Triumph Tiger Explorer – competition for the BMW GS

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Driving report: Triumph Tiger Explorer

Competition from England for the BMW GS

After the Tiger 800, Triumph is now bringing the second GS clone: ​​the Tiger Explorer. What can the British 1215 three-cylinder do better than the boxer enduro? First driving impressions of the three-cylinder GS from the south of Spain.

Und again and again the GS. Whether at Triumph or Honda, everything revolves around the Bavarian woolly milk pig that lays eggs. Above all, it makes quantities, brings money, guarantees success. Of course, no manufacturer likes to talk about this when presenting a potential opponent, but after three or four questions at the latest, the inevitable keyword GS comes up.

Driving report: Triumph Tiger Explorer

Competition from England for the BMW GS

triumph

From a single source: filigree cast wheels, spoked wheels will probably come later.

Here you can let the fat, 137 hp three-cylinder Explorer run wonderfully. Usually third gear is enough, the wide band often puts the shift foot into unemployment. There is always plenty of torque available, and relentless thrust starts right away from idle. The 1215 engine hangs smoothly on the cable – okay, you would have to think about this formulation again – a mechanical connection between the throttle grip and throttle valve is never missing. If you leave the gear too lazy to change gear, the rev limiter puts an abrupt end to propulsion, as is the case with most Triumph three-cylinder engines; here, too, the peak of performance and maximum engine speed are close together.

Weak vibrations, only slightly increasing in the upper third of the band, give the driver hardly any feedback about the current speed, all the more the typically hoarse, always present sound from the airbox and silencer, accompanied by the typical Triumph grinding. This permanent acoustic backdrop gives the aggressively rough-sounding Triumph a completely different, sportier character than twins and boxers, who with their dull bubbling and calm pulse radiate more calm and serenity.

Ultimately, a matter of taste, let’s stick to the facts. For example the cardan, the most important qualification hurdle for every GS opponent. The technicians from Hinckley solved this problem really well. The rear-wheel drive works completely inconspicuously, with almost no backlash and no annoying noises when the load changes, which is to be understood as the greatest compliment. In this respect, the Triumph drive certainly doesn’t have to hide from the GS drive, which was technically the inspiration.

In terms of chassis technology, the boxer enduro would probably hold back against it. Because the British cannot – yet – offer a counterpart to the electronically controlled ESA chassis. You fall back on proven conventional solutions. Only the spring base can be adjusted on the front upside-down fork, and at the rear, in addition to the spring preload, which can be changed using a handwheel, the rebound damping.

The suspension seems to be trimmed more for comfort, responds sensitively at the front and rear. Nevertheless, shorts, hard impacts could be absorbed a little better at the front, because the damping of the fork is extremely tight, at least on these pre-production machines. In contrast, the shock absorber works comparatively softly, which is why the Explorer sometimes gets a little out of balance on rough passages. As long as the road surface is level, the Triumph shines with unshakable stability.

Despite its considerable weight – according to the manufacturer, around 25 kilograms more than the GS – the Triumph turns into corners with little effort, and the moderate tire dimensions certainly play their part. The Explorer does not appear on the road as top-heavy as the massive, high front section suggests. Sure, it cannot hide the weight in fast alternating bends, of course, but the balancing hum is neutral in bends and remains precisely on course.

However, only up to a certain angle. If you bend further, you get to know a somewhat diffuse area and ask yourself: is the tire rolling or sliding? However, the traction control, which can be set in two stages – late if necessary, but then reliably regulates – does not have to intervene here, rather the egg dance is due to the Metzeler Tourance EXP tires, which let the motorcycle fall into the curve at a certain point.

triumph

Flood of information: The multifunctional display satisfies every play instinct.

The standard assistance systems, including ABS, give a reassuring feeling. As usual, Triumph relies on Nissin brake components that initially pinch the discs with a solid dick. However, if you have to anchor a little harder, the occasional hardening pressure point and the associated loss of feedback are noticeable. In an emergency, however, the anti-lock device works reliably, even if it is a little insensitive.

The potential of the brakes only becomes apparent when the ABS is switched off for a trial period. Then suddenly the system retains its transparency up to the limit of the slide. But switching off is actually not a convincing solution. Especially since you have to laboriously through the menu of the on-board computer. And again with every turn of the ignition key. Trick: Just press the kill switch to refuel, then the ABS stays off when restarting. Strangely enough, the on-board computer always sets a previously deactivated traction control to level one. Illogical, but not decisive for the war.

Because other things count in a duel with your favorite opponent. A prognosis for the outcome would be risky, the Explorer is certainly on par with the GS with its fine, powerful drive, the comfortable seating arrangement and the extensive standard equipment. In terms of sound and character, the three-cylinder is incomparable anyway.

Technical specifications

triumph

As with the prototype: Cardan single-sided swing arm with torque support.

engine

Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, ø 46 mm, regulated catalytic converter, 950 W alternator, 12 V / 18 Ah battery, hydraulically operated multi-disc oil bath clutch, Six-speed gearbox, cardan, secondary ratio 2.557.

Bore x stroke 85.0 x 71.4 mm

Cubic capacity 1215 cm³

rated capacity 101.0 kW (137 hp) at 9000 rpm

Max. Torque 121 Nm at 6400 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 46 mm, adjustable spring base, central spring strut with lever system, adjustable spring base and rebound damping, single-sided swing arm made of aluminum, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 282 mm, Double piston floating caliper, ABS, traction control.

Cast aluminum wheels 2.50 x 19; 4.00 x 17

110/80 R 19 tires; 150/70 R 17

Dimensions + weights
Wheelbase 1530 mm, steering head angle 66.1 degrees, caster 106 mm, spring travel f / r 190/194 mm, seat height 837-857 mm, dry weight 259 kg, tank capacity 20.0 l.

Two year guarantee

Colors blue, gray, black

price 13,790 euros

Additional costs 350 euros

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