|
Triumph Tiger 1050
It's really different. In a good way?
Welcome to a very different big cat
“This,” sang David Byrne, “is not my beautiful house.” And this, thought I, is not my beautiful Tiger.
I used to own a Triumph Tiger, the first model. It was big, and heavy — indeed, top heavy — and pretty brutal looking (behaved the same way, too) but it took me everywhere and I loved it. Without looking it up I can’t remember what I replaced it with, but I definitely remember the Tiger.
Subsequent models got softer, but they always retained that bit of a dual-purpose edge that made them different from most other bikes on the market before such newcomers as the Multistrada arrived on the scene.
| |
And now, equipped with the best Triumph engine ever, the unit that propels a bike that comes very close to being my current favourite — namely the Sprint ST — there is a new Tiger. And my first thought was as above. This is not a Tiger, this is a … well, a road bike, frankly, a kind of cross between a supermotard and a naked bike. It’s a nice enough looking machine, but wrong with its 17 inch road wheels (and road tyres) and limited suspension travel.
Well, hold on there. Wrong? Let’s not forget that Tigers started out as road bikes. When Mr Turner was sketching them on the drawing board at Meriden they were the meanest thing going, but they were definitely not intended to head off the road. The name “Tiger” only gained its dirty overtones with the peculiar, bright yellow hybrid that the “old” Triumph released in the 1980s as a competitor for BMW R80G/S. A highly unsuccessful competitor, I might add.
| | | | So Triumph Tigers are not by nature dirt bikes; only by nurture. And this one has been nurtured on an Edward Turner diet to become a fast and very comfortable mile muncher. Well, in fact it’s still a highly versatile machine as well. I’ve just put several hundred ks on it around Tasmania and I liked it as a tourer, but it was also a more than competent scratcher (ah, Elephant Pass!). I have no doubt that it would perform just as well as a commuter and whatnot.
With its torquey triple re-tuned for even more bottom end and midrange than the Sprint, the Tiger goes like the proverbial cut cat. The engine is the strongest part of a strong package, ably assisted by excellent ergonomics, a comfortable seat even for full-day rides and secure, nimble handling. It took a little bit of adjustment to get the suspension just right, but once set up it was great. That’s impressive, if for no other reason than that Triumph sometimes chooses the suspension to save on. Not this time, I think.
It’s a terrific bike but it is nevertheless sad that it leaves Triumph without a dual-purpose machine. That seems odd, in a market that can’t seem to get enough of those kinds of bikes. Maybe there’s another model on the way? A modern TR5, say?
Nobody and nothing is perfect, of course, and this Tiger has its shortcomings. The most immediately obvious is the gearbox, which was anything but smooth. This is probably not a long-term problem, though. It’s very common on Triumphs, and tends to settle down after two or three thousand ks. In fact, one of the bikes I rode had nearly three grand on the odometer and its gearbox was significantly better than those of the newer machines.
The front brakes aren’t quite what they might be, either. They’re powerful enough if you take a handful, but they aren’t as responsive and subtle as the ones fitted to the Sprint that I rode on the same day. I don’t know the answer to this — possibly an upgrade of pads, or lines — but it is the only change I would make to the bike if I owned it. I wouldn’t even bother with the accessory gel seat, which is pretty amazing for me!
The Tiger comes with ABS for another $1000, which I reckon would be well worth paying. Plenty of accessories are available, too, including a reasonably priced set of panniers and welcome stuff such as heated grips. The total package is, as I noted above, a very strong one.
Not quite the “same as it ever was”, David. But probably better.
Quickspecs
Model: Triumph Tiger 1050
Price: $15,990 (plus on-road charges)
Warranty: Two years, unlimited distance
Power: 84.6kW at 9400rpm
Torque: 100Nm at 6250rpm
Engine: Liquid-cooled, inline triple, four-stroke, 12 valves, DOHC, electronic fuel injection and digital ignition
Bore x stroke: 79 x 71.4mm
Displacement: 1050cc
Compression ratio: 12.0:1
Transmission: Six-speed, multi-plate wet clutch, final drive by X-ring chain
Rake/trail: 23.2 degrees/87.7mm
Suspension: Front, 43mm upside-down fully adjustable fork, travel 150mm. Rear, single shock absorber, preload and rebound damping adjustable, travel 150mm
Dimensions: Seat height 835mm, dry weight 198kg, fuel capacity 20 litres, wheelbase 1510mm
Tyres: Front, 120/70 ZR17. Rear, 180/55 ZR17
Frame: Twin-spar aluminium beam perimeter
Brakes: Front, twin 320mm floating discs with four-piston radial calipers. Rear, single 255mm disc with two-piston caliper.
Fuel consumption: Average 5 litres per 100km, premium unleaded
Range: 400km
Colour/s: Jet black, caspian blue, scorched yellow, fusion white.
Verdict: Bites
|
|
|
| | At the News Stand
Current Issue
TOURING YEARBOOK - Riding Tassy, Touring Bhutan, Outback Special, plus NEW Superbike Comparo & bikes, bikes, bikes!
Next Issue
TOURING ANNUAL - Ride the ACT, Victoria's Grampians, Monument Valley USA, Taiwan plus Executive Motorcycling & loads of bikes |
| | |
| | The Original Buff
The versatile Buff® can be worn as a neck gaiter, scarf, face mask, helmet liner, head cooler, beanie… The unique micro-fibre fabric fights heat, cold, wind, sun, dust and it feels great.
See More |
| | |
| | Motorcycle Shipping and Tour Operator
Let motorcycle enthusiasts with over 50 years combined experience take care of your tour or bike shipping. Friendly & professional operators.
See More |
| | |
| | Blackmax
Motorwear
presents a range of Motorwear proudly made in Australia us ing the only the finest materials. Designed by bikers for bikers.
See More
|
| | |
|
|
