This is about Triumph Tiger Explore Engine:
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.
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.
Front brakes are dual 305mm rotors with non-radial
four-piston Nissin calipers. They provide plenty of power and the initial bite
is aggressive without being overly sensitive. The rear brake is a 282mm disc
with dual-piston caliper. A large foot pedal makes it easy to access while
sitting or standing. The ABS system is very sensitive, kicking in regularly,
but it’s not as clunky and noticeable as the BMW system. Front and rear brakes
are not linked.
The Explorer has a muscular, aggressive look that is
distinctly part of the Tiger family. Triumph built the engine from the ground
up with the intent to minimize external hoses and wires. The effort shows with
a very clean and tidy fit and finish. Even the bolts have been given special
treatment with drilled hex heads and shaved Torx bolts. The iconic beak that
has come to define the ADV category is included, though originally it was going
to be an accessory component. The Explorer comes in three colors: Sapphire
Blue, Graphite and Phantom Black. Headlights are adjustable and Triumph also
includes a centerstand (which does not interfere with the kickstand like the
Tiger 800). The engine has a burly alternator which cranks out 950W. That’s
plenty of juice to support a wide range of powered accessories including fog
lights. Our test model was equipped with the “Launch Package” which has a list
of accessories that come factory installed, including: Engine bars, aluminum
sump guard, adventure hand guards, heated grips, fog lights, high touring
windscreen, rubber tank pad and tire pressure monitoring system (TPMS).
Triumph swung for the fences with the Tiger 800. That
project turned out a winner and the Tiger Explorer has resulted in an equally
impressive machine. Not only has Triumph matched the current crop of premium
ADV bikes in performance, but it also packs the big Tiger with features that
are largely unmatched and range from engine design and electronics to
ergonomics and rider accessories. It's a lot of bike for the $15,699 base
price, and is right in the mix with the competition's prices (BMW R1200GS
- $16,150; Yamaha
Super Tenere - $14,500; Ducati Multistrada - $16,995). Triumph also
boasts 10,000-mile service intervals (20,000 between major services) and
sweetens the purchase deal with a two-year unlimited mile warranty. The
Brits make no effort to shy away from the fact that they wants to steal
customers from the Bavarians, going so far as to predict undercutting the GS by
3% in worldwide markets. Triumph surely swiped some sales with the Tiger 800,
and after our short introduction, we’re sure that BMW and the rest of the
manufacturers are going to feel the impact of the Explorer.
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