Triumph Tiger Explorer 1200 test

Menus

• A tiger with long teeth
• Open war
• Ride by wire and electronic assistance
• In the saddle
• Complete and well thought out equipment
• Contact: Generous 3 legs
• Homogeneous despite a few extra pounds
• Kilometer eater
• Braking and large deflections, eternal dilemma
• Conclusion: Impose your style

A tiger with long teeth

It’s no secret at Triumph, the Tiger Explorer is all about rocking the BMW R 1200 GS from its pedestal. A three-cylinder with omnipresent torque, an efficient cycle part, amazing comfort, complete equipment and very neat construction, the Englishwoman indeed has strong arguments to oppose to the Germanic reference. However, the match is not over ….

The maxi trail is on the rise. Three of the most striking novelties of this year 2012, the Kawasaki 1000 Versys, the Honda Crosstourer and the Triumph Tiger Explorer that we are discovering today, are part of the same trend and come to swell the ranks of a family every day more numerous. So much so that it will be necessary to create subgroups to navigate. Among the criteria facilitating a classification, we propose the front wheel of 19 and the cardan transmission. One giving an indication of the motorcycle’s non-bitumen ambitions, the other of its long-distance road properties. Like the BMW R 1200 GS, the Tiger Explorer meets both of these criteria, which is of course no coincidence. Pragmatic, the men of Hinckley drew up their specifications after having carefully analyzed the GS phenomenon. The only point that has never been questioned, the 3-cylinder, "For a question of identity, this architecture was essential" explains Simon Warburton, the project manager of Hincley, returning to the genesis of the To explore. “The other key point was the shaft drive. We also focused on comfort, duo, reliability and equipment. Finally, the design had to be flattering and also have a real identity ”.

Open war

It is rare for a manufacturer to designate so clearly the intended target of the new model that it is putting on the market. Triumph goes further by accompanying its presentation with a few spikes tinged with typically British humor. The weakness of the GS gimbal, often mentioned with half word, is implicitly suggested when Triumph claims that the Tiger Explorer’s system is completely reliable, implying that the BMW’s is not. And what to think of this graph on which appear three power curves, one for the Tiger Explorer, one for the “customers” BMW and a third, more advantageous, for the press GS…. Allusion to a check carried out on a dyno by the famous German magazine Das Motorrad. A kindness that responds to a recent statement by Hendrick Von Kuenheim, the boss of BMW, saying that it was shameful for a manufacturer like Triumph to copy the motorcycles of the competition…. Hello mood !

But let’s take a look at what weapon Triumph has equipped to attack territory long since acquired from Queen GS. A 100% new motorcycle, both chassis and engine side. The project started in July 2006, a year before that of the Tiger 800. But the design of a new powertrain naturally extended the study and development times. The engine is therefore a 3-cylinder, equipped with a balancing arm (like the 1050) whose bore goes to 85 mm for 71.4 mm of stroke, ie the same value as for the 1050. However, the The moving crew has nothing to do with it, the crankshaft receiving for example a heavier flywheel intended to provide a smoother response. In its free version, it delivers 137 hp at 9,500 rpm and 12.1 mkg at low speed of 6,400 rpm, with more than 10 mkg from 2,500 to 9,500. If it gives up around thirty horses during the French clamping, the 3 legs retains almost all of its torque, which we will see later, constitutes the salient feature of this engine.

Asked about the main lines that dictated the design of the powertrain, Simon Warburton emphasizes "the shaft drive, the internal oil exchanger at the low crankcase and the" piigy back "alternator. In addition to eliminating any risk of impact or tearing during a somewhat severe crossing, the integration of the oil cartridge inside the crankcase has made it possible to reduce the external hoses and ducts to a minimum and give the engine a very clean, very uncluttered look. As for the alternator, in addition to its positioning above the gearbox, it is its performance that commands attention. It develops a spectacular power of 950 W, (compared to the 720 W of the BMW GS) which makes it possible to consider the installation of energy-intensive options such as heated grips and saddle, even heated clothing for the pilot and its passenger .. Another particularity of this alternator, it produces just the quantity of current necessary for the needs of the moment and a decoupler allows it to continue to deliver when the gases are suddenly cut off. Two tips that reduce energy losses and help lower polluting emissions, which have become a major concern for manufacturers.

Ride by wire and electronic assistance

For the first time Triumph uses the ride by wire, a system where the injection throttles are controlled by an electric motor controlled by the ECU. Two processors work in parallel and monitor each other to deal with any anomaly. In addition to better control of pollutant emissions and a more precise response to acceleration, this system has made it possible to adopt cruise control and traction control as standard equipment. Traction control compares the rotation of the front and rear wheels and kicks in when you start to slip. There are two levels of intervention, more or less intrusive.

In the saddle

The instrumentation is similar in appearance to that of the Tiger 800 but includes a menu to adjust or disconnect ABS and traction control. It also makes it possible to change the unit (km / h or mph) or to opt for an automatic stop of the indicators. Tire pressure can also be monitored when the TPMS option is installed. Of course, we have access to the on-board computer which provides information on fuel consumption, autonomy, gives the average, driving time, etc. Everything is controlled from a rocker for movement in the menus and a validation button located on the left hand.

On the right, we access the cruise control which uses the same principle of the rocker to increase / decrease the km / h, and a button to confirm the chosen value. No more need to tap on the dashboard buttons except to return to the basic display (home) or to activate the hazard warning lights. The instrumentation also includes a gear indicator light and an outside temperature thermometer with frost risk alert. Finally, the Tiger Explorer has a coded key and has a housing large enough under the passenger seat to accommodate an anti-theft device..

Complete and well thought out equipment

The equipment of the Tiger Explorer has obviously received special care. We know the target customers are particularly demanding and used to a certain standard with which the Triumph should be able to match. In addition to the ABS and the assistance already mentioned, the arrangement of the accessories also attracts attention. The screen and the saddle are adjustable. In both cases, the operation is simple and super fast. Two wheels to unscrew on either side of the support for the screen, two bars to change the notches for the saddle (rider side). In the blink of an eye, we go from a height of 860 to 840 mm (and vice versa). There are optional two other models that allow you to descend to 810 mm or climb up to 880 mm.

Among the standard equipment we still find a side stand and a power plant on which the Tiger is hoisted effortlessly despite its 250 kilos. Note also the aluminum luggage carrier which is in the extension of the saddle and which incorporates the passenger handles, well clear of the saddle sides. We can also mention the quick adjustment to two positions of the flagship unit, depending on whether you go from solo to duet. For a more precise adjustment, it is necessary to take out the tool kit. The rear spring is preloaded via an easily accessible knob located on the right side of the motorcycle. To go along with the alternator, the battery is 18 Ah. The attention to detail is still found in the resin inserts intended to protect the aluminum footrest plates from the friction of the boots, or in the saddle sides coated with a more resistant material to avoid the risk of tearing, or the logos. – hubcaps which protect the sides of the motorcycle in the event of a small impact. Likewise, a deflector houses the shock absorber of the projections sent by the rear wheel.

Triumph also offers a full range of optional equipment. Among which are rigid suitcases connected by a kind of stabilizer bar intended to reduce the effects of floating at high speed. The left suitcase can accommodate a full face helmet. Same principle for the top case mounted on the slide. Other options, the heated saddle (with individual pilot and passenger adjustment), heated grips, hand guards, crankcase protectors, an aluminum engine guard (in original resin), fog lights, and even an Arrows exhaust ( 2.3 kg lighter than the original).

Contact: Generous 3 legs

After this long static review, let’s see if the specs’s promises stand the test of the road. The Andalusian sun is finally starting to heat up the atmosphere and the motorcycle saddles are more welcoming now that the night frost is gone. First good point, the engine makes a nice noise. A typical Triumph sound, a little muffled and rocky at low revs, more aggressive in the towers. A real noise of 3 legs.

Even set at 840mm, the saddle remains a bit high to step over for my 170cm, but once on board I manage to put my foot flat on the ground. On the other hand, it is more difficult for me to reach the sidestand which, with each of our stops, will give me a little problem. There is a lug missing to unfold it and care should be taken when parking to find a favorable slope. The motorcycle is often too vertical. So much for the worries. Because apart from this particular point, the Tiger Explorer immediately makes you want to ride. The riding position is natural despite the handlebars which are a bit wide (it will be necessary to see if it is not too much for city use) and a bit too advanced, which means that a short rider has to ride arms outstretched. Weight is sensitive when stopping but fades quickly when rolling. Remarkably smooth, the engine is capable of running at 1,500 rpm in 3rd or 4th gear without showing the slightest sign of a bad mood. And at 2000 laps, it is already very present.

The Tiger Explorer is one of those motorcycles that encourage you to drive in higher gears, as the engine is generous. It pushes from very low revs with conviction and continues its effort without slacking off. It has such a trunk in the first two-thirds of the tachometer that you end up finding it too nice in high revs..

We would like a last burst of aggression before we get to the breaker. But the 3-legged was treated in a GT mode, not sporty, and its program is more "quiet strength" than "I’ll go for the last tenths with the teeth". The power is delivered gradually and the ride by wire is imperceptible. No jerks on the go-around are detected, nor any dead time in the response. We just notice a handful of gas that is almost excessively smooth. If this consistency is very pleasant on a good road, we tell ourselves that on a bumpy surface or on a bumpy track it will be difficult to avoid mini variations which will make progress hesitant or even unpleasant. A risk which, according to Simon Warburton, has been taken into account in the programming of the electronic management capable of analyzing these micro variations in the opening of the throttle as a parasitic phenomenon. In this case, the injection control will be automatically smoothed.

Homogeneous despite a few extra pounds

Triumph is not at its first attempt at shaft drive, a technique it has practiced for many years with the Rocket III. But in the case of the Tiger Explorer, the data of the problem was a bit more complicated. We know that this mode of transmission can have a detrimental influence on the work of the suspension, disrupting traction and comfort. The difficulty is known and the solutions too, despite everything remains to "do the job", which Triumph has succeeded perfectly. The transmission of the Tiger is a model of its kind. The gearbox is soft and, whether under strong acceleration or deceleration, the gimbal can be completely forgotten. You can even pile up gears "in the wild" without causing any calls to order from the transmission, which has no perceptible influence on the work of the suspension..

Adjusted a little hard, this one proved to be a bit firm on the small undulations but very effective on the real deformations of the roadway. The fork appeared too flexible during heavy braking, showing the rocking movement of the bike entering a turn. This did not prevent the Tiger Explorer from showing great efficiency on the rough roads around Granada. Mainly in the rows of rapid curves which highlight the precision of the guidance and the great rigidity of the chassis. The bike is precise in its placements and well seated on its supports. Despite the obvious weight, it has no tendency to widen the trajectory, as is often the weakness of this type of motorcycle..

The Triumph is less to its advantage in the tight. Its mass, but also its relatively high center of gravity due to its engine configuration, results in a certain inertia when changing angles or taking nervous trajectories. With the lack of dive under braking due to the Telelever, this is the point where the GS retains an advantage, with the Boxer’s architecture proving to be a definite plus. However, if it lacks liveliness in the winding, the Tiger is not tiring to steer, the lever offered by the handlebars and the low position of the pilot in relation to the center of gravity allowing it to change direction with a minimum of effort.

Kilometer eater

Even if a course of 150 kilometers is a little short to decide definitively, the Tiger Explorer has all the arguments of the big eater of kilometers. Relaxed driving position, absolutely smooth throttle grip, absence of vibrations, design and softness of the saddle, absorption capacities of the suspensions, protection of the upper body, these are the kind of motorcycles that make you want to stop only when the tank is empty. Count nearly 300 kilometers of autonomy if one relies on the fuel consumption recorded during this driving progress: between 6.8 and 7.2 l / 100 depending on the motorcycles and the driving style of their riders. Triumph announces an average consumption of 5.5 l / 100 at 120 km / h constant. At this pace, the 3 legs quietly turns at 4,300 rpm.

The saddle, which is constructed from a new material, is very pleasant to the touch. The screen, which can be adjusted to a large number of positions, does not vibrate at all, well maintained by a very rigid frame. In the high position, it protects well but generates a lot of noise. In the maximum low position, we remain well sheltered from the air pressure with less noise and no turbulence, no pumping effect. However, the aero work was done outside of any wind tunnel test but only during tests in real use conditions. The presence of numerous deflectors arranged around the screen and the fairing suggests that everything did not happen the first time. As for the fender stub which evokes the Suzuki DR 750, it is in the words of Simon Warburton "decisive in the absence of upwelling and turbulence". The reason for its presence is therefore not aesthetic.

Braking and large deflections, eternal dilemma

Those who are used to super sports cars or aggressive roadsters will find the Tiger Explorer’s braking a bit tender. He will especially complain about his lack of bite when taking the lever. It’s true that you shouldn’t hesitate to press the control to get the power you want. But this progressiveness, specific to most motorcycles of this type, is almost imposed by the very nature of maxi trails..

The presence of long-travel suspensions implies a certain slowness in the transfer of masses and too brutal a brake would cause immediate locking of the front wheel. With the risk of falling or accidental intervention of the ABS and lengthening of the braking distances. If we accept this reality, the Triumph has good braking, sufficiently powerful and easy to dose. Only the deep dive during hard braking can be disconcerting, especially one who has become accustomed to the natural anti-dive of a BMW. Under heavy load, you can feel the bike pushing on its front axle and waving slightly while under the effect of load shedding, the rear wheel activates its ABS.

Conclusion: Impose your style

By openly targeting the BMW R 1200 GS, Triumph took the risk of seeing the Tiger Explorer subjected to fairly systematic comparative assessments. But if it is obvious that the German rival retains the advantage in terms of balance and handling at low speed as well as superiority in braking, the Tiger succeeds after a few kilometers in eliminating the relative judgments to impose its own style, its particular personality. The Explorer is like a Triumph. Its copious engine, its balance, its serious realization, bear the house signature. It adds an attention to practical detail to which roadsters had not accustomed us and a strong arrival of electronic assistance. Not to mention a selling price of € 14,890 which places it very well against a rival whose base price becomes anecdotal as it is essential to go through the expensive options to take advantage of its qualities. And, to show its level of confidence in the new powertrain, Triumph recommends service intervals of 16,000 and 32,000 kms. Failing to dethrone the GS, the Tiger Explorer should not have trouble finding its place in the niche of maxi trails. The 4,500 sales targeted for 2012 alone (including 700 for France) seem more than reasonable. And at BMW we must congratulate ourselves on the imminent arrival of the Liquid Boxer. Because the competition is likely to be tougher than ever.

Strong points

• Successful engine-transmission assembly
• Balanced and dynamic part-cycle
• Real versatility
• Very good comfort
• Well thought-out practical aspects
• ABS, traction and cruise control as standard

Weak points

• Saddle height
• Center of gravity a little high
• Side stand access

Competitors: BMW 1200 GS, Ducati Multisrada 1200, Honda Varadero 1000, Honda Crosstourer 1200, Kawasaki Versys 1000, KTM 990 SMT, Moto Guzzi Stelvio 1200, Yamaha XTZ 1200 Tenere

The Tiger Explorer 1200 technical sheet

Launch version, limited to 50 copies in France, equipped with additional lights, handguards, engine guards, aluminum skid plate, high screen, tank protection and tire pressure control. € 15,934

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