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The Tiger 1200 is significantly lighter than its predecessor;
On the other hand, it has noticeably gained in off-road sovereignty, especially in the Rally Pro model.
Photo:
Triumph Motorcycles
The first impression:
The tiger went on a diet.
The bike, introduced in early 2012, is now slim and lean.
One can see that it is intended to attack the R 1250 GS from BMW.
That's what the manufacturer says:
The old Tiger was heavy and sluggish off-road.
That's where the English manufacturer started.
»Of course we have to be measured against the big GS.
That's why we took our time and developed something completely new," says Miles Perkins, chief brand manager at Triumph Motorcycles.
For this purpose, Triumph put every component to the test, engine, chassis, cardan, electronics, and launched a completely new model family.
Judging by the numbers alone, the effort was worth it: Depending on the version, the Tiger 1200 from the 2022 vintage are up to 25 kilograms lighter than the previous models.
The Rally Pro, for example, now weighs only 249 kg.
Exactly as much as the comparable GS from BMW.
What Triumph advertises: The Englishwoman offers 14 hp more.
In order to cover a broad fan base like BMW, the product planners at Triumph headquarters have set up the Tiger 1200 in two lines with a total of five vehicles.
In addition to the three street-oriented models GT, GT Pro and GT Explorer with cast wheels, the two Rally models Pro and Explorer are delivered with 21/18-inch cross-spoke wheels.
Another visible difference: GT Explorer and Rally Explorer sprawl with 30 instead of 20 liters tank capacity.
We noticed that
on the first day of driving in Portugal we were on the road with both the GT Pro and the Rally Explorer.
The seat is adjustable in two heights on all models, ranging from 850 mm (GT) to 895 mm (Rally).
The handlebar is just as wide as you need it.
The wind deflector can also be adjusted to different heights with one hand while driving.
Just sit up, start, shift into gear and let the tigers growl.
All five new variants are powered by a three-cylinder engine with 1160 cm³.
It delivers an impressive 150 hp and 130 Nm of torque.
The Tiger falls a bit behind the BMW: the Munich boxer drives up 143 Nm.
What is striking about the Tiger is the so-called T-Plane crankshaft, which ensures unequally long ignition intervals and a characteristic sound: the unit used to sound like a turbine engine, but today it is closer to a massive two-cylinder resonance body.
The robust sound is not at the expense of the general public - the rated sound pressure level is a comparatively moderate 92 db(A), which even satisfies the noise protection regulations in Tyrol.
After a long day of riding it is clear that the Tiger has neither the torque urge of the GS engine nor its unrivaled engine braking torque.
But here the preferences may differ: The Englishwoman also offers plenty of power in every driving position.
The engine distributes properly under pressure and speed, but also works at low speed and shuffles through the serpentines at slow speed.
The feeling for the front wheel is great in all models, especially in the saddle of the Rally models with the 21-inch front wheel there is fun in corners.
Average consumption is between 5.5 and 6 liters/100 km, depending on the gait.
The Tiger's body complements the engine beautifully.
The chassis is kind to amateur pilots and their cornering ambitions.
The new trilink swingarm also does its job and doesn't attract attention.
The brakes match.
Brembo radial calipers work with two 320 mm discs at the front, and a 282 mm disc is used at the rear.
What sets the new Tiger apart: The Rally models are currently the only travel enduros on the market with a cardan transmission and a 21-inch front wheel.
This awakens the desire for off-road use.
The Tiger Rally is the right motorcycle for rough terrain with longer suspension travel and tires with deep tread.
The knee closure also fits when standing.
The vehicle waist is wonderfully narrow;
when the Triumphs get rolling, the quarter ton weight seems to disappear without a trace.
The tiger likes to burrow and run anyway;
the chassis swallows a lot without any problems.
The bike will not knock the GS off its throne.
But she doesn't have to hide.
What you need to know:
The semi-active chassis is the basis for carefree touring with a lot of luggage and dirty excursions.
It reacts independently to weight on board, luggage or passenger.
All model variants are equipped with it.
Depending on the model, up to six riding modes (Rain, Road, Sport, Off-Road, Off-Road Pro and the freely programmable Rider) are available.
There is also cornering ABS, keyless ride, quick shifter, LEDs everywhere, backlit fittings, hill start assist (except for the GT model).
The rear, radar-based Blind Spot Assist is installed exclusively in the two Explorer models.
The connection between the navigation (based on Google Maps) and the 7-inch color TFT screen is not entirely successful.
The size and pixel density of the display would allow the map to be mirrored in the field of view, but so far Triumph has left it with simple arrow displays.
Triumph relies on a similar color scheme for the five models as for the small Tiger 900;
the basic version GT (from 17,750 euros) is only available in white.
The GT Pro (from 19,950 euros) and the GT Explorer (from 21,450 euros) share blue, black and white.
The two Rally models Pro (from 20,950 euros) and Explorer (from 22,450 euros) are available in black, white and in the eye-catching green shade Matt Khaki with a white frame.
We won't forget that:
The only noticeable weak point of the Tiger is the new, lighter cardan, which transmits the torque to the rear wheel.
All machines driven had more or less weak load change reactions when accelerating.
The electronic signal transmission always reacted nervously, there was always a small bump and a slight jerk.
Triumph has to rework before the first tigers come to the dealers in April.
Jochen Vorderer is a freelance author and was supported in his research by Triumph Motorcycles. Reporting is independent of this.
