise and operate a powerful and progressive braking…

Conversely, its anti-skating "Triumph Traction Control"(TTC) is more permissive, even when set to its most intrusive level (level 1). Indicated by a warning light on the dashboard, its entry into action is more gradual than on certain competing devices, but it must be admitted that the The Explorer’s excellent traction when exiting a curve greatly facilitates its task !

For short forays "off bitumen", it is not necessarily necessary to deactivate it: the heavy weight and the volumes of the Explorer are proving to be much more detrimental! Like most of its rivals, the orientation of the Triumph unsurprisingly leans more towards "road" than "trail", despite its successful air of adventurer. At the same time, who would dare to venture onto a track other than a very rolling path with a motorcycle over 250 kg? ?

Verdict: why spend more ?

Explorer competitors

  • BMW R1200GS : flat twin 1170cc, 110 hp and 120 Nm of torque, 229 kg all full, € 14,400

  • Ducati Multistrada 1200 : 1198.4cc L-twin, 150 hp and 118.7 Nm of torque, 217 kg all full, € 16,390

  • Honda crosstourer : 1237cc 4-cylinder V, 129 hp and 126 Nm of torque, 275 kg all full, € 13,990

  • Kawsaki Versys 1000 : 4-cylinder in-line 1043cc, 118 hp and 102 Nm of torque, 239 kg all full, € 12,499

  • Moto Guzzi 1200 Stelvio : 1151cc V-twin, 105 hp and 113 Nm of torque, 257 kg all full, € 13,590

  • Yamaha XTZ1200 Super Tenere : 1199cc in-line twin, 110 hp and 114 Nm of torque, 261 kg all full, € 14,499

    • At this stage of our test, it is clear that the Triumph has accumulated an impressive amount of "good points": well motorized, comfortable and practical, the Tiger Explorer can also boast of having a rather advantageous standard endowment (which includes ABS, traction control, cruise control, center stand, 12V socket, on-board computer, windshield, adjustable saddle and handlebars).

    Therefore, given its ultra-competitive price of € 14,890, it seems that the Englishwoman is really able to cut croupiers to the references of the category (see box opposite). Especially if we take into consideration the "price extensions" requested by the "queen" BMW R1200GS to benefit from the least equipment: on the Behème, even ABS is optional !

    As a result, and even if the almost supernatural balance of "Gehesse" and its imperturbable rigor will undoubtedly give it a hard time in a future comparison to read on the Site, no doubt that this Tiger Explorer should easily achieve the objectives set by Triumph for 2012: 4,500 sales worldwide, including between 650 and 700 for France.

    Related articles

    Leave a Reply

    Your email address will not be published. Required fields are marked *