The Triumph Tiger is at first
glance an odd bike. In recent years it has evolved to the point where it’s
not really a road bike and it is not very suitable for the dirt either. Does
this mean it’s master of none?
Early, and yet modern, incarnations of the Tiger firmly had the BMW GS
customer in mind. The spoked wheels, trail-ish tyres, fork boots, 19-inch
front wheel and general all purpose look ensured that the Tiger would be sat
side by side with the GS in the buyers mind. The Tiger was, and is, cheaper,
more powerful and more modern than the GS, but the tried and true Beemer was
still the winner. So Triumph did the logical thing. It moved the Tiger into
a new hunting ground to call its own. The new Tiger has a 1050cc
three-cylinder motor that is shared across many other Triumph models and
cleverly tuned this one to suit the bike and the buyer.
The torque curve is like a bad opera singer- it comes in early and is flat.
In an opera that’s a bad thing, so I’m told, in an all purpose road bike
it’s just about perfect. The looks and styling went more towards Yamaha’s
FZ1 and the fittings went very road. Gone were the fork boots, replaced with
snazzy upside down numbers; the seat was lowered to prevent it being
unceremoniously dropped by persons under six-foot; and the pillion seat went
from a nice place to live to a short holiday destination only.
In some ways, the Tiger is really all about That Engine. The chassis and
running gear simply serve to provide a stage for the 1050cc’s of glory to
shine.
The gearing is about perfect – no 170km/h in first gear here, just a
sensible ratio blend that works brilliantly with the engine to give you a
right handed torque tap. Want more? Turn on the tap. Coupled with the
updated version of the 1050’s fuel injection – a vast improvement on
previous models – with still some way to go before it is a smooth and simple
as a Japanese bike.
There’s a little chain snatchiness on slow roundabouts, and also the odd
stall after a cold start. Despite these small issues, the new fuel injection
mapping and ECU is miles ahead of all of the old 955 Triumphs. When you have
an engine as versatile and fun as the Tiger has, it could easily mask poor
handling but this is not the case. Both the Tiger and the venerable BMW GS
can, in the right hands on the right day, publically pull down the pants of
many a sports bike.
Naturally it’s horses for courses, so perhaps a track day at Phillip Island
or Eastern Creek would not be the ideal locale for a Tiger, but your
friendly local twisty bits could see the Tiger leading the pack. Best of
all, it’s effortless. The wide bars and upright riding position prevent
tiredness as well as they promote good riding. The radial front brake is
simply wonderful. Two fingers and you have all the stopping power you need.
The forks could have been a little firmer for my liking, but then I’m 190cms
and 100kgs, so possibly at the upper end of what the standard preload
settings can cope with.
The rest of the running gear is
better than average. The clocks, speedo and tacho are well lit, well placed
and very simple to use. You may not get much use out of the lap timer, but
the dual trip meters and the shift lights are easy to see and immediately
intuitive. Your pillion may wish for something more comfortable and possibly
a little longer in the leg, but all you need do is point at a Japanese
sports bike and say something like “I was going to get THAT!” and you’ll
have them raving about the Tiger in no time.
On open roads the Triumph’s engine shines once again. The torque controller
that is the throttle hand is so versatile that you can select one gear in a
twisty section and just surf that torque curve right to the shore. In built
up areas, the 1050 does not hunt for a little more throttle so staying under
the speed limit is thankfully easy, and these days cheaper too. Daily
commuting on a Tiger is a breeze. The bars are a little wide for the old
filter-to-the-front at the lights, but the stable mirrors and general
visibility from the bike make to and from work trip a safer and simpler part
of your day.
“So who’s the buyer?” I asked the guys at Triumph as I was picking up the
all-orange beasty. I own both a Triumph Speed Triple and a BMW GS and I
could not work out where the Tiger was placed in that sort of company. It
dawned on me later that the Tiger is perfect for those who want a/ but don’t
want b/. As follows: If you want a bike that performs in a sporty manner,
but don’t want to be bent over all day, the Tiger might be for you. If you
like the size and comfort of a BMW GS, but don’t plan to go off road, the
Tiger might be for you.
If you want a bike that has panniers and top box as standard and don’t want
to go to the hassle and expense of getting after market boxes, the Tiger
might be for you. If you are a big guy and find most bikes make you feel
like a giant spider on a tricycle, the Tiger might be for you. So why would
I buy a Tiger? If I was doing a longer asphalt-only trip such as around
Tasmania for instance- I’d take a Tiger over an ST. If I needed a bike I
could nip to the shops on and then go for blast with the lads in the
afternoon? Tiger. Oddly enough Triumph’s narrowing of the Tiger’s focus has
broadened its appeal. And therein lies the genius of the Triumph Tiger.
Engine
The Tiger’s engine delivers power and ear to ear grins. Nothing sounds like
a triple so there’s no confusing a Tiger with the whine of an anonymous
four. The amazing 1050cc, fuel-injected, three cylinder engine, known for
its addictive character, has plenty of torque and impressive amounts of
horsepower, with ample reserves of both for those two-up fully laden tours.
Peak power of 114bhp is delivered at 9400rpm, with 74ft.lbf torque at
6250rpm
Seat
The comfortable, spacious seat and relaxed rider and passenger ergonomics
mean you’ll arrive fresh even at the end of the longest day.
Handlebars
High, wide bars give a comfortable riding position and excellent control at
all speeds, from urban manoeuvring to motorway cruising.
Suspension
The 43mm upside down fully adjustable forks and remote spring preload and
rebound damping adjustable rear shock keeps the ride comfortable on the
worst of roads and gives excellent control when the pace picks up.
Screen
The Tiger screen gives great wind protection for those long journeys without
obscuring your view around town.
ABS
Triumph’s Antilock Braking System has been carefully designed to boost
control under hard braking, working on both wheels independently. This
unobtrusive system retains all the sensations of riding, operating at 100
calculations per second to sense the precise moment the wheel is about to
lock up, then preventing it from doing so. The system has been specifically
tailored to the Tiger, with painstaking calibration over many months to
ensure optimum braking performance.
Any corrections or more information on these motorcycles will be kindly appreciated.
