Triumph Tiger Sport 1050 test

Menus

• A wilder tiger
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

A wilder tiger

Tiger! In 20 years, the Triumph trail has changed dramatically. From the imposing Tiger 900 trail, which appeared in 1993 at the Cologne show, there is little left but the name to associate with the last mutation.

In 2001, the cross-country machine adopted the new 955 cc engine, from the Daytona and Speed ​​Triple.. The revolution comes in 2006. The Tiger is then equipped once again with the block of the new Speed, the 1050, deflated to deliver 115 horsepower at 9,400 rpm and a torque of 10 mkg at 6,250 rpm. The 19-inch front wheel, suitable for offroad, disappears in favor of a 17-inch rim, mounted with a 120 mm wide tire. The rear envelope goes from 150 to 180 mm wide…. So the Tiger definitely changes hunting grounds, leaving nature for more asphalt. Despite everything, the English feline threatened to disappear, trapped between two other predators of the same family: the Tiger 800 and 1200 Explorer. This situation called for an even more dynamic variation, logically called Sport and optimized both in terms of aesthetics, mechanics and cycle parts. Decided to relaunch its road model, Triumph is trying to give it some extra flair.

Discovery

Slender, tall and muscular, the Tiger imposes its elegant athletic body. Admittedly, the dressing differences are not dazzling, but nevertheless effectively energize the silhouette of the Tiger Sport 1050. Its redesigned sides, around a 20-liter tank, are now indented, refining its lines and integrating dummy taken air.

Likewise, the hoof pierced with openings becomes more angular. But it is above all the new rear buckle and its one-piece seat, surrounded by long grab handles, which visually lighten the machine. Very significantly refined, these elements give it a new allure. Aesthetics emphasized, on the right side, by the new exhaust, still in the high position and, on the left side, by the appearance of an aluminum single-sided swingarm, fully freeing the rear rim with five split-spoke spokes..

These new elements in an alloy of the same metal, with angled valves, are fitted with Pirelli Angel ST casings. And the good news doesn’t end with the dress.

We find the usual and graceful frame with double spars, also made of aluminum, welded to two low plates. Its curved shapes, adorned with an attractive mat black coating, support the three-cylinder block of 1,050 cc. Neatly dressed, its casings, which are also matte, nevertheless feature fairly present hardware. Twelve valves, double ACT and bore x stroke of 79 x 71.4 mm, the British boiler is dynamic, now delivering 125 hp (92 kW) at 9,400 rpm in full (115 hp previously). The torque value is 0.6 points, to 10.4 da.Nm at 4,300 (107 hp and 78 kW in France and 10.1 da.Nm at 4,200 revolutions with us). Its powerful breath flows into a three-in-one manifold, running to the new silencer with satin body.

The agility is also worked, the geometry undergoing some modifications. Wheelbase extended by 3 cm (1540 mm), trail increased by 4 mm and fork angle reduced to 22.8 ° (-0.5). The long legs of the road feline are equipped with an inverted Showa fork of 43 mm, abandoning gold for black scabbards. Springs and valve of this element are new and the assembly is adjustable in preload, rebound and compression. The rear axle receives a shock absorber of the same brand, adjustable in preload and rebound. Their respective travel is 140 and 150 mm.

To slow its stroke, radial Nissin 4-piston calipers bite into 320mm discs. In contrast, a two-piston element clamps a 255 mm disc. ABS is standard and can be disconnected.

Particularly rewarding and well built, the Tiger Sport 1050 can boast a flawless finish and an attractive overall line. In the end, only its large fork crown with (too) large optics seems a little reported on a now more slender body. And the bubble not adjustable in height would have won at multiple positions.

In the saddle

The sport will begin, for the little ones, when they sit on the saddle, which requires lifting the leg. With 830 mm at the withers of its seat, but down by 5 units, the sport tiger remains a high motorcycle. Fortunately, the very weak leg arch compensates a lot for this point and allows good control of the machine and its 235 kg (all full). Moreover, the Triumph is easy to handle with the engine off, proving despite everything an excellent distribution of its masses. Particularly comfortable, the saddle with the effective non-slip coating reveals a space of 1.6 liters, allowing to accommodate a disc unit and various small objects. Also, four small hook straps will easily fix low loads. Openings in the passenger footrest plates will more usually be used for solid tensioners.

The legs find an ideal place, the body barely leans towards the wide handlebar with variable diameter, moved back 26 mm and lowered by 11.5, to grip the handles. On the left stalk, a new push-button scrolls through the information on the dashboard. The latter is still as ergonomic as ever, revolving around a large analog tachometer flanked by a large, very complete LCD screen..

This displays the tachometer, clock, engine and gasoline temperature gauges, speed, odometer, two partial kilometers each comprising: average and instantaneous consumption, remaining range, average speed and travel time. We regret the absence of anti-slip, a gear indicator light and the positioning of the warnings control on the instrument console and not on the handlebars..

The large fork head could also have accommodated a storage compartment. Austere, however, it hides the various electrical wires well. More harmonious, the upper triple clamp consists of a massive aluminum plate with reliefs supporting the high handlebar bridges. Finally, the tops of the tubes feature bluish adjustment elements and the boot rests are particularly aesthetic, tapered at their outer end … There are also efficient and easily adjustable mirrors and a long and easily accessible crutch. The power station unfortunately remains optional, at 239 €.

In the city

After an energetic cough from the starter, the three-cylinder immediately emits its whistling chant, mingled with a quiet growl. The first evolutions highlight its gentle availability at low revs, only lessened by a slightly dry injection. From the outset, the driving position seems excellent, allowing the machine to be appreciated intuitively. Precise, the front axle allows to twirl in the traffic, thanks and in spite of the wide handlebars, which often passes above the mirrors of the boxes. The agility of the Tiger is appreciable and the smoothness of its engine charms the city dweller, limiting the use of the gear selector. The controls are the same and the gearbox precise, locking smoothly.

Unlike some Hinkley brand models, the trail steers quite well, allowing easy U-turns and easy maneuvering. Finally, mass transfers remain contained, the Triumph only dipping moderately in urban braking..

However, this apparent calm barely conceals a mechanical storm requiring only authorization to appear. If you tease the right grip a little, the Tiger will start showing its teeth to your license. Having validated his skills between the walls, it’s time to let go of the beast that sleeps.

Motorway and expressways

The triple heart of the wader knows how to free itself from its British good manners. Without delay. After 4,000 laps, the Tiger leaps briskly and breaks loose after 7,000 revolutions per minute, with a rumble that is finally perceptible. The strength of the block is equal to its smoothness: ample and generous.

Stalled at 130 km / h, the Tiger purrs at 5,600 laps, ready to relaunch quickly, even on the last report, slightly shortened. The protection to the air flow of the bubble is correct, but perfectible with the legal motorway, but diminishes quickly thereafter, in particular for the older ones. They will have to draw from the accessories the "Touring" screen, higher by 5 cm and wider by 2.2 cm, priced at 170 euros. The seating comfort, however, lets consider long journeys without further fatigue. Before falling asleep, let’s leave the tape of high speeds for a more playful asphalt.

Departmental

The Tiger Sport knows how to do justice to its new name, subject of course. There is now an additional tooth on its crown which, associated with the work done on its engine, makes the English trail all the more invigorating. In use, the fourth gear turns out to be a good all-rounder. A crossing of an agglomeration or that of a series of bends is played on the same note. And while we are talking about sound, the modified air box makes the powerful revs of the triple 1050 resonate more noticeably..

Maintained beyond 5,000 revolutions, the Triumph gives the best of its character. Its maximum torque, obtained long before, allows it to relaunch muscular in the tight shell. Power then takes over to leap towards the next curve, scratching the asphalt with its stylish footrests. We quickly take pleasure in roaring the three cylinders, to mask the whistling of the distribution. Especially since after 7,000 revolutions, the Tiger Sport speaks a manly and unbridled language (less with us) and leaves politeness in the locker room.

Wide handlebars, wild agility, gripping tires, the angle grips are quickly excessive. Rigid and precise, the machine appreciates a lively rhythm. And we then reach the limits of homogeneity of the Tiger Sport when driving engaged. The trail then admits a hydraulic too loose that we can easily improve. Originally, without breaking up, its rigor is however less when entering a curve on the brakes and the machine settles on the revivals. Not enough to lower the pace once the suspensions are adjusted as well as possible. To slow down the beast, the front calipers provide excellent bite, but also welcome progress. Thus, without too much remorse, we can grab the front lever on somewhat late braking. The rear requires a noticeable inclination of the foot, but its implementation effectively complements the work of the steering gear..

At a more relaxed pace, we again take advantage of the graces of the Englishwoman. Easy to take along, the Tiger Sport is a comfortable kiosk devourer, giving the impression of a two-sided machine. The contrast is certainly not extreme, but ensures a pleasant versatility.

Part-cycle

Rigid frame, dynamic geometry, adjustable suspensions, the tiger is more incisive. Its agility and good precision make this trail easy for any occasion, without sacrificing comfort..

Braking

A good point of this vintage. The bite of the front calipers is straightforward, but retains effective progressiveness under the control of a discreet, but vigilant Bosch ABS. The rear clamp ensures optimal guidance in curves if necessary and assists opposing retarders with force, but without activating the anti-lock unexpectedly.

Comfort / Duo

Another great quality of Hinkley’s mount is its ability to take the crew with comfort. Welcoming, pilot and passenger have a very honest space and convincing ergonomics. Suspensions easily swallow bitumen defects and mass transfers remain limited.

Finally, suitcases will further improve the enjoyment of travel. The left is 31 liters, the right is 24.5 liters (due to high exhaust). The first can contain a full face helmet. The set costs € 1,298.90 (color cases included).

Consumption

In sunken driving, consumption is about 7 liters, but rises quickly if you tease the accelerator. More than 8 liters on the courses led at a good pace. In town, count an in-between, or 7.5 liters per 100 kilometers. However, the autonomy remains acceptable thanks to a tank of 20 units.

Conclusion

With this energized opus, Triumph gives its trail good arguments to try to convince a sulky clientele of the English feline. Finish, engine, comfort, aesthetics, the Tiger Sport offers a seductive package. We would still have liked the manufacturer to go a little further, in particular by refining a slightly massive face and grafting it with a height-adjustable bubble. If the first point is up to everyone, the second is more regrettable.

However, apart from these rare regrets, the Tiger Sport is more than ever an efficient road trail. It will charm both everyday and during long escapades. Its softness at low revs seduces as much as the strength of its relaunches and the availability of its block, whatever the pace. Likewise, the trail offers an intuitive grip. There is no denying the efforts made to this machine. Offered at € 12,490, it still requires, as we have seen, some use of the long list of accessories. With suitcases, touring screen, heated grips (215.90 €) and central stand (239.90 €), the bill then goes up to 14,414 €.

We will oppose another formidable European, the KTM 1190 Adventure, proposed at 13,995 euros and well equipped: multiple engine maps, anti-skating, combined ABS…. Towards the East, the Kawasaki Versys 1000 ABS 12,499 € is also a challenger in comfort and performance. Its equipment is also provided: ABS, variable traction control KTRC, central stand…. And for 1,000 € more the Grand Tourer pack gives suitcases with internal saddlebags and 47 liter top case.

As we can see, the Triumph Tiger Sport will have to pull out all its claws to defend its territory against these competitors. The approval of its three cylinders is probably its best weapon.

Strong points

• Engine character and availability
• Agility of the cycle part
• Comfort
• Finishes

Weak points

• Lack of electronic assistance
• Non-adjustable screen

The technical sheet of the Triumph Tiger Sport 1050

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