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New Models
BIKES: 2012 Triumph Tiger Explorer First Ride
Triumph is entering the heavyweight adventure touring division with the Tiger Explorer, and its sights are set squarely on the market leader, the R1200GS.
2012 Triumph Tiger Explorer (Photo: Motorcycle USA)
Watch out, BMW. Triumph is entering the heavyweight adventure touring division with the Tiger Explorer, and its sights are set squarely on the market leader, the R1200GS. Triumph reports that its sales were up 18% in 2011 despite the sagging economy. At the heart of this upswing is a business plan that puts emphasis on new model development. The Tiger 800 XC was a high mark for the brand last year and the Hinckley, England team is expecting the release of the Explorer for 2012 to be another game-changer.
Triumph looked at the existing adventure market and came up with a list of design points that are necessary to build a competitive AT bike right out of the gate: Comfort and convenience for two, durable and reliable, fully featured and light off-road capability. We visited hospitable Southern Spain to get the details in person and for a quick introduction to the new ADV bruiser. The concept originated in July of 2006, and in four years the first complete bike was up and running. Triumph spent another two years fine-tuning and went into production in January of 2012. Though our time was short, we came away impressed with the Explorer and a better understanding of what this bike can do.
Engine performance from the 1215cc Inline Triple is stunning. Each 85mm x 71.4mm cylinder uses an 11.0:1 compression ratio. The power curve is extremely linear and we were unable to detect any surge or miss in the delivery, which is aided by a flywheel. The Explorer boasts a claimed 135 horsepower at 9000 rpm before hitting the rev ceiling 500 rpm later. Torque peaks at 7850 rpm where the Triple churns out a claimed 89.2 lb-ft. Posting big numbers is great, but to ensure usability Triumph says the 12-valve, DOHC Triple makes over 73 lb-ft of torque from as early as 2500 rpm and lasts all the way to the 9500 rpm rev limiter. Until we can put the sleek engine design on our own dyno we won’t discount those claims. However, the important thing is that Triumph’s signature three-cylinder design blends the punch of a Twin while retaining the top-end performance that gives it a high-revving, sporty feel.
A shaft drive delivers the power via a single-sided swingarm which will reduce output in the neighborhood of 15-20%. The Tiger uses a six-speed transmission with hydraulic clutch. It cruises at 75 mph in top gear at around 4200 rpm, which is comfortably devoid of vibrations and capable of overtaking with or without a downshift. We saw an indicated 123 mph on the speedo with more power waiting to be uncorked before running out of road.
Throttle bodies (46mm) for the fuel injection use a motor controlled by the ECU and a ride-by-wire throttle assembly. It offers a light throttle pull and we didn’t have any problems with mid-corner on/off throttle modulation, unlike the Tiger 1050 (which is still in the lineup). The ride-by-wire was designed in conjunction with a cruise control system which comes standard. A simple on/off button prepares the system which is controlled by a set/resume (speed +/-) toggle. It’s a wonderful feature made better by its easy functionality.
Spain’s roadways are a perfect match for the Explorer. The biggest problem as a visiting American is that it’s difficult to decipher the signage, and there’s a ton of it. Without a good sense of what lay ahead, the Tiger allowed us confidence by dropping into sharp hairpins with little effort and the wide bars make rider input very effective. We hustled the Explorer through tight, winding roads that were gas-brake-gas-brake, and the chassis never got unsettled. The engine cranks out the power in the higher rpm and we felt the rear tire spin up on a corner exit, but the chassis, drivetrain and traction control made it entirely comfortable – not something typically said with unexpected pavement powerslides. Transitioning side-to-side is easy with wide aluminum handlebars and a relatively thin layout between the rider’s knees. Weight feels like it is held in a neutral position without the center of gravity being too high.
The shaft drive does not squat or rise during acceleration regardless of how hard the throttle is twisted. There’s a ton of feedback from the 46mm inverted Kayaba fork which is preload adjustable. It has 7.5 inches of travel while the rear Kayaba shock offers 7.6 inches. The shock rides on a progressive linkage, is preload adjustable via hand knob and also has control over rebound damping. We didn’t need to change any settings in Spain as we rode solo and without luggage. The suspension feels slightly rigid on pavement irregularities. At times it almost felt too hard, but it’s more of an increased amount of feedback. High-speed G-outs use up the full suspension stroke but it flies across speed bumps and potholes with ease.
At 5’11” our rider had no problems straddling the machine or riding comfortably and in control. The Tiger has a high/low seat height which adjusts from 33.8 to 33.0 inches. Even in the tall setting we could touch both feet nearly flat on the ground. Lower and taller seats are part of 37 available accessories. Riders who need more room in the saddle can reverse the handlebar clamps, though we kept them comfortably in the stock position. The only change we had to make all day was to raise the shift lever one notch and play with the windscreen. It has five different settings and 13 degrees of tilt adjustment which can be altered by hand. We preferred it in the tallest position.
Continure reading on MotorcycleUSA.com.
Triumph looked at the existing adventure market and came up with a list of design points that are necessary to build a competitive AT bike right out of the gate: Comfort and convenience for two, durable and reliable, fully featured and light off-road capability. We visited hospitable Southern Spain to get the details in person and for a quick introduction to the new ADV bruiser. The concept originated in July of 2006, and in four years the first complete bike was up and running. Triumph spent another two years fine-tuning and went into production in January of 2012. Though our time was short, we came away impressed with the Explorer and a better understanding of what this bike can do.
Engine performance from the 1215cc Inline Triple is stunning. Each 85mm x 71.4mm cylinder uses an 11.0:1 compression ratio. The power curve is extremely linear and we were unable to detect any surge or miss in the delivery, which is aided by a flywheel. The Explorer boasts a claimed 135 horsepower at 9000 rpm before hitting the rev ceiling 500 rpm later. Torque peaks at 7850 rpm where the Triple churns out a claimed 89.2 lb-ft. Posting big numbers is great, but to ensure usability Triumph says the 12-valve, DOHC Triple makes over 73 lb-ft of torque from as early as 2500 rpm and lasts all the way to the 9500 rpm rev limiter. Until we can put the sleek engine design on our own dyno we won’t discount those claims. However, the important thing is that Triumph’s signature three-cylinder design blends the punch of a Twin while retaining the top-end performance that gives it a high-revving, sporty feel.
A shaft drive delivers the power via a single-sided swingarm which will reduce output in the neighborhood of 15-20%. The Tiger uses a six-speed transmission with hydraulic clutch. It cruises at 75 mph in top gear at around 4200 rpm, which is comfortably devoid of vibrations and capable of overtaking with or without a downshift. We saw an indicated 123 mph on the speedo with more power waiting to be uncorked before running out of road.
Throttle bodies (46mm) for the fuel injection use a motor controlled by the ECU and a ride-by-wire throttle assembly. It offers a light throttle pull and we didn’t have any problems with mid-corner on/off throttle modulation, unlike the Tiger 1050 (which is still in the lineup). The ride-by-wire was designed in conjunction with a cruise control system which comes standard. A simple on/off button prepares the system which is controlled by a set/resume (speed +/-) toggle. It’s a wonderful feature made better by its easy functionality.
Spain’s roadways are a perfect match for the Explorer. The biggest problem as a visiting American is that it’s difficult to decipher the signage, and there’s a ton of it. Without a good sense of what lay ahead, the Tiger allowed us confidence by dropping into sharp hairpins with little effort and the wide bars make rider input very effective. We hustled the Explorer through tight, winding roads that were gas-brake-gas-brake, and the chassis never got unsettled. The engine cranks out the power in the higher rpm and we felt the rear tire spin up on a corner exit, but the chassis, drivetrain and traction control made it entirely comfortable – not something typically said with unexpected pavement powerslides. Transitioning side-to-side is easy with wide aluminum handlebars and a relatively thin layout between the rider’s knees. Weight feels like it is held in a neutral position without the center of gravity being too high.
The shaft drive does not squat or rise during acceleration regardless of how hard the throttle is twisted. There’s a ton of feedback from the 46mm inverted Kayaba fork which is preload adjustable. It has 7.5 inches of travel while the rear Kayaba shock offers 7.6 inches. The shock rides on a progressive linkage, is preload adjustable via hand knob and also has control over rebound damping. We didn’t need to change any settings in Spain as we rode solo and without luggage. The suspension feels slightly rigid on pavement irregularities. At times it almost felt too hard, but it’s more of an increased amount of feedback. High-speed G-outs use up the full suspension stroke but it flies across speed bumps and potholes with ease.
At 5’11” our rider had no problems straddling the machine or riding comfortably and in control. The Tiger has a high/low seat height which adjusts from 33.8 to 33.0 inches. Even in the tall setting we could touch both feet nearly flat on the ground. Lower and taller seats are part of 37 available accessories. Riders who need more room in the saddle can reverse the handlebar clamps, though we kept them comfortably in the stock position. The only change we had to make all day was to raise the shift lever one notch and play with the windscreen. It has five different settings and 13 degrees of tilt adjustment which can be altered by hand. We preferred it in the tallest position.
Continure reading on MotorcycleUSA.com.
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