Triumph Tiger Sport test

Menus

• A Tiger in your daily life
• A Tiger in your daily life
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Standard equipment

A Tiger in your daily life

Sporty trail, the Triumph Tiger Sport evolves with efficiency through improved mechanics and electronics and increased aerodynamic comfort. Coupled with the qualities of suspension and chassis, these modifications give the novelty a marked increase in attractiveness and attractiveness..

A Tiger in your daily life

First trail of the English manufacturer, the Tiger has evolved considerably since its appearance in 1993. An adventurer in its beginnings, it abandoned the roads in 2006 and then became essentially road. Borrowing again the engine block of the Speed ​​Triple, its displacement increases to 1050 cm3. The 19-inch wheel disappears in favor of a 17-inch rim and the rear casing goes from 150 to 180 mm wide. Thus equipped, the machine therefore definitely changes its hunting ground, leaving nature for more asphalt..

Little changed since this important revolution, the English road trail energizes its lines in 2012 and adorns itself with the Sport suffix to stand out from the invasive sisters Tiger 800 and 1200. Refined, modernized to stick more to its road claims, the wader Hinkley improves and imposes a high level of finish. Without relaunching his career as desired.

Compliant with Euro 4 standards, the 2016 novelty evolves discreetly but noticeably, incorporating, as usual, the mechanics optimized this year from the Speed ​​Triple roadster. Combined with a few judicious improvements, the Tiger Sport becomes an expert in the sport-comfort compromise. To be convinced of this, 200 km of winding roads borrowed at a good pace served us as a test bed in the hinterland of Nice..

Discovery

Fluid, adorned with an aggressive attitude without excess, the road retains its seductive style. Its new colors, gray or black, play on effective simplicity. Taking up the careful aesthetics of its predecessor, the 2016 opus further energizes its elegant athletic appearance. Slender and muscular, its lines are similar to that of its predecessor but a new height-adjustable screen in five positions and approximately 8 cm covers the wide tapered optics. Equipped with complex surfaces and studied notches, this tinted screen is supplemented by the services of deflectors placed on the ends of the fork crown. This front face, now not split by a dark junction element, rests more naturally on the wide sides. Forming scoops pierced with artificial air intakes, these volumes surround the 20-liter tank. It is supported by a generous one-piece saddle with volumes stitched in white. Surrounded by long grab handles, the seat rests on an aerial rear shell flanked, on the right side, by the high position exhaust. The heat shield is now tinted black.

The whole is based on the usual and graceful perimeter frame with double aluminum spar, welded to two low plates. Its curved shapes, curved at the rear are dressed in a mat black coating and support the three-cylinder block of 1,050 cc. The imposing boiler features a new satin coating on its casings stamped with the logo "T". This mechanism incorporates the 104 (sic) modifications made to the block fitted to the Speed ​​Triple (combustion chambers, redesigned pistons, crankshaft, oil pump, ECU, ignition, injectors, 3-1-2 exhaust system, clutch, gearbox speed, etc.). Twelve valves and double ACT, bore x stroke ratio without excess of 79 x 71.4 mm and crankpin setting at 120 °, the Triumph block preaches reasoned sportiness. With its reduced air box, performance is lower than that of the roadster. The three cylinders now deliver 126 hp (+1) at 9475 rpm and power is also increased between 5 and 7,000 rpm. The maximum torque value is 0.5 points, at 10.6 da.Nm at 7,000 and the curve is superior (4%) over the entire range of use from 4,700 revolutions minutes.

This stud is now under the control of a latest generation ride-by-wire electronic accelerator, which now allows the Tiger Sport to have three engine maps (Road, Sport, Rain). Each of them modulates the response to acceleration and the last limits the power to 100 horsepower. ABS and TTC anti-slip supplied as standard are also regulated in their operation, adopting a specific sensitivity. Traction control can be deactivated but the anti-lock is not.

The ample breath of the Tiger Sport is captured by collectors running under the engines and protected by a perforated shoe. Still supporting the final chain transmission, an aluminum single-sided arm brings refinement and sportiness to the whole. Its oscillations are entrusted to a Showa shock absorber sliding over 155 mm and adjustable in rebound and preload. We still regret the absence of a wheel for the latter, forcing the use of a screwdriver…. The steering gear renews the inverted Showa fork with 43 mm and 140 of travel, adjustable in all directions on the top of the tubes. The column angle does not vary (22.8 °), as does the wheelbase (1.540 mm) but the trail is reduced by one millimeter (88.7 mm).

Fully clear, the rear rim lets admire its five split branches. Unchanged, the aluminum alloy running gears, with angled valves, are fitted with Pirelli Angel GT casings in 120 and 180 mm. There are also four-piston Nissin radial front calipers attacking 320mm discs. The retarder opposed to two pistons clamps a 255 mm wafer. Enough to stop the 218 kg dry (+2 kg) of the Tiger Sport, a weight ready to bite the bitumen of 237 kg.

Particularly rewarding, the Triumph presents a high quality construction and suitable finishes. The only visible hose is effectively integrated and the whole machine makes up a stylish frame. Optimized with little modification, in particular a black or gray livery, the Tiger Sport benefits from a better integration of its dynamic front end, blending more finely with its slender line. We can regret the absence, as standard, of heated grips and a central stand, but especially that of a luggage system integrated into the hull. The use of additional supports, admittedly discreet, reduces the ease of assembly.

On the other hand, 12 v socket on the right side frame and USB under the saddle accompany the hand guards..

In the saddle

Accessible, the seat of the tiger from across the Channel only rises to 830 mm and the reduced leg arch accentuates ease. All this allows the medium-sized pilot to keep both feet on the ground and makes maneuvering easier. Especially since the Triumph is well balanced and is easily handled with the engine off..

Particularly comfortable and roomy, the saddle allows older children to find the ideal place. It houses a small storage space of 1.6 liters, which can accommodate a disk unit. Also, four small attachment straps under its structure still allow easy fixing of low loads..

Reasonably bent, the legs are noticeably spread apart by the large tank, a corollary of a large volume of fuel. The bust then barely leans towards the large variable-diameter hanger to grab the handles. We note the appearance, at the right stalk, of the warning button and the cruise control.

On the other hand, a button allows you to scroll through the information available on the instrument panel. This denier, always elegant, consists of a large analog tachometer adjoining an LCD screen. The latter includes tachometer, gear indicator and TTC, engine mode chosen, clock and fuel and engine temperature gauge. It also scrolls, via a rocker on the left stalk, speed and average consumption, instantaneous consumption, odometer and two partial, travel time and remaining autonomy. This sometimes requires the implementation of a second info button. Rather readable, the display ergonomics of the functions is not the simplest but remains functional. Bad point, the engine mode is selected…. on the dashboard. Hardly practical.

As on its predecessor, the large cockpit could also have accommodated a storage compartment. Austere, it retains good access to the headlights but could also be dressed more. More harmonious, the upper triple tree is made of a massive aluminum plate with micro-beaded reliefs supporting high handlebar bridges. Finally, the tops of the fork tubes feature red anodized adjustment elements and the aluminum boot rests are particularly aesthetic, tapered at their outer end. Likewise, the mirrors benefit from a new angular design, incorporating an aluminum plate in their center.

In the city

Immediately recognizable, the vocalizations of the sporting tiger are a dull and lively growl, changing into low-pitched roars higher up in the towers. The Hinkley feline instantly seduces by the availability and the sweetness of its big-hearted boiler. Starting from the lowest revs on intermediate gears, it avoids the use of the clutch, yet very flexible. He even sees the forces required for the lever reduced by half. This ease is combined with the precision of the selection. Another good point, the injection is now devoid of jolts, effectively smoothing urban developments.

Precision of the front axle and balance of the chassis allow you to twirl in low-speed traffic. Practical, the very correct turning radius of the English trail allows easy maneuvers and U-turns. Only the mass transfers under braking are a little marked, admitting a flexible suspension setting by default, for the benefit of optimal general comfort.

Polished between the walls, the fawn shows a very British dressage. But if you tease the throttle a little too much, the sporting tiger quickly bares its teeth, ready to tear up your license. Let’s open the city cage to regain the freedom of the great outdoors.

Motorway and expressways

True elastic, the triple heart of the Tiger Sport sweeps its good manners with a rumble, propelling the crew with force from 4,500 laps. In contrast, the softness of low revs competes with the force of high revolutions, without ever departing from a smoothness that has become angry at 7,000 rpm. Quickly dealing with 200 km / h, the Triumph has much better aerodynamic protection. In the high position, easily adjustable with one hand, the screen houses my eighty-four meter without too much difficulty. Only the shoulders and the top of the helmet remain exposed to turbulence, leaving the rest of the body properly sheltered. At high speed, the course is flawless.

At the legal motorway, the trail purrs at 5,500 laps, ready to catapult the crew towards the horizon. On board, comfort is the best, both thanks to the softness of the saddle and the efficiency of the suspensions. We will then engage the cruise control to perfect the road side of the trail. Unless, tired of the rectilinear ribbon, we then opt for a more sinuous route.

Departmental

The effective homogeneity of the Tiger Sport is found on the secondary network, where the uneasy force of its engine block turns it into a formidable predator of curves. Less rough and more lively, the triple retains an enchanting character. In the tight shell, we will stay in three to understand most of the routes. The dynamic driving on small roads then makes the exhaust and the airbox reason in unison, in a roaring duo. Beyond 7,000 turns, the tiger turns wild, carrying the crew with ardor, in a deep roar. A true landscape vacuum cleaner, the block quickly cleans up the asphalt. The torque always available from the English boiler effectively relaunches the machine at the end of a bend, not hesitating to put the rear envelope to work. It is not uncommon to leave a trace of rubber on the asphalt or to see the anti-slip warning light flashing on the instrument panel. In the hairpins, we will fall at a speed if we want more sportiness and spring towards the next turn. In more common use, the fourth gear is a good all-rounder. Precise, the precise locks smoothly.

If the Rain mapping clearly muzzles the block, Road and Sport do not offer a big difference in behavior. Only a slight dryness when accelerating seems to underline this latest trend..

The chassis is up to the voracious mechanical. Once adjusted for preload, the suspensions limit trim movements. Better hydraulically braked, the Triumph plays with the roughness of the roads, whatever the driving phase. Entries into bends are then natural and precise, especially since you can hold the brakes on the angle for a long time. These deliver power and progressiveness under full control. More efficient, the master cylinder has evolved slightly, providing increased efficiency.

Agile, the Tiger Sport requires minimal effort to go from one angle to another. Its wide handlebars and a geometry preserving the dynamics gives it a flawless behavior. Only the high boom weight of its engine still leaves a little inertia when tilting. In addition, the installation in Pirelli Angel GT did not convince us. Less round envelopes will probably enhance sportiness and liveliness.

At a more relaxed pace, we again take advantage of the ease of the Englishwoman. Devouring kilometers, the Triumph plays fast roads, efficient at all times. Homogeneous and preserving pilot and passenger, the trail swallows holes and bumps without indigestion.

Part-cycle

Rigid chassis, dynamic geometry, adjustable suspensions, the Tiger Sport combines frankness and efficiency whatever the coating or driving style. Stable on the angle or at high speed, the Triumph offers a natural grip.

Braking

Another good point of this album, the bite of the front calipers is straightforward while maintaining effective progressiveness. The rear clamp is a little shy but provides good guidance in curves if necessary and supports the opposing retarders with force but without activating the anti-lock unexpectedly. The latter delivers timely and rapid implementation.

Comfort / Duo

Another advantage of Hinkley’s road trail is its ability to take the crew with comfort, especially with its new adjustable screen. Pilot and passenger have a comfortable space and convincing comfort and the accompanying handles are particularly ergonomic. 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 piloting, consumption is just over 6 liters. During our test at good pace, the Tiger Sport swallowed 7 liters per 100 km. With its container of 20 units, the autonomy is therefore appreciable and should be able to go beyond 300 kilometers at a steady pace..

Conclusion

With few visible novelties, the Triumph Tiger Sport is however evolving towards ever greater efficiency. Combining sport and comfort, the road trail is a daily athlete or longer trips. Finish, engine, comfort, aesthetics, the Tiger Sport makes up a seductive package. Its new bubble, its ever more generous boiler and a quality cycle part make it a charming fast road. Especially since price inflation is measured: € 13,300 (or € 310 more).

Admittedly, the English is less lively than an MT09 Tracer ABS. Priced at € 10.199, the Yamaha has neither its damping quality nor its comfort. Another Japanese, the Honda VFR800X Crossrunner, € 12,499, cannot compete in performance or behavior. Finally, the Kawasaki Versys 1000, € 12,999, represent a plush and efficient GT but also heavier..

With her dynamic behavior and quality service, the Englishwoman has chosen the best of evolution. On the lookout for the segment, the Triumph road trail could well carve out the Tiger’s share.

Strong points

• Engine character and availability
• Agility of the chassis
• Comfort and protection
• Finishes
• Electronic
• Brakes

Weak points

• Selection of maps on the dashboard
• No central stand as standard
• No heated grips as standard

The technical sheet of the Triumph Tiger Sport 1050

Standard equipment

• Height adjustable screen
• Three engine maps (Road, Sport, Rain)
• ABS
• Anti-slip
• Speed ​​regulator
• Deflectors
• Hand guards
• Hitchhiking turn signals

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