Used advice Triumph Tiger and travel enduros

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Used advice Triumph Tiger and travel enduros
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Used advice Triumph Tiger and travel enduros

Used advice Triumph Tiger and travel enduros
Travel enduros

With a swollen chest and slim waist, the Tiger once fought against the ubiquitous BMW GS. Not without success, even if it never reaches their number.

Stefan luck

10/26/2007

The first modern tiger, internal model code T 400, was built essentially unchanged from 1993 to 1998 and laid the foundation for the slowly but surely growing fan base of the three-cylinder big cat with the unmistakable sound. In 1999 the T 709, a completely new design, came onto the market. Originally it was powered by the modified drive of the Speed ​​Triple with 885 cubic centimeters, but after two years the T 709 received the Daytona unit with 955 cc. The result was an even richer start. The Tiger’s dilemma was a very soft telescopic fork and a very high center of gravity due to the high-lying tank that was pulled far forward from the start. In combination with the equally respectable seat height, this makes off-road insoles a game of misery, especially for those with short legs. Since the customers were not keen on off-road use anyway, Triumph gradually developed the Tiger for pure asphalt operation. And as a comfortable fun bike with long-distance qualities and a “corner of the mouth-up” guarantee, it has found its purpose. The few ailments that she had were usually treated by the previous owner.

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MOTORCYCLE tests

5/1999 (FB), 6/1999 (KV, VT), 1/2000 (VT), 9/2001 (FB),
11/2001 (TT), 12/2001 (VT), 8/2002 (VT), 10/2004 (TC), 2/2005 (VT), 25/2006 (FB), 26/2006 (TT), 7 / 2007 (VT old against new), 8/2007 (VT), 17/2007 (Alpine Masters)
Internet: www.tigerhome.de, www.triumph-tiger-forum.de

sightseeing

A total of four recalls of the T 709 series could indicate a poorly developed design. This is not the case, the recalls only concerned small things (see box model upgrade). If the seller can show a fully stamped service booklet, everything is fine. The T 709 suffers from a fork that is too soft, which is why accessory springs are not a fault. The pillion peg extensions are good indicators of whether the Tiger has ever lay on its side. Then the paint tends to show cracks. Squeaky brakes also occur? one of the few problems that is best solved by ignoring it.

Market situation

The Tiger with the 885 cm3 engine is rarely found, because it was only in the range in 1999 and 2000, after which it was replaced by the Triple with 955 cm3. For the 885s between 3500 and 5000 euros are called, with the 955er nothing is to get under 4000 euros. From the year of construction 2004 the Tiger carries cast wheels, a standard case set as well as heated grips and a main stand. If you want it, you have to take at least 7,000 euros in your hand. With all Tigers of the T 709 series, it must be ensured that the recall campaigns have been carried out. 2007 demonstration models with ABS are available from 9500 euros.

technology

DATA
(Tiger 955i, model code T 709 EN, year of construction 2001)
engine
Water-cooled three-cylinder four-stroke in-line engine, a balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, ø 41 mm, digital engine management, G-Kat, three-phase alternator 480 watts, battery 12 V / 14 Ah , mechanically operated multi-disc oil bath clutch, six-speed gearbox, X-ring chain.
Bore x stroke 79.0 x 65.0 mm
Cubic capacity 955 cm³
Compression ratio 11.7: 1
Rated output 72 kW (98 hp) at 8200 rpm
Max. Torque 95 Nm at 6200 rpm
landing gear
Bridge frame made of steel profiles, load-bearing motor, telescopic fork ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, ø 310 mm, disc brake at the rear, ø 285 mm.
Spoked Wheels 2.50 x 19; 4.25 x 17
Tires 110/80 V 19; 150/70 V 17
mass and weight
Wheelbase 1550 mm, steering head angle 62 degrees, caster 92 mm, suspension travel f / h 230/200 mm, seat height * 850 mm, weight with a full tank * 256 kg, payload * 229 kg, tank capacity 24 liters.

MEASUREMENTS
(MOTORCYCLE 11/2001)
Performance
Top speed 204 km / h
acceleration
0 100 km / h 3.6 sec
0 ?? 140 km / h 6.4 sec
Draft
60 ?? 100 km / h 4.6 sec
100 ?? 140 km / h 4.5 sec
Consumption 4.7 to 8.1 l / 100 km, premium gasoline

Facelift

1999 Market launch of the T 709, completely new model with a new 885 cm³ engine and 62 kW (85 PS), injection, G-Kat, price: 9439 euros
2001 New engine with 995 cm3 and 72 kW (98 hp), tighter fork, model code T 709 EN, price: 10220 euros
2004 Even tighter chassis tuning with shortened spring travel, cast wheels with tubeless tires, case set, main stand and heated grips are standard, chain tension by eccentric is omitted, output 78 kW (106 hp), price: 10,600 euros
2007 Completely new model, model code 115 NG, price: 10,050 euros
Callbacks
1999 Chassis numbers 76793 to 84542: Replacement of the main bearing crankcase screws, as they could come loose
2000 chassis numbers 96412 to 112417: Replacement of the fuel tank sender due to possible leaks
2001 Chassis numbers 108876 to 137189: Replacement of the clutch cable due to possible risk of cracking
2004 Chassis numbers 74450 to 1146021: Replacement of fuel lines due to possible risk of breakage

Aprilia ETV CapoNord

Encouraged by the success of the super sports car RSV mille, which has continued since 1998, the small manufacturer from Noale went to the lion’s den in 2001 ?? or in the boxer’s corner? and brought a full-blown travel enduro onto the market with the Caponord. In order to give the customers with a strong affinity for Bavaria an incentive to buy, went Aprilia In the full: The famous and robust 60-degree V2 was taken from a little peak performance in favor of a fuller torque curve by means of smaller throttle valves, other pistons and camshafts. But even with 98 hp, the Caponord is at the top of the power charts in its genre. The aluminum chassis, used for the first time in a travel enduro, has no problems with performance. The brakes are open to brisk pace, only the insensitive fork can spoil the joy a little. The pillion rider laughs for that, because he seldom sits better than here. The driver, on the other hand, feasts on the informative cockpit, but struggles with turbulence behind the high cockpit window.
Unfortunately, Aprilia’s innovative concept did not work commercially, the Federal Motor Transport Authority reported just 1000 copies. And so the price demands of those willing to sell show the dilemma of many exotic cars: On the one hand, you do not want to give away the once expensive item, on the other hand, there are well-stale new vehicles for less than 9,000 euros. Since the Caponord only complies with the Euro-2 standard to this day, the remaining stocks must be made public by the end of the year. Rising prices are not to be expected. From 2005 the Caponord was offered with ABS for an additional 500 euros. Model-specific weaknesses are not known. Behind the misleading address www.katzeninformation.de/phpBB2/ (no joke!) There is a quite extensive forum for all friends of the charismatic V2.

DATA
(MOTORRAD 2/2005)
engine
Water-cooled 60-degree V2 engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, dry sump lubrication, injection, Ø 51 mm, double ignition, G-Kat, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain.
Bore x stroke97.0 x 67.5 mm Cubic capacity998 cm3 Rated output 72 kW (98 PS) at 8250 rpm Max. Torque 92 Nm at 6500 rpm
landing gear
Bridge frame made of aluminum, telescopic fork, Ø 50 mm, two-arm swing arm made of aluminum, central spring strut with lever system, double disc brake at the front, Ø 300 mm, disc brake at the rear, Ø 270 mm. Tire 110/80 VR 19; 150/70 VR 17

BMW R 1150 GS

On closer inspection, the secret of the success of the BMW GS series, which has lasted for years, is actually not one: the GS shines with enormous versatility and reliability, and apart from pure racetrack operation, there is actually nothing that this BMW cannot do. According to the Federal Motor Transport Authority, around 40,000 copies of the R 1150 GS drive on German roads and prove the inventors of the boxer right.
The range of used copies is correspondingly large. The entry into the GS world begins at around 5500 euros, the mileage is then usually well over 50,000 kilometers, which is no cause for concern with regularly serviced models.
Fully equipped specimens from the last year of construction scratch the 10,000 euro mark. Despite the surcharge policy of the House of BMW, since most offers are available, anti-lock braking systems, heated grips and the multifunctional instrument called FID (driver information display) are de facto standard equipment. The biggest annoyances of the robust and durable two-cylinder boxer engine include the noisy and difficult to shift six-speed gearbox, the noisy drive train and the turbulence behind the adjustable windshield.
Those interested can find a deep and uncensored insight into the soul of the boxer and his circle of friends, combined with instructive reading material for many hours on the Internet at www.boxer-forum.de.

DATA
(MotorraD 2/2003)
engine
Air / oil-cooled two-cylinder boxer engine, crankshaft lying lengthways, one high camshaft each, driven by gears and a chain, four valves per cylinder, wet sump lubrication, injection, Ø 45 mm, G-Kat, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.

Bore x stroke 101.0 x 70.5 mm Displacement 1130 cm3 Rated output 62 kW (84 HP) at 6800 rpm Max. Torque 98 Nm at 5300 rpm

landing gear
Load-bearing engine-gearbox unit, screwed subframe, telescopic fork, Ø 35 mm, two-joint single-sided swing arm made of cast aluminum, central spring strut, directly hinged, double disc brake at the front, Ø 305 mm, disc brake at the rear, Ø 265 mm. Tires 110/80 R 19; 150/70 R 17

In comparison to Cagiva Navigator almost sees the Aprilia Caponord as a mass bike. Since the fiery mixture of the beefy V2 of the blissful Suzuki TL 1000 and a downright Supermoto-like chassis was approved by individual approval, there are no official and certainly no reliable stock figures. They should be in the lower three-digit range. Anyone who thinks that the Navigator is the unofficial predecessor of today’s Suzuki V-Strom is wrong. The only basically structurally identical V2 is much more lively and sporty in the Italian thanks to other mappings, significantly shorter transmission settings and no exhaust gas cleaning than in the comparatively clumsy Japanese. The seating position and chassis set-up tend towards supermoto. The Navigator has nothing to do with terrain, which is also evident from the road tires. In the MOTORRAD long-term test (12/2002) it was annoying, due to large tolerances in production, with considerable chassis and processing problems, which are not alleviated by the well-meaning phrase “strong character”, and their elimination takes a lot of time and money as well as nerve costs. So the Navigator remains a bike for freaks who still have space in the garage. Because what is annoying and annoying in everyday life is usually all the more fun on the Sunday morning joyride. The faster it is moved, the more fun it is, at least as long as the streets are reasonably level. The requested prices range from almost 4,000 to 7,000 euros. In order to find out whether the fascination of the Navigator lets you overlook its weak points, prospective buyers are strongly advised to take an extensive test drive before buying.

DATA
(MOTORCYCLE 12/2001)
engine
Water-cooled 90-degree V2 engine, transverse crankshaft, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, injection, Ø 52 mm, secondary air system, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 98.0 x 66.0 mm Displacement 996 cm3 Rated output 73 kW (99 PS) at 8500 rpm
Max. Torque 95 Nm at 7000 rpm
landing gear
Bridge frame made of steel profiles, load-bearing motor, telescopic fork, Ø 45 mm, two-arm swing arm made of aluminum, central spring strut with lever system, double disc brake at the front, Ø 296 mm, disc brake at the rear, Ø 240 mm.
Tires 110/80 ZR 18; 150/70 ZR 17

Honda Varadero 1000

The history of the Honda Varadero began in 1999 with disappointed faces, because customers had expected something completely different from the expected successor to the desert racer Africa Twin. At least not a motorcycle with a full tank of over 250 kilograms takeoff weight and then also with cast wheels. In connection with a very softly tuned chassis, it quickly became clear that the Varadero’s journey was by no means going into the desert, but made paved roads a prerequisite when choosing the destination. The sports-uninterested travel group soon discovered the Varadero for themselves: A very comfortable front and rear seats in connection with the comfortable chassis and the high-torque V2 make long journeys a pleasure. Until 2003, the twin was supplied with carburettors, which makes for a respectable thirst of almost ten liters per 100 kilometers with a brisk driving style. The foolproof composite brake has no problems with brawling. For the 2003 model year, the Varadero was reinvented. The cladding turned out more angular, and the electronics were introduced in the form of a modern engine management system with injection and immobilizer as well as an excellent ABS. Almost 5,000 copies drive in Germany, says the Federal Motor Transport Authority. The first generation models with a carburettor range in price from around 3500 euros up to almost 7000 euros. Driving fun begins with an injection model from 5500 euros. Due to the lack of bulk, accessories are usually limited to luggage systems and protective bars. The otherwise popular accessory exhausts also seem to be unpopular among Varadero drivers. Which is probably due to the fact that the original stainless steel piping just doesn’t want to rust. At www.varaboard.de, friends of the voluminous twin meet in the absence of any real problems that need to be dealt with, primarily to chat and exchange nice things.

DATA
(MOTORRAD 2/2005)
engine
Water-cooled 90-degree V2 engine, transverse crankshaft, two overhead, chain-driven camshafts each, four valves per cylinder, wet sump lubrication, injection, Ø 42 mm, G-Kat, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring Chain.Bore x stroke 98.0 x 66.0 mm Displacement 996 cm3 Rated output 69 kW (94 PS) at 8000 rpm Max. Torque 98 Nm at 6000 rpm
landing gear
Bridge frame made of steel, load-bearing motor, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut with lever system, double disc brake at the front, Ø 296 mm, disc brake at the rear, Ø 256 mm, composite brake. Tires 110/80 R 19; 150/70 R 17

KTM Adventure 950/990

No question about that KTM Adventure is one of those motorcycles that grow their owners. On the one hand, this is due to the enormous seat height of almost 90 centimeters, which can be a real hurdle for non-basketball players to climb. But while the physical deficits can be remedied by a skilful choice of footwear (thick sole) or a stopping point (desperately looking for curbs), the Adventure also demands mental size from its pilot. Anyone who indulges in the character of the extremely high-speed, greedy and extremely lively V2 with the unusual 75-degree cylinder angle, which is extremely attached to the gas, will be quicker to use a monthly ticket than can say “Boah ey!” Especially since the chassis and the brakes play along easily with the brisk drift? on the road and off-road. Fabrizio Meoni won the Paris-Dakar Rally in 2002 with an almost standard motorcycle. To ask? In terms of reliability, KTM has been better than its reputation for years, but Honda standards shouldn’t be applied. The endurance test (MOTORRAD 16/2005) revealed one or the other malaise with the fuel pump or leaking cylinder head gaskets. It is important to pay attention to a fully stamped service booklet during the inspection, because at KTM model maintenance measures or improved detailed solutions are carried out retrospectively as part of the inspections, even on models that have already been delivered. Since the bikes from Mattighofen are actually used off-road, the inevitable marks are not really a defect, but a sign of species-appropriate keeping. In terms of price, the KTM is also not for small minds. You should already have 7,000 euros on the high edge, S models with even longer suspension travel are rare and around 300 euros more expensive. The 990 with injection and ABS, which has been available since 2006, does not yet play a role on the used market.

DATA
(MOTORRAD 2/2005)
engine
Water-cooled 75-degree V2 engine, transverse crankshaft, two overhead, chain-driven camshafts each, four valves per cylinder, dry sump lubrication, constant pressure carburetor, Ø 43 mm, U-Kat with secondary air system, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain.
Bore x stroke 100.0 x 60.0 mm Displacement 942 cm3 Rated output 72 kW (98 PS) at 8000 rpm Max. Torque 95 Nm at 6000 rpm
landing gear
Trellis frame made of steel, upside-down fork, Ø 48 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, double disc brake at the front, Ø 300 mm, disc brake at the rear, Ø 240 mm.
Tires 90/90 21; 150/70 18

Suzuki V-Strom 1000

The difference could hardly be bigger than between the 2002 Suzuki DL 1000 V-Strom (that’s its full name) or a Honda Varadero and the KTM described above. The first two seem just as out of place in the field as the Adventure in the morning rush hour or on the urban promenade. Regardless of this, the V-Strom offers a lot of fun for the money in addition to its striking appearance. Although the engine looks confusingly similar to that of the Cagiva Navigator, they are completely different in nature. The Italian contains the former TL 1000 unit, but its output is capped for use in the V-Strom, but with more torque in the middle and below. Due to the long translation, this cannot unfold as it would like. Nevertheless, nothing stands in the way of entertaining country road fun, all the less since comfort and range also allow longer tours. The very long sixth gear then has a break. Fast motorway journeys are not the strength of the V-Strom; the turbulence behind the windshield is then joined by the tendency to commute. In 2004 the V-Strom was slightly revised, best recognized by the fittings, which now have three instead of two circular arc elements. The prices of the first V-Strom generation start at around 4500 euros; with a little luck, demonstration models from 2007 are available for less than 7500 euros. And of course the friends of V-Strom also have their board on the Internet: www.vstromforum.de. There are no real problems to complain about here either.

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