Trail – Tiger Explorer XCA test: Triumph at the crossroads – Tiger Explorer 2016: MNC technical update

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Tiger Explorer XCA test: Triumph at a crossroads

Trail - Tiger Explorer XCA test: Triumph at the crossroads - Tiger Explorer 2016: MNC technical update

Electric screen, semi-active suspensions, hill start aid, high-tech ABS and anti-skidding: so many features previously reserved for high-end road motorcycles. Here they are now standard on the 2016 Triumph Tiger Explorer XCA. Test.

Tiger Explorer 2016: MNC technical update

Engine

The engine of the Tiger Explorer 2016 is the same as that found on the first model launched in 2012: a liquid-cooled 1215cc in-line three-cylinder, whose “square” dimensions (85 x 71.4 mm) are partly at the origin of its excellent filling.

Contrary to some popular belief, this block is not a rebored version of the famous 1050 cc in force on the Tiger 1050 and the Speed ​​Triple. Almost no part is common between the two, even assures Triumph.

Seriously improved for 2016, the second biggest 3-leg in the range (after the monstrous 2.4 l of the Rocket III!) First meets the new Euro4 standards through a new exhaust system and a more efficient silencer – and yet less bulky: from 6.25 L to 4.5 L – as well as an optimized injection.

Compliance here has been made easier by the modern design of this engine, fitted right out of the box with a sophisticated injection unit controlled by a ride-by-wire accelerator. An oil-water exchanger also allows the temperature of the lubricant to be lowered in order to improve its efficiency..

As on the last version of the Speed ​​Triple, the Hinckey engine manufacturers managed to nibble on additional power and torque, despite the constraints of switching to Euro4. The block thus goes from 137 hp and 121 Nm to 139 hp and 123 Nm of torque.

In addition, the curve is even better filled from 4000 to 6000 rpm, to the benefits of times and approval. Even stronger: consumption would drop by "5%"promises Triumph, which promises a very respectable 5.3l / 100 km! MNC for its part raised a good liter more on the dashboard, but at a sustained pace and with all the stops and restarts induced by the taking of photos and videos.

Off-road, the average consumption has climbed to 7.5 l / 100 km, which is not surprising given the additional constraints and constant revivals on the first reports. Not to mention the energy lost through frequent spinning of the rear wheel !

The final transmission is still entrusted to a cardan shaft, while the clutch adopts a hydraulic assistant system which would reduce the lever effort by "30%By the way, this device also fulfills the function of anti-dribbling, which is not superfluous on an engine of this displacement. Finally, the service intervals are set at 16,000 km.

Part-cycle

The frame of the Tiger Explorer 2016 remains faithful to the tubular trellis discovered in 2012, connected to a rear frame in welded tubes. This buckle has been redesigned in order to improve the integration of the right case carrier: in this way, the two optional cases are now symmetrical when viewed from the rear, which was not the case before (the right case was more spread than the left).

The geometric values ​​of this frame with impeccable welds differ slightly from the previous model in favor of maneuverability. The wheelbase is reduced from 1530 mm to 1520 mm, the caster angle closes by one degree (24.1 ° to 23.1 °) and the caster follows the same trend (99.2 mm against 107.8 mm).

Added to the repositioning of the handlebars – closer to the rider by 20 mm – these modifications also promote control of the front axle. However, the increase in the width of the tires partly erases the progress: the Explorer is now fitted with 120/70/19 and 170/60/17 rims (with sticks on the XRs and spokes on the XCs) against 110/80/19 and 150/70/17 before.

In addition, the weight gain does not play in favor of agility either… Despite our requests, Triumph did not give us the full weight, but only the dry one. However, it now stands at 244 kg dry for the XR and climbs to 258 kg – always dry! – for the XCA, the more upscale version with spoked rims (see box on first page).

When we know that the previous XC model admitted 267 kg all full and that the capacity of the tank has not changed (20 liters), this gives an idea of ​​the weight gain… MNC estimates – with a ladle – that the XCA should now be around 280 kg fully loaded !

Provided by Kayaba previously, the suspensions now come from WP, owned by the Austrian group – and rival – KTM. The reason for this change is due to the fact that WP is one of the few manufacturers to offer (good) electronically adjustable suspensions, equipment that the Explorer was lacking until now..

The English maxi-trail becomes the second motorcycle in the range to receive semi-active suspensions, with the Trophy 1200 roadster. This sophisticated equipment is fitted as standard to all Explorers, with the exception of the basic XC version. On this, the adjustments of the inverted 48 mm fork and of the mono-shock absorber (externally identical to the semi-active version) are made by hand..

The braking system is also upgraded on all versions with radially fixed monobloc calipers supplied by Brembo, instead of the previous Nissin components. These 4-piston clamps close on 305mm discs (Nissin 2-piston caliper and 282mm disc at the rear).

Finally, the tire fitting is entrusted to the excellent Metzeler Tourance Next, tires with an essentially road profile but whose grooving in the form of cobblestones ensures a certain efficiency in off-road conditions. On dry ground, of course! The Explorer receives a specific reference, indicated by the letter "E" on the sidewall of the tire..

Electronic

As at its release in 2012, the Tiger Explorer receives a Ride-by-wire accelerator. This is linked to several driving modes: 2 on the XC (Rain and Road), 3 on the XCX and XRX (Rain, Road and Off-Road) and 5 on the XCA and XRT (Rain, Road, Sport, Off-Road and Rider). These modes act on the way the throttle butterflies will open but also on the sensitivity of the ABS and traction control..

The "M" button located on the left stalk allows you to switch from one to the other while driving: just cut off the throttle and disengage to validate your choice. For safety reasons, some modes cannot be selected while driving, in particular those where the anti-slip or ABS are deactivated.

On the versions equipped with semi-active suspensions (all except the XR), the choice of mode also influences the damping setting: in Rain mode, the WP hydraulics open automatically in order to promote comfort and traction. Conversely in Sport mode, the suspension setting varies to the firmest.

As on most motorcycles equipped with this device, the change of mode does not affect the amount of power transmitted to the rear wheel, but only the way in which the 139 hp is distributed: more or less strongly depending on the case, thanks to a separate action on the throttle opening.

On all models – except the entry-level XR – ABS, traction control and piloted suspensions are provided by an IMU inertia unit. Thanks to a battery of sensors, this "electronic brain" is able to measure in real time the position of the motorcycle along three axes: vertical, longitudinal and horizontal.

By crossing these data with other parameters (position of the throttle butterflies, gear engaged, rpm, etc.), the IMU considerably refines the action of the anti-slip but also of the ABS, now capable to regulate the braking force on the angle. This "cornering ABS" varies the braking power and automatically distributes it from front to back to avoid crossing skis.

In "Off-Road" mode, the rear ABS is cut off when the pedal is operated alone. But if we squeeze the right lever, the front and rear continue to work together. Another particularity of the "Off-road" mode: its specific calibration of semi-active suspensions, logically more flexible.

IMU, ABS, traction control and all sensors come from the German manufacturer Continental. On the other hand, the development of calculation algorithms and software settings is entirely to the credit of Triumph engineers and testers..

Same thing for semi-active suspensions: WP only supplies the "mechanical" elements (sensors and solenoid valves) as well as the central box. The software that "runs" inside and the management parameters are developed by Triumph. In other words, a competitor cannot buy the whole package at a good price. !

Regarding these intelligent suspensions, they first of all automatically adjust the pre-load according to the weight of the pilot, and of his possible passenger. Their hydraulic laws then change in real time depending on the type of driving, the state of the road and the driving mode engaged: in "Rain" mode, the calibration is clearly more flexible than in "Sport" mode..

However, it is possible to re-parameterize the way in which the compression and rebound are adjusted as desired, by selecting a dedicated menu from the left stalk. While driving, using the "i" arrows, you can raise and lower the hardness on 9 levels, starting from Comfort to Sport. Validation is performed via the trigger located behind the left stalk, the one reserved for the headlight call function on most motorcycles.

The desired setting can then be saved in the "Rider" mode, which allows you to configure the bike by hand: in addition to "its" suspension setting, this mode also allows you to save your preferred sensitivity on the ABS and traction as well as the response to the injection that works best for you.

Clearly, it is for example possible to program maximum responsiveness to the throttle, ABS and traction control completely disconnected and the suspensions adjusted as desired, from the softest to the hardest! By default, the motorcycle always starts in "Road" mode: the "Rider" mode must therefore be re-selected after each engine stop..

Finally, the latest development added only on the two "fully equipped" versions (XRT with sticks and XCA with spokes): the Hill Hold control System, a device for assisting hill starts. This unique feature on a Triumph makes it possible to block the rear caliper in certain situations, when starting up a slope in duo with the suitcases packed, for example..

To activate it, when stationary only, all you have to do is strongly apply the front brake, then apply a brief additional pressure on the right lever as if to try to put it to the stop. An orange "Hill Hold" light comes on on the instrument panel, indicating the system has come into action: the rear caliper is then blocked, preventing any rearward movement but also forward (the system also works downhill).

The pilot then only has to concentrate on managing the throttle and the clutch to take off smoothly, without fear of seeing the Explorer backing up due to poor synchronization between the left hand and the right hand, or even worse than an engine stall …

In use, this system is practical and above all very easy to use. Relevant on the road as a duo, it is also appreciated in all-terrain since it sometimes allows you to comfortably "wedge" the 258 kg dry of the XCA at the top of a slippery hill, time to catch your breath to tackle the next part !

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