Triumph Tiger Explorer XR 2017 — Specifications

The big trail, Triumph knows that; and for a long time. Since the mid-90s, the Tiger 900 was taking care of this function. Already with a 3-cylinder engine. Then the trail-GTs arrived. Huge, touring-oriented, not so keen on rocks but ready for long weekend rides. That's where the 1200 Explorer comes in, more suited to touring than the 1050 Tiger. After a remarkable entry and 4 years of presence, the English bike decided it was time to bring in some improvements. The competition, the regulations, the market, and the demands don’t make gifts. And what about her?

What is certain is that it threatens. The Explorer doesn's have a sweet and gentle face. It assumes its strength and its silhouette claims it. Triumph has brought in some stylistic touches, just to mark the evolution, but the overall look changes little. Only the fairing flanks, the fork cheeks, the mirrors, the engine guard, the rims, and the exhaust have been restyled. The only one who dared to really blow his fuse was the dashboard. As he was tired of looking like the Street, Speed, and other models in the range, it has been radically transformed. Now, two digital windows escort the tachometer; all this world being housed in a plate with a military-grade appearance.

The Tiger 1200 Explorer differs from most maxi-trails by its engine. There aren't many three-cylinder engines in this category. Apart from the confidential Benelli Tre-K 1130 and the sport-trail MV-Agusta 800 Turismo Veloce, the offer isn't abundant. This engine has been revised, with the benefits of reduced pollutant emissions, a 5% reduced appetite, two extra horsepower, and a small gain of 0.2 mkg of torque. Let's be more precise with 139 horsepower at the same revs as before (9300 rpm) and no less than 12.5 mkg of instant force at 6200 rpm, which is a value obtained 1650 rpm earlier. The clutch benefits from hydraulic assistance, the gearbox has a "overdrive" sixth gear, and the transmission retains its monobrach-mounted shaft drive.

Where the 1200 Explorer will most interpellate is not by its engine evolution – although the spirit it has will soon enchant mechanical enthusiasts. It will be more by its chassis. Did Triumph highly revise the tubular steel trellis frame? No, only the rake angle has been slightly reduced to favor agility (24.1° -> 23.5°). Furthermore, the rider has been brought 20 mm closer to the front. For braking, radial calipers will take care of it. Two Brembo M4.32 calipers on discs of the same diameter, 305 mm. To be more precise, it is mainly the onboard electronics and their action on the different reactions of the chassis that change the game. Especially for the more richly equipped versions (XRx and XRt). The old model already had ABS and traction control. This Phase II also offers two riding modes. Depending on the level of finish, this can go up to five.

The ROAD mode optimizes comfort and the riding experience. The ABS and anti-slip system settings allow greater stability and better braking on paved roads. The engine mapping is configured to offer ultra-smooth power on asphalt or similar surfaces. As for the RAIN mode, designed for difficult conditions, it adjusts the engine mapping, reduces power, and provides a progressive response. The anti-slip system setting minimizes rear wheel slip to provide increased control, while the ABS setting prevents wheel lockup to avoid uncontrolled skids.

However, it seems that Triumph offers this base XR version mainly to attract customers, because the technical treats are unlocked only with the "premium" versions. And there, the equipment is much richer: more riding modes, semi-active suspensions, heated grips, hill-start assist, cornering ABS, cruise control, and much more. To see the details, a closer look at the Explorer XRx and XRt will allow you to know the details. Bonus, the windshield is electrically adjustable, and this from the first version.

The big Tiger Explorer, flagship of the Touring/Adventure range, can be enjoyed in two ways: road in XR or inspired by the adventurer with the XC. Why these plurals? Because the English trail is available in a multitude of versions. Improved and enriched, the 1200 requires effort to afford all the evolutions it can benefit from. This is nothing surprising in this category. Moreover, the clientele is demanding, and will naturally gravitate towards the high-end editions. If we compare to the competition, the adventure from Hinckley has nothing to be ashamed of its price or its performance. Look again at its name, it is not so trivial as that.

M.B - Photos constructeur